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Harley Davidson 2011 Touring Models. Service Manual - page 19

sm02373

Figure 3-1. Engine Oil Flow - Cam Support Plate/Right

Crankcase Half

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3-8 2011 Touring Service: Engine

sm02375

Figure 3-2. Engine Oil Flow - Top End

BOTTOM END

Three illustrations accompany this explanation.

•

Cam support plate oil flow is shown in

Figure 3-1

•

Top end oil flow is shown in

Figure 3-2

•

Bottom end oil flow is shown in

Figure 3-3

Oil traveling through the horizontal passage at the top of the
cam support plate (en route to the front and rear cylinders)
also passes through a hole at the top of each camshaft bore

to lubricate the journals of the plain bearing cams. On the
inboard side of the passage leading to the rear cylinder, oil
sprays out through a pin hole to lubricate the secondary cam
chain.

The flow of oil to the rear cylinder also travels down the vertical
passage at the rear of the cam support plate (A27) and exits
a hole on the outboard side to supply oil to the primary cam
chain tensioner (A28).

The flow of oil in the vertical passage at the center of the cam
support plate (A29) passes through a hole on the inboard side

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2011 Touring Service: Engine 3-9

to supply oil to the secondary cam chain tensioner and also
sprays out through a pin hole on the outboard side to lubricate
the primary cam chain (A30). The flow of oil then passes
through a hole in the crankshaft bushing where it enters a
drilling in the crankshaft (L31).

Oil runs down the center of the crankshaft and then up across
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
(M32).

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 (N33), 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 (82.7-
103.4 kPa), at which point the engine is operating above idle
speed. At idle speeds (9-12 PSI (62.1-82.7 kPa)), the valve
remains closed to prevent over oiling and to provide proper
system operating pressure.

Oil spray from each piston jet also enters a hole at the bottom
of each pin boss (O34) for lubrication of the piston pin. The
spray also allows a portion of the oil to reach the upper rod
bushing (D35).

Surplus oil falls back to the bottom of the flywheel compartment
where it collects in the sump area (P36). Oil in the sump is
drawn to the cam compartment through an internal channel
(P37, C34) that connects with the second scavenge lobe of
the oil pump (B35).

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3-10 2011 Touring Service: Engine

sm05086b

Figure 3-3. Engine Oil Flow - Bottom End

OIL RETURN

Two illustrations accompany this explanation.

•

Cam support plate oil flow is shown in

Figure 3-1

•

Bottom end oil flow is shown in

Figure 3-3

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 (A40). See

3.5 OIL

PUMP OPERATION

Exiting a hole on the inboard side of the cam support plate, oil
enters the upper hole in the crankcase flange (B41).

Oil flows through the upper passageway in the crankcase (A42),
enters a passageway at the front of the transmission housing
and empties into the oil pan (Q43) onto the front of the baffle
plate (R44).

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2011 Touring Service: Engine 3-11

The oil flows to the rear of the oil pan along the top of the baffle
plate, then drops from the open end of the baffle plate into the
oil pan where it is redirected forward. The baffles (S45) cast
into the oil pan 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 (S46) directs the flow upward.
Passing through a second passageway in the transmission
housing (Q47), the flow of oil enters the lower passageway in
the crankcase (A1) to repeat the circuit.

OIL COOLER OPERATION

NOTE

The following information pertains only to models with Twin
Cam 103™ or larger engines equipped with an oil cooler.

The flow of oil to the cooler is controlled by a thermostat in an
adapter located between the oil filter and the filter mount.

Under pressure from the crankcase, engine oil flows from the
crankcase oil filter mount into a passage in the oil cooler
adapter. The thermostat is located between the supply and
return ports of the adapter and consists of a temperature

sensitive element compressed between a spring and a threaded
plug.

When the engine oil temperature is below 200 °F (93 °C), an
open thermostat allows the largest percentage of engine oil in
the supply port to pass through to the return port and then to
the oil filter. A smaller percentage flows through the oil cooler.

When oil temperature exceeds 200 °F (93 °C), the thermostat
closes and all the oil flows through the supply hose to the oil
cooler.

The oil circulates through the finned tubes of the cooler to dis-
sipate heat and returns to the oil cooler adapter through a
return hose.

The oil is then filtered before returning to the crankcase.

NOTE

Regardless of whether the thermostat is closed or open, oil is
always pressurized in the oil cooler adapter, the oil cooler
supply hose, the oil cooler and the oil return hose.

At every service interval, the oil cooler fins should be checked
for dirt and debris.

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3-12 2011 Touring Service: Engine

3.5

OIL PUMP OPERATION

GENERAL

See

Figure 3-4

. 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.

Each gerotor gear set has two parts, an inner and outer gerotor.
The inner and outer gerotors have fixed centers that are slightly
offset to one another. Also, the inner gerotor has one less tooth.

sm02292

1. Feed gerotor
2. Scavenge gerotor

Figure 3-4. Oil Pump Gerotors

OPERATION

See

Figure 3-5

. As the crankshaft rotates, the cavity between

the inner and outer gerotors on the inlet side of the pump
increases in volume. This creates a vacuum causing oil to be
drawn in. The cavity continues to increase until the volume is
equivalent to that of the missing tooth on the inner gerotor.
Note that the inlet and outlet sides of the pump are sealed by
the tips and lobes of the inner and outer gerotors.

See

Figure 3-6

. Continued rotation moves the pocket of oil to

the outlet side of the pump. In this area, the cavity decreases
in volume as the gerotor teeth mesh causing the oil to be
squeezed out the discharge port. As the cavity on the outlet
side is emptied, a second seal formed by the tips and lobes of
the inner and outer gerotors prevents oil on the outlet side (high
pressure) from being transferred to the inlet side (low pressure).
In operation, the gerotors provide a continuous flow of oil.

sm02317

1. Oil in
2. Seal
3. Outer gerotor
4. Inner gerotor

Figure 3-5. Inlet Side Oil Flow

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2011 Touring Service: Engine 3-13

sm02319

1. Seal
2. Oil out
3. Continuous flow

Figure 3-6. Outlet Side Oil Flow

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3-14 2011 Touring Service: Engine

3.6

BREATHER OPERATION

GENERAL

The crankcase breather system relieves crankcase pressure
produced by the downstroke of the pistons and allows crank-
case vapors to be directed into the intake air stream to be
burned during normal combustion. Through effective recircula-
tion of crankcase vapors, the system serves to eliminate the
pollutants normally discharged from the crankcase.

See

Figure 3-7

. As each piston pushes downward, displaced

air in the crankcase is vented through the crankshaft roller
bearing into the cam compartment and then up the push rod
covers (1) into the rocker housing. The moving air absorbs a
small amount if oil vapor as it travels through the engine.

The oil/air vapor rushes under the rocker arm support plate,
which is elevated slightly, and passes through an opening at
the bottom of the plate to enter the breather baffle compartment
(2).

In the baffle compartment, the flow of air passes upward
through the oil filter gauze, where the oil is removed from the
air. Two pin holes in the rocker arm support plate allow the
separated oil to drain back into the crankcase.

Passing through the oil filter gauze, the vapor passes through
the umbrella valve (3) into the breather compartment. The flaps
of the umbrella valve only allow air to be vented one way, rising
to allow the passage of air, then falling back into place to seal
the vent holes as the flow of air stops.

In the breather compartment, the air flows downward through
holes aligned in the breather baffle, rocker arm support plate
and rocker housing. Exiting the rocker housing, the air enters
a passageway cast into the top of the cylinder head. Proper
orientation of the rocker housing gasket is critical for effective
sealing of this passageway.

Flowing through the cylinder head passageway, the air passes
through a drilling in the air cleaner backplate bolt (4) and then
through a breather tube (5) into the air filter element where it
joins with the intake air stream and is burned during normal
combustion.

NOTE

Air cleaner mounting without installation of the breather tubes
allows crankcase vapors to be vented into the atmosphere in
violation of legal emissions standards.

sm02323

1. Push rod cover
2. Breather baffle compartment
3. Umbrella valve
4. Air cleaner backplate bolt
5. Breather tube

Figure 3-7. Breather Air Flow

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2011 Touring Service: Engine 3-15

3.7

OIL PRESSURE

OIL PRESSURE INDICATOR LAMP

See

Figure 3-8

. The red OIL PRESSURE indicator lamp illu-

minates 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.

If the oil pressure indicator lamp remains lit, always check
the oil supply first. If the oil supply is normal and the lamp
is still lit, stop the engine at once and do not ride further
until the trouble is located and the necessary repairs are
made. Failure to do so may result in engine damage.
(00157a)

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 problem in
the lamp wiring, faulty oil pressure sending unit, 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 oil pan.
If oil does not return, shut off the engine until the problem is
located and corrected.

sm02321

Figure 3-8. Oil Pressure Indicator Lamp

CHECKING OIL PRESSURE

TOOL NAME

PART NUMBER

OIL PRESSURE GAUGE SET

HD-96921-52D

Check operating oil pressure as follows:

Verify engine oil is at the proper level. See

1.6 ENGINE

OIL AND FILTER

See

Figure 3-9

. Remove oil pressure switch from crank-

case. See

7.25 OIL PRESSURE SWITCH AND SENDER

See

Figure 3-10

. Install OIL PRESSURE GAUGE

SET (Part No. HD-96921-52D).

Install adapter (2) in oil pressure switch mounting
hole. Tighten adapter until snug.

Assemble banjo bolt (3), washer (4), oil pressure
gauge (1) banjo fitting and second washer onto
adapter and tighten until snug.

Start engine and allow to reach operating temperature.

NOTE

Engine oil should be at normal operating temperature, 230 °F
(110 °C), for an accurate reading.

Oil pressure should be within specifications shown in

Table 3-33

. See

1.6 ENGINE OIL AND FILTER

if readings

are questionable.

Stop engine. Remove oil pressure gauge assembly from
oil pressure switch mounting hole in crankcase.

Install oil pressure switch. See

7.25 OIL PRESSURE

SWITCH AND SENDER

Table 3-33. Oil Pressure

SPECIFICATION *

CHECK

METRIC

SAE

34.5 kPa

5 psi

Oil pressure - min. at
idle

207-262 kPa

30-38 psi

Oil pressure - normal at
2000 rpm

345 kPa

50 psi

Oil pressure - max.

* With oil at normal operating temperature of 230 °F (110 °C)

sm02293

Figure 3-9. Oil Pressure Switch

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3-16 2011 Touring Service: Engine

sm02322

1. Gauge
2. Adapter
3. Banjo bolt
4. Washer (2)

Figure 3-10. Oil Pressure Gauge Set

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2011 Touring Service: Engine 3-17

3.8

TROUBLESHOOTING

DIAGNOSING VALVE TRAIN NOISE

To diagnose and correct noisy hydraulic lifters and valve train
components, use the following procedures:

With engine and oil at normal operating temperature, check
oil pressure at 2000 RPM. If oil pressure is above 50 PSI
(345 kPa) or below 5 PSI (34 kPa), inspect oil pump,
crankcase passages, and oil hoses for restrictions or
blockage. Repair or replace parts as necessary.

If oil is not reaching the hydraulic lifters, remove and
inspect. See

3.21 PUSH RODS, LIFTERS AND COVERS,

Lifter Inspection

. Clean lifter bore of all foreign material.

Replace hydraulic lifter if required.

Examine push rod, lifter and lifter block for proper fit and
any signs of unusual wear. Replace parts as necessary.

Visually inspect camshaft lobes for abnormal wear.

Check cam chain tensioning shoe for wear.

Remove cylinder head and rocker box assemblies. Check
rocker arm end play and check for binding. Inspect valve
stems for scuffing and check stem to guide clearance.
Check valve seats for signs of looseness or shifting.

Grind valves and valve seats. See

3.22 CYLINDER HEAD,

Valve and Seat Refacing

COMPRESSION TEST

TOOL NAME

PART NUMBER

CYLINDER COMPRESSION GAUGE

HD-33223-1

A compression test can help determine the source of cylinder
leakage. Use CYLINDER COMPRESSION GAUGE (Part
No. HD-33223-1) with a screw-in type adapter.

The following procedure covers both 96 cubic inch twin cam
engines without automatic compression relief (ACR) and 103
cubic inch twin cam engines which are ACR equipped.

NOTE

All twin cam engines use a 12 mm adapter with the compres-
sion gauge.

Operate engine to normal operating temperature.

Disconnect spark plug wires, clean around plug base and
remove plugs.

Remove air cleaner. See

4.4 AIR CLEANER ASSEMBLY

ACR equipped models:

Disconnect TCA connector [211]

from the induction module.

NOTE

Never use a metal object to hold the throttle plate open.
Damage to the throttle plate or throat of the induction module
may result.

Insert a 0.75 in. (19 mm) diameter by approximately 12
in. (305 mm) long wooden or nylon dowel to hold the
throttle valve open.

Connect compression tester to front cylinder per manufac-
turer's instructions.

Make sure transmission is in neutral. Crank engine con-
tinuously through 5 to 7 full compression strokes and note
gauge readings at the end of the first and last compression
strokes. Record test results.

ACR equipped models:

Remove the system relay from

fuse block to disable ACR and repeat test. See

7.7 SYSTEM FUSES AND RELAYS

ACR equipped models:

Install system relay.

10. Repeat tests on rear cylinder.

11. Hold throttle valve open and remove dowel. Connect TCA

connector [211] when tests are complete.

12.

ACR equipped models:

Removal of the system relay

may set diagnostic trouble codes. Clear codes when test
is complete.

13. Assemble and install the air cleaner. See

4.4 AIR

CLEANER ASSEMBLY

14. Refer to

Table 3-34

. If the final readings are within specific-

ations and do not indicate more than a 10% variance
between cylinders, compression is considered normal. If
compression does not meet specifications, refer to

Table 3-35

for possible causes.

15. If readings do not meet specifications, inject approximately

1/2 oz. (15 ml) engine oil into each cylinder and repeat
the compression tests on both cylinders. Readings that
are considerably higher during the second test indicate
worn piston rings.

16. Install the spark plugs and tighten to 12-18 ft-lbs (16.3-

24.4 Nm). Connect spark plug wires.

Table 3-34. Compression Specifications

kPa

PSI

ACR STATUS

862 (min.)

125 (min.)

Engines without ACR

758 (min.)

110 (min.)

System relay installed

1207 (min.)

175 (min.)

System relay removed

Table 3-35. Compression Test Results

TEST RESULTS

DIAGNOSIS

Compression low on first stroke, tends to
build up on the following strokes, but does
not reach normal. Improves considerably
when oil is added to cylinder.

Ring trouble

Compression low on first stroke, does not
build up much on following strokes. Does
not improve considerably with the addition
of oil. Check for correct push rod length.

Valve trouble

Same reaction as valve trouble.

Head gasket
leak

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3-18 2011 Touring Service: Engine

CYLINDER LEAKDOWN TEST

TOOL NAME

PART NUMBER

CYLINDER LEAKDOWN TESTER

HD-35667-A

NOTE

On vehicles with automatic compression release (ACR), make
sure the ACRs are closed for this test. Either perform the test
with the ignition/light switch in the off position or with the system
relay removed.

The cylinder leakdown test will pinpoint engine problems
including leaking valves, worn, damaged or stuck piston rings
and blown head gaskets. The cylinder leakage tester applies
compressed air to the cylinder at a controlled pressure and
volume and measures the percent of leakage from the cylinder.

Use the CYLINDER LEAKDOWN TESTER (Part No. HD-
35667-A) and follow the specific instructions supplied with the
tester.

The following are some general instructions that apply to
Harley-Davidson V-twin engines:

Run engine until it reaches normal operating temperature.

Stop engine. Clean dirt from around spark plugs and
remove the spark plugs.

NOTE

Never use a metal object to hold the throttle plate open.
Damage to the throttle plate or throat of the induction module
may result.

Remove the air cleaner and set the throttle to the wide
open position. On models having electronic throttle control,
open the throttle plate by hand and insert a wooden or
plastic dowel approximately 0.75 in. (19 mm) diameter by
approximately 12 in. (305 mm) long to hold the throttle
valve open.

The piston in the cylinder being tested must be at top dead
center of compression stroke (both valves closed) during
the test.

To keep the engine from turning over when air pressure
is applied to the cylinder, engage transmission in highest
gear and lock the rear brake.

NOTE

Before performing the cylinder leakdown test, verify that the
tester itself is free from leakage to obtain the most accurate
test results. With a soap solution (applied around all tester fit-
tings), connect the cylinder leakdown tester to the compressed

air source and look for any bubbles that would indicate leakage
from the tester.

Following the manufacturer's instructions, perform a cyl-
inder leakage test on the front cylinder. Make a note of
the percent of leakage. Leakage greater than 10% indic-
ates internal engine problems.

Listen for air leaks at throttle body intake, exhaust pipe,
and head gasket. Air escaping through the throttle body
indicates a leaking intake valve. Air escaping through the
exhaust pipe indicates a leaking exhaust valve.

NOTE

If air is escaping through valves, verify that piston is still at TDC
or check for correct push rod length.

Repeat procedure on rear cylinder.

NOTE

After installing spark plugs, be sure that throttle plate is in the
closed position before starting the engine.

DIAGNOSING SMOKING ENGINE OR HIGH
OIL CONSUMPTION

Perform both a compression test and a cylinder leakage test.
See

3.8 TROUBLESHOOTING, Compression Test

and

3.8 TROUBLESHOOTING, Cylinder Leakdown Test

. If further

testing is needed, remove suspect head(s) and inspect for the
following:

Check Prior To Cylinder Head Removal

Oil level overfull.

Oil carryover.

Breather hose restricted.

Restricted oil filter.

Check After Cylinder Head Removal

Oil return passages for clogging.

Valve guide seals.

Valve guide to valve stem clearance.

Gasket surface of both head and cylinder.

Cylinder head casting's porosity allowing oil to drain into
combustion chamber.

O-ring damaged or missing from oil pump/crankcase
junction.

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2011 Touring Service: Engine 3-19

3.9

OIL COOLER

REMOVAL

TOOL NAME

PART NUMBER

HOSE CLAMP PLIERS

HD-97087-65B

Cover the front fender to protect finish.

Place a container under the motorcycle to catch excess
oil.

NOTE

Dispose of oil in accordance with local regulations.

See

Figure 3-11

. Pull out on the bottom of the oil cooler

cover (4) to disengage the lower retaining pins, then pull
up and remove cover from oil cooler.

Remove screws (1) securing the oil cooler (3) to the frame.

Slide clamps (5) down the oil hoses (6, 7) and disconnect
hoses from the oil cooler adapter (8).

Remove the oil cooler.

Inspect oil cooler for dirt, debris and damage.

If removing the hoses from the oil cooler, use HOSE
CLAMP PLIERS (Part No. HD-97087-65B) to cut clamps
(2) on the supply and return hoses.

INSTALLATION

TOOL NAME

PART NUMBER

HOSE CLAMP PLIERS

HD-97087-65B

See

Figure 3-11

. If replacing the hoses, place

new

hose

clamps (2) on the oil cooler end of the hoses.

Push the supply and return hoses onto the fittings of the
oil cooler.

Align the hoses as necessary and use HOSE CLAMP
PLIERS (Part No. HD-97087-65B) to tighten the hose
clamps.

Secure cooler to frame and tighten screws (1) to 20-22 ft-
lbs (27.1-29.8 Nm).

Place clamps (5) on hoses and install the oil hoses into
the fittings of the oil cooler adapter. Secure clamps on
hoses at oil cooler adapter.

Check the condition of grommets (11) and replace as
necessary. Install cover (4), upper latches first, then push
down and back to engage lower pins into grommets.

NOTE

If upper cover latches refuse to engage properly, the gap
between the oil cooler and voltage regulator may be too small.
Temporarily loosen the regulator locknuts, install cover, and
tighten locknuts to 70-100 in-lbs (7.9-11.3 Nm).

Check oil level and add oil as required.

After running engine, inspect oil cooler hose fittings for
leaks.

sm06159b

1. Screw (2)
2. Clamp (2)
3. Oil cooler
4. Cover
5. Hose clamp (2)
6. Return oil hose
7. Supply oil hose
8. Oil cooler adapter
9. Oil filter adapter
10. Oil filter
11. Grommet (2)

Figure 3-11. Oil Cooler

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3-20 2011 Touring Service: Engine

3.10

OIL COOLER ADAPTER

REMOVAL

TOOL NAME

PART NUMBER

OIL FILTER WRENCH

HD-42311

NOTE

The following information pertains only to models with Twin
Cam 103™ or larger engines equipped with an oil cooler.

Place a container under motorcycle to catch excess oil.

Bend a cardboard funnel and fit to motorcycle to route
fluid away from regulator and oil cooler toward the con-
tainer.

Use OIL FILTER WRENCH (Part No. HD-42311) to
remove the oil filter.

Remove the clamps from the oil hoses at the adapter.

See

Figure 3-12

. Remove the oil filter adapter (1).

Remove the oil cooler adapter (2) with the gasket (3).

DISASSEMBLY

See

Figure 3-13

. Inspect the crankcase mating surface

and, if necessary, remove any old gasket material.

Remove the inspection cover (1) and gasket.

Remove the two oil cooler line fittings.

NOTE

Replace the oil cooler adapter if the thermostat is not func-
tioning.

Clean the oil filter mount surface of old filter gasket
material.

Clean the oil passages in solvent.

Inspect the oil passages and the oil cooler mount.

sm04064a

1. Oil filter adapter
2. Oil cooler adapter
3. Gasket

Figure 3-12. Oil Cooler Adapter

sm04065

1. Inspection cover
2. Gasket
3. Positioning bosses

Figure 3-13. Oil Cooler Adapter

ASSEMBLY

Install the inspection passage cover and

new

gasket.

Clean all residual oil and threadlocking compound from
the threaded holes and screws.

Apply one drop LOCTITE 246 THREADLOCKER MEDIUM
STRENGTH/HIGH TEMPERATURE to the fasteners and
tighten to 90-120

in-lbs

(10.2-13.6 Nm).

See

Figure 3-14

. Install the supply (1) and return (2) port

oil line fittings.

Finger tighten.

From finger tight, turn 2-3 more turns.

INSTALLATION

See

Figure 3-13

. Match the positioning bosses (3) on the

oil cooler adapter to the oil filter mount.

NOTE

The oil cooler adapter will only fit in one location.

Clean all residual oil and threadlocking compound from
the threaded hole in the crankcase and threads of the oil
filter adapter.

Apply

LOCTITE

246

THREADLOCKER

MEDIUM

STRENGTH/HIGH TEMPERATURE to the threads of the
oil filter adapter.

NOTE

Exercise care when starting oil filter adapter to prevent cross-
threading.

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2011 Touring Service: Engine 3-21

Hold oil cooler adapter in place and install the oil filter
adapter with the internal hex facing outward. Tighten to
18-22 ft-lbs (24.4-27.3 Nm).

Install the oil hoses and clamps.

Install a

new

oil filter.

Oil level cannot be accurately measured on a cold engine.
For pre-ride 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 engine.
(00185a)

Perform an oil level COLD CHECK.

NOTE

Add only enough oil to bring the level between the two arrows
on the dipstick.

Do not operate the engine when the oil level is below the
add mark on the dipstick at operating temperature. Engine
damage will result. (00187b)

Start engine and check for oil leaks.

When at operating temperature, perform an oil level HOT
CHECK.

sm04066

1. Supply port
2. Return port
3. Oil filter gasket surface

Figure 3-14. Oil Line Fittings on Adapter

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3-22 2011 Touring Service: Engine

3.11

HOW TO USE THIS SECTION

TOP END REPAIR

NOTE

During top end disassembly, the engine may be left in the
chassis for service.

If servicing only cylinder head components, pistons, cylinders
and/or upper rod bushings, two options are available depending
upon engine status.

•

3.12 TOP END SERVICE, Engine in Chassis

•

3.12 TOP END SERVICE, Engine Removed from Chassis

BOTTOM END REPAIR

NOTE

Servicing components in the cam compartment requires only
partial disassembly. This can be done with the engine left in
the chassis.

After disassembling as far as the cylinder heads you may find
that bottom end repair is necessary. Bottom end service may
require either partial or complete disassembly of the engine.

•

To service the cam compartment, see

3.26 CAM COM-

PARTMENT AND COMPONENTS

•

To service components in the flywheel compartment, the
engine must be removed and the crankcase halves split.

See

3.13 CAM COMPARTMENT SERVICE, Engine

Removed From Chassis

TYPICAL SYMPTOMS

Symptoms indicating a need for engine repair are often mis-
leading, but generally if more than one symptom is present,
possible causes can be narrowed down to make at least a
partial diagnosis. An above normal consumption of oil, for
example, could be caused by several mechanical faults. But
when accompanied by a blue-gray smoke from the exhaust,
and when low compression is present, it indicates the rings
need replacing. Low compression by itself, however, indicates
improperly seated valves, not worn rings.

Certain "knocking" noises may be caused by loose bearings,
others by piston slap, a condition where piston or cylinder or
both out of tolerance, allowing the piston to slap from front to
rear of the cylinder as it moves up and down.

Most frequently, valves, rings, pins, bushings, and bearings
need attention at about the same time. If the symptoms can
be narrowed down through the process of elimination to indicate
that any one of the above components is worn, it is best to give
attention to all of the cylinder head and cylinder parts.

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2011 Touring Service: Engine 3-23

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