Harley Davidson Touring 2004 Service Manual sm03a
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SPECIFICATIONS 3.1
MANUFACTURING TOLERANCES
General
Number of cylinders 2
Ty pe 4-cycle, 45˚V2, air-cooled
To rque
Bore 3.75 in. (95.25 mm)
Stroke 4.00 in. (101.6 mm)
Piston displacement (approx.) 88 cu. in. (1450 cc)
Compression ratio 9.0:1
Combustion chamber 5.187 cu. in. (85 cc) bathtub
Cam system
Max. sustained engine speed 5500 rpm
Idle speed 1000 rpm +/- 50
Weight 165 lbs (74.8 kg)
85 ft-lbs (115.2 Nm) @ 3000
rpm, chrome dual exhaust
Tw in cams, chain driven with
spring loaded tensioners
Ignition System
Ty pe
Ignition timing:
1050 rpm (Hot Idle)
Spark plug size 12 mm
Spark plug type Harley-Davidson 6R12
Spark plug gap 0.038-0.043 in. (0.97-1.09 mm)
Spark plug torque 12-18 ft-lbs (16-24 Nm)
Sequential, non waste spark,
MAP-N control
o
20o-30
Oiling System
Pump
Pressure
Filtration
Rocker Arm
Shaft fit in bushing
(loose)
End clearance 0.003-0.013 0.08-0.33
Bushing fit in rocker arm
(tight)
Rocker Arm Shaft
Shaft fit in rocker arm
support plate (loose)
Tw in gerotor, dual scavenge, crank mounted
and driven, internal oil pump, dry sump
30-38 psi (207-262 kN/m2) at
2000 rpm and normal operating temperature
of 230o F (110o C)
10 micron media,
filtered between pump and engine
IN. MM
0.0005-0.0020 0.013-0.051
0.002-0.004 0.051-0.102
IN. MM
0.0007-0.0022 0.018-0.056
Hydraulic Lifter
Fit in crankcase (loose) 0.0008-0.0020 0.02-0.05
Cylinder Head
Valve guide in head (tight) 0.0020-0.0033 0.051-0.084
Valve seat in head (tight) 0.003-0.0045 0.076-0.114
Head gasket surface
(flatness)
Valve
Fit in guide: exhaust 0.0015-0.0033 0.038-0.084
Fit in guide: intake 0.0008-0.0026 0.020-0.066
Seat width 0.040-0.062 1.02-1.58
Stem protrusion from
cylinder head boss
Valve Spring
Closed
Open
Free length
@ 1.751-1.848 in.
@ 44.45-46.9 mm
@ 1.282-1.378 in.
@ 32.6-35.0 mm
2.105-2.177 in. 1.926-1.996 in.
53.47-55.3 mm 48.9-50.7 mm
Piston
Fit in cylinder:
Early Style Piston
Late Style Piston
Ring end gap:
To p compression ring
2nd compression ring
Oil control ring
Ring side clearance:
To p compression ring
2nd compression ring
Oil control ring
Piston pin fit (loose) 0.0002-0.0005 0.005- 0.013
IN. MM
IN. MM
0-0.006 0-0.0152
IN. MM
1.990-2.024 50.55-51.41
Outer Inner
72-92 lbs
33-42 kg
183-207 lbs
83-94 kg
38-49 lbs
@ 1.577-1.683 in.
17-22 kg
@ 40.1-42.8 mm
98-112 lbs
@ 1.107-1.213 in.
44-51 kg
@ 28.1-30.8 mm
IN. MM
0.0006-0.0017
0.0014-0.0025
0.010-0.020
0.014-0.024
0.010-0.050
0.0012-0.0037
0.0012-0.0037
0.0031-0.0091
0.015-0.043
0.036-0.064
0.25-0.51
0.36-0.61
0.25-1.27
0.030-0.094
0.030-0.094
0.079-0.23
2004 Touring: Engine 3-1
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MANUFACTURING TOLERANCES (CONT.)
Connecting Rod
Piston pin fit (loose) 0.0007-0.0012 0.018-0.030
Side play between
flywheels
Connecting rod to
crankpin (loose)
Flywheel
Runout
(flywheels at rim)
Runout
(shaft at flywheel)
End play 0.003-0.010 0.076-0.254
Crankshaft/Sprocket
Shaft Bearings
Bearing fit (loose) 0.0002-0.0015 0.005-0.038
Crankshaft runout 0.0-0.003 0.0-0.076
Bearing fit in
crankcase (tight)
Bearing inner race on
crankshaft (tight)
IN. MM
0.005-0.015 0.13-0.38
0.0004-0.0017 0.0102-0.0432
IN. MM
0.000-0.010 0.000-0.254
0.000-0.002 0.000-0.051
IN. MM
0.0038-0.0054 0.097-0.137
0.0004-0.0014 0.010-0.036
TORQUE VALUES
Item
Breather assembly bolts 90-120
Cam cover screws 125-155
Cam cover plate screws 20-30
Cam support plate screws 90-120
Bearing retainer plate
screws
Crank sprocket flange bolt
Primary cam sprocket
flange bolt
Crank position sensor
screw
Piston jet screws 25-35
Tr ansmission housing to
crankcase bolts
Crankcase to front engine
mounting bracket bolts
Crankcase bolts
Cylinder head bolts
Cylinder studs 10-20 ft-lbs 14-27 Nm
Engine oil drain plug 14-21 ft-lbs 19-28 Nm
Lifter cover screws 90-120
Oil pan screws 84-108
Oil filter 1/2-3/4 turn after gasket contact
Oil filter mount 12-16 ft-lbs 16-22 Nm
Crankcase oil fittings/plugs
Oil hose cover screws 84-108
Oil pressure switch/sender 96-120
Rocker arm support
plate bolts
Rocker cover bolts 15-18 ft-lbs 20-24 Nm
Rocker housing bolts
Spark plugs 12-18 ft-lbs 16-24 Nm
Stator screws
Upper engine mounting
bracket:
To cylinder heads
To top stabilizer link
Engine temperature
sensor
Intake flange adapter
screws
Exhaust flange adapter
nuts
ft/in-lbs NM
in-lbs
10-14 Nm
in-lbs
14-18 Nm
in-lbs
2.3-3.4 Nm
in-lbs
10-14 Nm
20-30
in-lbs
2-3 Nm
15 ft-lbs,
loosen one full
turn, 24 ft-lbs
15 ft-lbs,
loosen one full
turn, 34 ft-lbs
90-120
in-lbs
in-lbs
15 ft-lbs,
30-35 ft-lbs
33-38 ft-lbs 45-52 Nm
10 ft-lbs,
15-19 ft-lbs
120-144
in-lbs
15-17 ft-lbs
o
+ 90
turn
in-lbs
in-lbs
120-168
in-lbs
in-lbs
in-lbs
18-22 ft-lbs 24-30 Nm
120-168
in-lbs
55-75
in-lbs
35-40 ft-lbs
18-22 ft-lbs
120-180
in-lbs
96-144
in-lbs
100-120
in-lbs
20.3 Nm,
loosen one full
turn, 32.5 Nm
20.3 Nm,
loosen one
full turn, 46.1
Nm
10.2-13.6 Nm
2.8-4.0 Nm
20 Nm,
41-48 Nm
14 Nm,
20-26 Nm
,
13.6-16.3 Nm,
20.3-23.1 Nm
+ 90o turn
10-14 Nm
9-12 Nm
13.6-18.9 Nm
10-12 Nm
11-14 Nm
13.6-18.9 Nm
6.2-8.5 Nm
48-54 Nm
24-30 Nm
13.6-20.3 Nm
10.9-16.3 Nm
11.3-13.6 Nm
3-2 2004 Touring: Engine
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SERVICE WEAR LIMITS 3.2
GENERAL
REPLACE IF
IN. MM
REPLACE IF
IN. MM
REPLACE IF
IN. MM
Wear limits can be used as a guide when deciding whether to
reuse engine parts. Replace used parts whenever the following wear limits are exceeded.
Rocker Arm/
Rocker Arm Shaft
Shaft fit in bushing (loose) More than 0.0035 More than 0.089
End clearance More than 0.025 More than 0.635
Shaft fit in rocker arm
support plate (loose)
More than 0.0035 More than 0.089
REPLACE IF
IN. MM
REPLACE IF
Hydraulic Lifter
IN. MM
Fit in crankcase More than 0.003 More than 0.08
Roller fit More than 0.0015 More than 0.038
Roller end clearance More than 0.015 More than 0.38
REPLACE IF
Cam Support Plate
IN. MM
Cam chain
tensioner shoe wear
Crankshaft bushing fit
in cam support plate
Crankshaft bushing
maximum ID
More than 0.090 More than 2.29
1/2 thickness of shoe
Less than 0.0008 Less than 0.0203
More than 0.8545 More than 21.704
Cylinder Bore
Standard More than 3.752 More than 95.301
0.005 in. oversize More than 3.757 More than 95.428
0.010 in. oversize More than 3.762 More than 95.555
Piston
Fit in cylinder (loose) More than 0.003 More than 0.076
Piston pin fit (loose) More than 0.0008 More than 0.020
Ring end gap
To p compression More than 0.030 More than 0.76
2nd compression More than 0.034 More than 0.86
Oil control ring rails More than 0.050 More than 1.27
Ring side clearance
To p compression More than 0.0045 More than 0.11
2nd compression More than 0.0045 More than 0.11
Oil control ring rails More than 0.010 More than 0.25
Connecting Rod
Piston pin fit (loose) More than 0.002 More than 0.051
Side play between
flywheels
Fit on crankpin (loose) More than 0.002 More than 0.051
More than 0.020 More than 0.508
Cylinder Head
REPLACE IF
IN. MM
Valve guide in head (tight) Less than 0.002 Less than 0.051
Valve seat in head (tight) Less than 0.002 Less than 0.051
Head warpage More than 0.006 More than 0.152
REPLACE IF
Cylinder
IN. MM
Ta per More than 0.002 More than 0.051
Out of round More than 0.002 More than 0.051
Warpage of gasket or
O-ring surfaces: top
Warpage of gasket or
O-ring surfaces: base
More than 0.006 More than 0.152
More than 0.004 More than 0.102
Flywheel
REPLACE IF
IN. MM
Runout (flywheels at rim) More than 0.015 More than 0.381
Runout (shaft at flywheel) More than 0.003 More than 0.076
End play More than 0.010 More than 0.254
Crankshaft/Sprocket
Shaft Bearings
Bearing to shaft
clearance
Shaft runout More than 0.003 More than 0.076
Bearing fit in
crankcase (tight)
Bearing inner race
on shaft (tight)
More than 0.0015 More than 0.038
Less than 0.0038 Less than 0.097
Less than 0.0004 Less than 0.010
REPLACE IF
IN. MM
2004 Touring: Engine 3-3
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SERVICE WEAR LIMITS (CONT.)
Breather Assembly
REPLACE IF
IN. MM
Breather cover warpage More than 0.005 More than 0.13
Breather baffle warpage More than 0.005 More than 0.13
Valve Stem to
Guide Clearance
Intake More than 0.0035 More than 0.089
Exhaust More than 0.0040 More than 0.102
REPLACE IF
IN. MM
3-4 2004 Touring: Engine
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GENERAL INFORMATION 3.3
FUEL
Use a good quality leaded or unleaded gasoline (91 pump
octane or higher). Octane rating is usually posted on the
pump.
CAUTION
Using gasolines with alcohol additives (such as methanol) can cause rubber components within the fuel system to fail or result in engine damage.
GASOLINE/ALCOHOL BLENDS
Harley-Davidson motorcycles were designed to give the best
performance using unleaded gasoline. Some fuel suppliers
sell gasoline/alcohol blends as a fuel. The type and amount
of alcohol added to the fuel is important.
●
DO NOT USE GASOLINES CONTAINING METHANOL.
Using gasoline/methanol blends will result in starting
and driveablility deterioration and damage to critical fuel
system components.
●
ETHANOL is a mixture of 10% ethanol (Grain alcohol)
and 90% unleaded gasoline. Gasoline/ethanol blends
can be used in your motorcycle if the ethanol content
does not exceed 10%.
REFORMULATED OR OXYGENATED GASOLINES
●
(RFG): “Reformulated gasoline” is a term used to
describe gasoline blends that are specifically designed
to burn cleaner than other types of gasoline. Your motorcycle will run normally using this type of gas.
Yo u may find that some gasoline blends adversely affect the
starting, driveability or fuel efficiency of your bike. If you
experience one or more of these problems, we recommend
you try a different brand of gasoline or gasoline with a higher
octane rating.
LUBRICATION
CHECKING ENGINE OIL LEVEL
Oil level cannot be accurately measured on a cold
engine. For preride inspection, with motorcycle leaning
on jiffy stand on level ground, oil should register on dipstick between arrows when engine is cold. Do NOT add
oil to bring the level to the FULL mark on a COLD
1. Perform engine oil level
a. With the vehicle resting on the jiffy stand on level
ground, wipe off the dipstick and insert it back into
the oil pan with the plug pushed completely into the
fill spout.
b. Remove the dipstick and note the level of the oil. Oil
level should register between the two arrows on the
dipstick. See Figure 3-1. If oil level is at or below the
lower arrow, add only enough oil to bring the level
between the two arrows on the dipstick.
2. Perform engine oil level
a. Ride vehicle until engine is at normal operating tem-
perature.
b. With the vehicle resting on the jiffy stand on level
ground, allow engine to idle for 1-2 minutes. Turn
engine off.
c. Wipe off the dipstick and insert it back into the oil
pan with the plug pushed completely into the fill
spout.
d. Remove the dipstick and note the level of the oil.
Add only enough oil to bring the level to the FULL
mark on the dipstick. See Figure 3-1. Do not overfill.
COLD CHECK
HOT CHECK
as follows:
as follows:
engine.
COLD CHECK
HOT CHECK
f1254b3x
Figure 3-1. Engine Oil Dipstick
2004 Touring: Engine 3-5
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Figure 3-2. Oil Filter Wrench (Part No. HD-42311)
f1641x3x
5. Remove the oil filter as follows:
a. Obtain the OIL FILTER WRENCH (HD-42311). The
tool allows easy removal of the oil filter without risk
of damage to the crankshaft position sensor or
cable.
b. Place the jaws of the wrench over the oil filter with
the tool oriented vertically. See Figure 3-3.
c. Using a 3/8 inch drive with a 4 inch extension, turn
wrench in a counterclockwise direction. Do not use
with air tools.
NOTE
Use OIL FILTER WRENCH (HD-44067) if HD-42311 is not
available.
6. Clean the oil filter mount flange of any old gasket material.
7. Lubricate gasket with clean engine oil and install
new
oil
filter on filter mount. Hand tighten oil filter 1/2-3/4 turn
after gasket first contacts filter mounting surface. Do
NOT
use OIL FILTER WRENCH for oil filter installation.
NOTE
Use of the Premium 10 micron synthetic media oil filter is
highly recommended, Part No. 63798-99 (Chrome) or 6373199 (Black).
Figure 3-3. Remove Engine Oil Filter
CHANGING ENGINE OIL AND FILTER
NOTE
At the 1000 mile (1600 km) service interval, and at every
5000 mile (8000 km) service interval thereafter, change the
engine oil and engine oil filter. If motorcycle is ridden hard,
under dusty conditions or in cold weather, change engine oil
and filter more often.
1. Ride vehicle until engine is at normal operating temperature.
2. Locate oil filler plug/dipstick on right side of vehicle at top
of transmission case. To remove the oil filler plug, pull
steadily while moving plug back and forth.
3. Locate oil drain plug at front left side of the oil pan.
Remove the oil drain plug and allow oil to drain completely.
4. Inspect the oil drain plug O-ring for cuts, tears or signs of
deterioration. Replace as necessary.
8. Install engine oil drain plug with O-ring. Tighten plug to
14-21 ft-lbs (19-28 Nm).
9. With vehicle resting on jiffy stand, add 3-1/2 quarts (3.3
liters) engine oil as specified in Ta bl e 3-1. Use the proper
grade of oil for the lowest temperature expected before
the next oil change.
Table 3-1. Recommended Engine Oils
Harley-Davidson
Type
HD Multi-grade
HD Multi-grade
HD Regular Heavy
HD Extra Heavy
Viscosity
SAE
10W40
SAE
20W50
SAE
SAE
Harley-
Davidson
Rating
HD 360
HD 360
HD 360
50
HD 360
60
CAUTION
Oil level cannot be accurately measured on a cold
engine. For preride inspection, with motorcycle leaning
on jiffy stand on level ground, oil should register on dipstick between arrows when engine is cold. Do NOT add
oil to bring the level to the FULL mark on a COLD
10. Perform engine oil level
COLD CHECK
Lowest
Ambient
Temperature
Below 40˚F
(4˚C)
Above 40˚F
(4˚C)
Above 60˚F
(16˚C)
Above 80˚F
(27˚C)
as follows:
Cold Weather
Starts Below
50˚F (10˚C)
Excellent
Good
Poor
Poor
engine.
3-6 2004 Touring: Engine
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a. With the vehicle resting on the jiffy stand on level
ground, wipe off the dipstick and insert it back into
the oil pan with the plug pushed completely into the
fill spout.
b. Remove the dipstick and note the level of the oil. Oil
level should register between the two arrows on the
dipstick. See Figure 3-1. If oil level is at or below the
lower arrow, add only enough oil to bring the level
between the two arrows on the dipstick.
11. Perform engine oil level
a. Ride vehicle until engine is at normal operating tem-
perature.
b. With the vehicle resting on the jiffy stand on level
ground, allow engine to idle for 1-2 minutes. Turn
engine off.
c. Wipe off the dipstick and insert it back into the oil
pan with the plug pushed completely into the fill
spout.
d. Remove the dipstick and note the level of the oil.
Add only enough oil to bring the level to the FULL
mark on the dipstick. See Figure 3-1. Do not overfill.
12. Start engine and carefully check for oil leaks around
drain plug and oil filter.
HOT CHECK
as follows:
WINTER LUBRICATION
Combustion in an engine produces water vapor. During starting and warm-up in cold weather, especially in freezing temperatures, the vapor condenses to water before the
crankcase is hot enough to exhaust it through the breather
system. If the engine is run long enough for the crankcase to
become thoroughly heated, the water returns to vapor and is
then exhausted.
An engine used for only short trips, and seldom allowed to
thoroughly warm up, accumulates increasing amounts of
water in the oil pan. Water mixed with oil forms a sludge that
causes accelerated engine wear. In freezing temperatures,
the water becomes slush or ice, which may clog oil lines and
result in engine failure.
Always change the engine oil more often in winter. If the
engine is used for short runs, change the oil even more frequently. The farther below freezing the temperature drops the
more often the oil should be changed.
OIL PRESSURE INDICATOR LAMP
The
red
OIL PRESSURE indicator lamp illuminates to indicate improper circulation of the engine oil. The lamp illuminates when the ignition is first turned on (before the engine is
started), but should be extinguished once the engine is running.
Check the engine oil level if the oil pressure indicator
lamp remains illuminated. If the oil level is normal, stop
the engine immediately. Do not ride the vehicle until the
probem is located and corrected.
If the indicator lamp is not extinguished, it may be the result
of a low oil level or diluted oil supply. In freezing weather, the
oil feed and return lines can clog with ice or sludge. A defect
in the lamp wiring, faulty oil pressure switch/sender, damaged oil pump, plugged oil filter element, incorrect oil viscosity, broken or weak spring in the oil pressure relief valve and/
or damaged or incorrectly installed O-rings in the engine may
also cause the indicator lamp to remain on.
To troubleshoot the problem, always check the engine oil
level first. If the oil level is OK, determine if oil returns to the
pan from the oil return hose. If oil does not return, shut off the
engine until the problem is located and corrected.
To check the engine oil pressure, proceed as follows:
1. Verify engine oil level. See CHECKING ENGINE OIL
LEVEL in this section.
2. Locate the oil pressure switch/sender at the front right
side of the crankcase.
3. On FLHR/C/S models, pull elbow from post of oil pressure switch. On FLHT/C/U and FLTR models, pull external latch outward and use rocking motion to remove
Packard connector from oil pressure sender.
4. On FLHR/C/S models, use a 15/16 inch Open End Crow
Foot (Snap-On FC30B) to remove oil pressure switch
from crankcase. On FLHT/C/U and FLTR models, use 11/16 inch Open End Crow Foot (Snap-On FC34A) to
remove oil pressure sender.
5. Start OIL PRESSURE GAUGE ADAPTER (HD-96921-
110) into crankcase bore. Using a 5/8 inch open end
wrench, turn adapter until snug. See Figure 3-4.
6. Moving to left side of vehicle, route banjo fitting and hose
of OIL PRESSURE GAUGE (HD-96921-52B) over
shifter lever and oil filter to right side of engine. See Fig-
ure 3-5.
7. Slide washer on banjo bolt and insert through banjo fitting on gauge. Install second washer on bolt and thread
into adapter until snug.
8. Run vehicle or simulate road running until engine is at
normal operating temperature, approximately 230
(110o C.). Gauge reading will not be accurate if engine is
not completely warmed.
9. Verify that oil pressure is 30-38 psi (207-262 kN/m2) at
2000 rpm.
10. Remove banjo bolt (and washers) from adapter. Remove
gauge from vehicle and then remove adapter from
crankcase.
o
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2004 Touring: Engine 3-7
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ENGINE OIL FLOW
Gauge
Banjo
Bolt
Washers
Figure 3-4. Oil Pressure Gauge
(Part No. HD-96921-52B)
Adapter
Figure 3-5. Install Adapter and Oil Pressure Gauge
NOTE
If reusing oil pressure switch/sender, apply Loctite Pipe Sealant with Teflon 565 to threads.
11. Start oil pressure switch/sender into crankcase bore.
12. On FLHR/C/S models, use a 15/16 inch Open End Crow
Foot (Snap-On FC30B) to tighten oil pressure switch to
96-120
models, use 1-1/16 inch Open End Crow Foot (Snap-On
FC34A) to tighten oil pressure sender to same torque.
13. On FLHR/C/S models, install elbow on post of oil pressure switch. On FLHT/C/U and FLTR models, install
Packard connector to oil pressure sender.
If wire socket terminal requires replacement, see APPENDIX
B.5 SEALED BUTT SPLICE CONNECTORS.
14. Test oil pressure switch/sender for proper operation.
in-lbs
(11-14 Nm). On FLHT/C/U and FLTR
NOTE
Adapter
Part No. HD-96921-110
f1646x3x
Oil
Filter
CAUTION
The oiling system is carefully designed for optimum efficiency. All oil holes and passageways are specially
sized. Exercise caution to avoid enlarging oil holes during cleaning. Any modification of the oiling system will
adversely affect oil pressure or cooling and lubrication
efficiency.
Oil Feed (Figures 3-6, 3-7)
Oil flows from the oil pan through a passageway at the front
of the transmission housing into a flexible hose clamped to
the lower fitting (A1) at the rear right side of the crankcase.
Running through a passageway in the crankcase, the oil exits
a hole in the crankcase flange (B2) and enters a hole on the
inboard side of the cam support plate. Passing through a
channel in the cam support plate (A3), the oil enters the feed
side of the oil pump. See OIL PUMP OPERATION. The feed
gerotors of the pump direct the flow up a second channel in
the cam support plate (A4).
A drilling in this channel connects to a pressure relief valve
mounted in the bypass port of the cam support plate (A5).
When the oil pressure exceeds the setting of the valve spring
(35 psi), the orifice opens to bypass excess oil back to the
feed side of the pump (A3).
Oil not returned to the feed side exits a hole on the inboard
side of the cam support plate and passes through a hole in
the crankcase flange (B6). Flowing through a passageway in
the crankcase, where a reading is taken by the oil pressure
sender (B7), the oil exits the lower hole in the oil filter mount
(D8).
After circulating through the oil filter, the flow of oil is directed
back into the crankcase through the upper hole in the oil filter
mount (D9). Exiting a passageway in the crankcase through
a hole in the crankcase flange (B10), the flow of oil reenters
the cam support plate.
Filtered oil is then routed to the top and bottom ends of the
engine, as described below.
Top End (Figures 3-6, 3-7)
Oil passes through a channel in the cam support plate exiting
the inboard side through two holes near the top (A11, A12).
Entering two holes in the crankcase flange (B13, B14), one
leading to the front cylinder and the other to the rear, the oil
travels through passageways in the crankcase to the hydraulic lifter bores (D15).
Exiting a hole in each lifter bore (E16), the oil flows around
the lifter and enters a hole at the side of the lifter body. As the
chamber inside the lifter body is filled, the push rod socket
rises to achieve the no-lash fit of the valve train components.
The flow of oil then exits a hole centered in the lifter socket
and runs up the hollow push rods.
3-8 2004 Touring: Engine
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f1581b3x
A
B
Cam Support Plate
12 11
26
38
1
36
3
5
4
Crankshaft
Bushing
14
24
37
23
13
10
7
C
Crankshaft
Bearing
6
2
f1573b3x
Oil Pump
35
25
Cam Needle Bearings
34
f1580b3x
Figure 3-6. Engine Oil Flow - Cam Support Plate/Right Crankcase Half
2004 Touring: Engine 3-9
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NOTE
Note that there is one additional hole drilled into the inside
lifter bores- while the oblong hole circulates oil around the
lifter body as described, the round hole (E17) feeds oil to the
piston jets in the flywheel compartment.
Exiting holes at the top of the hollow push rods, oil enters a
hole at the bottom of the intake and exhaust rocker arms.
Lubricating the rocker arm bushings, oil flows down the
rocker arm shafts and exits a pin hole in the outboard side of
each rocker arm housing (F18) where it sprays the valve
springs and the top of the valve stem.
Oil runs down to the low side of the rocker housing and
enters the exhaust valve spring pocket where a drain hole
(G19) leads to a passageway in the cylinder head casting.
Oil exits the bottom of the cylinder head and passes through
a ring dowel (H20) on the “down side” of the cylinder flange.
The oil runs through a vertical passageway in the cylinder,
passes through a second ring dowel on the “down side” of
the cylinder deck (I21) and enters the left crankcase half.
Flowing through a horizontal passageway in the left crankcase half (J22), oil runs through a third ring dowel (K23) to
the right crankcase half where it travels through another passageway before emptying into the cam compartment (B23,
B24).
Oil collecting in the cam compartment is picked up by one of
two scavenge lobes on the oil pump (B25).
Bottom End (Figures 3-6, 3-7, 3-8)
Oil travels down the center passage of the cam support plate
(A26) and sprays out through pin holes on each side of the
casting to lubricate both the primary and secondary cam
chains. Oil also passes through a hole in the crankshaft
bushing where the flow enters a drilling in the crankshaft
(L27).
Oil runs down the center of the crankshaft and then up a
cross drilling into the right side of the flywheel. The flow exits
a drilling in the crank pin bore, enters the crank pin and then
sprays out through three holes to lubricate the lower rod
bearing set.
The oil splash and mist created by the action of the flywheel
lubricates the crankshaft bearing and the camshaft needle
bearings in the right crankcase half. This same action serves
to lubricate the sprocket shaft bearing in the left crankcase
half (M28).
Since the oil mist also lubricates the cylinder walls, three
holes on each side of the piston (in the area of the third ring
land) evacuate excess oil scraped from the walls on the piston downstroke.
The piston jets (N29), which receive a supply of oil from the
intake lifter bores, spray the underside of the piston for cooling of the piston crown and skirt area. A check valve in each
jet opens only when the oil pressure reaches 12-15 psi, at
which point the engine is operating above idle speed. At idle
speeds (9-12 psi), the valve remains closed to prevent over
oiling and to ensure proper system operating pressure.
Oil spray from each piston jet also enters a hole at the bottom
of each pin boss (O30) for lubrication of the piston pin.
Another hole at the top of the connecting rod (D31) allows a
portion of the oil to reach the upper rod bushing.
Surplus oil falls back to the bottom of the flywheel compartment where it collects in the sump area (P32). Oil in the
sump is drawn to the cam compartment through an internal
channel (P33, C34) that connects with the second scavenge
lobe of the oil pump (B35).
Oil Return (Figures 3-6, 3-8)
The “dual kidney” designation given to the oil pump refers to
its two scavenging functions, whereby it simultaneously
draws oil from both the cam and flywheel compartments.
Oil sucked up by the scavenge lobes passes through the
scavenge gerotors of the oil pump and is directed through a
return channel in the cam support plate (A36). See OIL
PUMP OPERATION.
Exiting a hole on the inboard side of the cam support plate,
the oil enters a hole in the crankcase flange (B37).
The oil flows through a passageway in the crankcase and
exits the upper fitting at the rear right side of the crankcase
(A38). Passing through a flexible hose connection, the flow of
oil runs through a passageway at the front of the transmission housing (Q39) before emptying into the oil pan at the
front of the baffle (R40).
The oil flows to the rear of the oil pan along each side of the
baffle. Spring tension holds the unit tight against the bottom
of the pan to prevent oil from entering or escaping around the
perimeter of the baffle. At the back of the oil pan, the oil
enters the open side of the baffle where it is redirected forward. The baffle plates slow the circulation of the oil through
the pan to enhance cooling.
Oil pickup occurs in the front compartment of the baffle
where a passageway in the casting (S41) directs the flow
upward. Passing through a second passageway in the transmission housing (Q42), the flow of oil enters the flexible hose
connection (A1) to repeat the circuit.
Also note that a third flexible hose clamped to a fitting behind
the rear lifter cover connects the cam compartment with the
oil filler spout. This crankcase breather connection provides
the pressure balance necessary for oil circulation.
Oil Pump Operation
The oil pump consists of a housing containing two gerotor
gear sets, one feed and the other scavenge. Driven by the
crankshaft, the feed gerotor set distributes oil to the engine,
while the scavenge gerotor set draws oil from the cam and
flywheel compartments and returns it to the oil pan.
3-10 2004 Touring: Engine
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