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Twin Cam Oiling System Basics
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See our customer service page for more details. Solves the pesky problem of oil carryover in Twin Cam "A" motors with the stock oil pump.
S&S Crankcase Breather Valve For Harley Twin Cam
Oil carryover is the oil that comes out of your breather and… Read More. Oil carryover is the oil that comes out of your breather and ends up all over your bike.
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Home Parts. Item: P SKU:. Fullscreen Zoom. Price depends on fitment. Select your bike to continue. Rebate Available! View Details. Guaranteed Low Price. This product is vehicle specific.I n the May issue of Baggerswe looked at several weak spots in the Twin Cam's bottom end, mainly excessive crankshaft runout and drive issues relating to the chain-driven cams. One area we did not discuss was the Twin Cam's oiling system and associated problems found on stock and high-performance Twin Cam engines.
Oil is the lifeblood of any engine, and the Twin Cam is no exception. But having too much oil in certain areas of the engine or too low of oil pressure can lead to oil puking out the cylinder head breathers and a noisy valvetrain.
Since Feuling Parts has optimized their Twin Cam hydraulic lifters, cam support plate and pushrods to work with their oil pump as a "balanced system," Baggers decided to check out what they have to offer. The Twin Cam 88 engine uses a dry-sump system for lubrication. A dry-sump system only circulates a minimal amount of oil in the engine at any one time, while the majority is stored in a remote oil tank.
To perform properly, a dry-sump system must be properly sized to the engine's requirements and "balanced" on the feed and scavenge sides so all residual oil is removed from the crankcase at all engine speeds and conditions. Failure of the oil pump's scavenge side to satisfy such requirements typically results in "wet-sumping.
Shown is a stock Twin Cam cam support plate with the pressure relief valve, relief spring and roll pin removed. Moreover, excess crankcase oil is often whipped into a froth of air and oil by the machined paddles of the left flywheel. This condition is called oil aeration. Aerated oil makes scavenging much more difficult and can hinder the return of oil from the rocker box area. The combination of these conditions often results in oil being forced out the head breathers, air cleaner contamination, oil leaks, loss of oil supply, lifter clatter, premature component wear and potential engine failure.
The Twin Cam's oiling system requires a fine balancing act to maintain the correct amount of oil pressure, oil volume and scavenging to eliminate wet-sumping while maintaining quiet operation and optimized power production without generating excessive heat.
In many cases, the genesis of the Twin Cam's oiling problems lies in significant parts wear, hardened oil seals, poor part alignment, inaccurate machining tolerances and catastrophic damage to key components.
Compare this photo of Feuling's billet cam support plate, pressure relief valve, relief spring and roll pin to the stock plate. Feuling recommends a pop-off pressure of psi for the Twin Cam's pressure relief valve.
The Feuling spring provides the proper spring rate for the optimum pop-off pressure and oil flow through the bypass port. Shown is the Feuling pressure-testing tool mounted on a cam support plate.Sold under the names "Krank Vent" "Krank Vent Plus", "Power Vent", and various other names, they either promise or in some cases highly suggest that using them will add power to your motor.
Harley-Davidson Breather Kits
I understand where they're coming from. An HD motor has a variable volume crankcase. Unlike most car motors, which have a piston going down for every piston going up, the volume of the HD crankcase changes due to the 45 degree common crankpin design. It stands to reason that check valve on the crankcase vent could cause a vacuum to get pulled on the upstroke of the pistons, potentially helping ring seal.
Dry sump oil pumps that can pull a vacuum when used in conjunction with low tension oil rings are a well known technology in the circle track car racing world. What I couldn't understand was how these things could bring anything to the party considering the bikes already have a check valve in line with the breathers the umbrella valves.
Unless of course those valves were defective.
But then it seemed like the marketing around these check valves must be based on the notion that the valve you already have is defective? That didn't make much sense. So anyway, I went off to dyno test these things and see if I could substantiate any of the claims, blatant or subtle as they might be.
Spent hours messing with the Hayden and Spyke brand devices. Just for kicks, I blocked the vents and did some pulls, "closed" is the best of those results. As you can see, the only thing that really mattered was whether or not the blow-by was being recycled back into the engine. Recycling the blow-by, the way the factory does, costed a little power over a wide range. Other than that, the motor largely ignored what I was doing with the breathers, at least from a power point of view.
When this result was published in Battle2win, I got quite the reaction from ET products, makers of the Spyke device. A dialogue ensued and I tried to pin him down on my basic question, i. But I never got a real answer. He did claim though that the Spyke device was effective at improving power, even though he never explained how.
Anyway, in the interest of fairness, and just because I really wanted to be sure of myself, I did a whole bunch more testing of the Spyke device in particular on other bikes.
Here are the results of that testing. The power varies from Here are all the pulls I did on the same bike, same day, with the Spyke device in place. Blue: With Spyke Device Red: Without Spyke device And of course, this the best pull from each configuration, overlaid onto the same chart. I guarantee you if I did enough pulls with the device, and played the heat soak just right, I could've equaled the other results. This is a tie. Blue: With Spyke device Red: Without Spyke device This the best pull from each configuration, overlaid onto the same chart.
Again, it's a dead heat. Pulls 38 and 43 are omitted, because the tach pickup screwed up and if I put those on the chart, I can't show rpm and torque.
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