BULLET PROOFING YOUR MOTORCYCLE
How to "BULLETPROOF" your Motorcycle so it lasts.
Numerous Tips, Tricks, and Experience Articles
Aka: Keeping it out of the Dealership for problematic failures seen since 2017.
This model has been plagued its entire lifetime because of design and manufacturing problems!. The newest V-TWIN Milwaukee-Eight Engine has a less than stellar reputation among the industry. Predominately because of inherent problems since release in 2017 and found on all Platforms today. There has been NO palpable advances whatsoever.
Choose any Forum and just read the reoccurring problems owners experience. It’s enough to shed a tear if you own one of these. Story and story about failures leaving riders without a Motorcycle sometimes for months, out of town, following Stage Kit installations, and it just goes on. Countless statements of failure and being without a motorcycle sometimes for months without exaggeration.
My professional opinions can be found on several published Motorcycle Trade Articles concerning the problems as well as solutions to make it as good as its predecessor the Twin-Cam by Harley-Davidson. I have an included article this November in a Trade Magazine discussing these topics. Myself, with three relatives in the industry, and several manufacturers working side by side have collectively solved the problematic issues plaguing the Milwaukee-Eight .It took time, money, research and development, but in the end, the industry agrees with us. We did it!
It doesn’t matter if you have a 2017 or 2020, a Touring or Softail, the only differentiating factor is the revision of the Oil Pump, Cam-Plate, and a Fuel Tune that meets the EPA Clean Air Act (CAA) . Everything else is the same. Be it a 107,114, or 131 – The core of its operation is the same. And, this is where the problems began.
Following a law suit accusing Harley-Davidson of Manufacturing and Tuning Motorcycles outside the approved parameters of the CAA cost Harley-Davidson $43M (later reduced to $12M). As part of the settlement, Harley-Davidson was required to introduce an Engine which had to meet or exceed the CAA for all 2017 and later model years (MY).
This was the beginning of the problem. They [HD] had a new engine in design as you will find H-D introduces a newer engine about every decade. In this case, it was scheduled for the 2020 MY. They were forced to bring it to market by 2017 and forgo testing and corrective measures and evaluations. Or, just not manufacture motorcycles. This is why we’re at, we’re we are at.
Some of the problems that plagues it, even as of today are sub-standard-design which proves it susceptible to failure. The foremost problems include catastrophic failures requiring replacement Engines. Problems like severe “Sumping”, inadequate, Oil Scavenging and oil distribution. Remember, this is still an oil cooled engine, in fact, it cools with more oil than the Twin- Cam. Nonetheless, even the “Water-Head” cooled Engines have their own problems such as the Water Pump failures in just a few miles or at least once or twice annually. Water Pumps have become they’re own separate issues.
To date, there have been four model up-dates in the Oil Pump, one in the Cam Plate, two in the Water-Pump, a Vent System from carry-over from the Transmission to the Primary and a plethora of others.
Fortunately, most of these problems present in the first two-years of your Warranty. And, an Extended Service Plan (ESP) helps ensure it will be repaired. But, those repairs won’t make it better than it was. It just fixes what was broken. The chance of it happening again are about the same. After warranties expire, you will be left footing the bill.
The problem is THE SAME PARTS THAT FAILED WILL BE USED TO REPAIR IT. And, they’ll only repair the one part that fails. If a Valve Spring on the Head fails, one would think they would replace all four with the up-dated spring nope. Doesn’t work that way under a Warranty Claim. Some Dealerships will ‘fight” to have the additional parts replaced but in the majority of cases, they’re denied. As a fact, for most riders, failures will occur, it’s just a matter of time and mileage. For the most part, not the exception, the M-8 spends a lot of time in the Dealerships Service Bay.
One of the MAJOR problems that cannot be overlooked is the tuning requirements set forth by the CAA for Exhaust Emissions. Manufacturers are required under penalty of law to use only approved tunes for your Motorcycle. It cannot be tuned to provide longevity or any real seat-of-the-pants improvements. Because, “manufacturers are prohibited from tuning vehicles outside their Federal Statute”. As such, Harley-Davidson is a Manufacturer.
“But I have a Screamin’ Eagle Street Tuner! Doesn’t matter?”. No not at all. The upper and lower limits remain the same. It’s a sales incentive for the Salesperson and profit for the Service Group – Period. If the Technician Tuning places a value he or she thinks it needs but doesn’t meet the CAA the Cell is highlighted RED and the data change reverted back to the closest approve CAA Standard Value.
You on the other hand, the “Private Citizen Consumer”, can do pretty much whatever you want so long as it meets the legalities of the Federal Transportation Motor Vehicle Standard. You, are an individual citizen and cannot be held to the CAA once you have taken delivery of the Motorcycle. Add a Tuner, have it Tuned by an Aftermarket Shop, add your own 3rd party Tuner, or whatever you want. But, be aware, if you live in California, the State Law holds the resident to the same CAA standards under California State Law. In California you can’t change anything that does not meet the CAA.
Another issue you may encounter is if you live in a Metropolitan Area that requires Motorcycles to be tested at Vehicle Inspection Stations every so often because of unhealthy air quality in that city. You can still do what you wish but, may have to present a receipt for parts or labor stating the problem exists and could not be corrected, and/or pay a nominal fee of something like $50 every so often..
You can, do what I refer to as “Dealer-Proofing” your Milwaukee-Eight to practically guarantee it will never have a Dealership engine repair ticket written for the failures that occur today!
What is “Dealer-Proofing”? Replacing those parts that are known failure links, Tuning, and bringing your Engine to the best possible performance and longevity without hurting it one iota of a bit! In fact, it will run better, cooler, faster, louder, and increase the Engine life two-fold.
Now, let’s discuss the items that are defective in our opinion.
THE OIL PUMP – There have been four revisions (actually three) to the design and abilities of the unit. The pump does NOT scavenge oil from the crankcase effectively. Sumping is the leading cause of lower end failures of the lower ends of the M-8.
THE CAM PLATE – In 2007 H-D removed the Manganese Bushing from the outboard side of the Cam-Plate. Hence, the Cam End “floats in an Oil Bath” that separates it physically from the Cam-Plate. That is not a bad idea, if oil pressure is adequate and the Engine is always running. The later T-C Engines suffer a similar shortcoming, especially when upgraded. Oil passages and relief spring are not designed to make the Cam/Oil Pump/Cam-Plate work fluidly together. Further, the wear quickly and leak oil requiring adjustment. Since 2007 when the Manganese Brass bushing was removed, the Cam-Plate was a non- wearable engine part. In 2007 it became a “replicable part due to wear”.
The INNER CAM BEARINGS are just enough to get by. Another shortcoming is the depth at which they are driven home. Of all the Harley V-Twins this is perhaps the absolute worst fubar seen. Many owners report the complete failure of their engines due to inner cam bearing failures. Harley-Davidson increased the maximum wear limits on these Crankshafts from 0.002” to 0.005”. Replacing them properly requires some skill and understanding and in addition to the specialty tools, a Veneer Caliper and a very clear vision to ensure depth is not over achieved is of the absolute importance. Otherwise, disaster looms.
TAPPET CUFFS – the Cuffs are plastic. True, these do not “generally” enact contact. But, nonetheless, their job is to maintain the center of the Tappet to its confines and ensure the pushrod is centered in the Tappet to control the Valvetrain and Oil delivery.
POLYMER INTAKE – The Intake is plastic. Heat cycles and especially heat in traffic have been known to melt and distort them causing intake leaks. What I find is if you never touch it, you don’t have a problem. Adding a Stage-I will lessen the seals every time.
H-D advises all Riders to ensure the Engine Temperature Management System (ETMS) is turned ON to help alleviate the issue. In fact, they ensure its on at every visit to the Service Department as instructed by a Dealer Communications and Service bulletin.
AIR FUEL RATIO, VOLUMETRIC EFFICIENCY, AND SPARK TIMING. These Engines run VERY Lean to meet the CAA. This means they generate an extreme amount of heat to burn-off the emissions such as NOx. In conjunction with the Catalytic Converter, you’re basically riding a Heat Kiln. If you so much as change the value in one Cell of the Map, your Powertrain Warranty is VOID! Use a Tuner, same thing. It’s automatically identified by the Digital Technician and immediately “flags” the VIN as Void for Powertrain Warranty in the Cloud at Harley-Davidson. The Technician or Dealership has no say so. It’s all technology the the EPA imposed on H-D.
We’ve discussed the Engines shortcomings, now, how to correct them.
USE A BETTER OIL PUMP! Both Fueling and S&S have introduced Pumps that scavenge 53% more oil and provide 33% more oil flow to the engine. S&S also offer a pressure increase or decrease setting based on build incorporated into the Oil Pump.
REPLACE THE CAM PLATE! Use a Cam-Plate that has been designed to accommodate the needed capacities and one that has a Manganese Brass Bushing (Fueling’s do not have these bushings. But are superior in every other way) in it to maintain both the lateral and horizontal position of the Cam and its loading. Get a Cam-Plate that has screens to block materials and magnets to collect material and keep it from entering the Cam-Plate and eventually the Oiling System.
The TIMKEN BEARING Company has an inner bearing that has 30% more rollers which result in 30% more contact area on the Can End reducing play and ensuring smooth operation trouble-free operation.
GET A CAM! No, not a radical cam. A “reasonable cam”. One for “Torque”. This helps improve improve the engines performance from a stop through much of its power making area. And will add longevity to the engine if tuned correctly. You won’t be disappointed.
Another problem is the VALVE SPRINGS. The eight-valve design with a single cam is about as good as it can get. It allows for valve system management much better than the T-C or EVO. The issue is the Springs used are not adequate for the amount of work the engine is capable of. So, if you going to go with a high-power cam and not a torque cam, you’d better go with upgraded Valve Spring or Heads! Its unavoidable.
CHANGE THAT INTAKE TO A 55 MM. The Screamin' Eagle Extreme-Flow 55 MM Intake Manifold flows more, is smoother, and is made of Aluminum and not plastic. It will last a lifetime, and then some. Its addition may not be seen but will be beneficial for longevity and performance.
Put a FREE-FLOWING HEAD PIPE on to minimize restriction and a HIGH-FLOW AIR FILTER SYSTEM – Engines are nothing more than Air Pumps. The more in, the more out, the more performance and cooling and the more Fuel you can use which equals performance by the seat of your pants.
Replace those PLASTIC TAPPET CUFFS! Why risk it? $60 and it’s done while doing other up-grades. I have seen the bolts broken off and the Cuff destroyed. And, on one, the debris was picked up by the pump and became lodged in the Oil Cooler trashing the engine.
ADD FUEL. Get out of the “Closed Loop” that prevents the Engine Management System (EMS) from doing anything more than meet emission standards!
HAVE IT TUNED by someone other than Harley-Davidson? They CAN NOT tune it where it needs to be. Street Tuner or not. They CAN NOT get it where it needs to be! It’s the LAW. It’s not their fault.
The AFR, VE, AND SPARK TABLES need to be augmented with values that promote cooling and performance and not emissions and not all out performance. Find a qualified and respected tuner who knows the difference. The only “closed loop” should be in the “cruising” area of the Map. 2,500 – 3,000 RPM at 20%-35% Throttle for maximum fuel efficiency; outside of there you are going up mountains, passing cars on the interstate or overtaking something, the open loop will handle all that.
CHANGE THE OIL AND FILTER EVERY 5,000 MILES ‼! I can not stress this enough. Its true for all air-cooled engines. But very critical for the Milwaukee-Eight !
If you do these improvements your Milwaukee-Eight will avoid an early death and go on to live a good fulfilling life. It will perform like a well-designed technological advanced Engine of the 21st century, like it should.. You won’t be disappointed!
A word about stroking those engines from 107 to 114, or 131. Look at the Twin- Cam, in its original introduction, the 88 it was succeeded by the 96 and 103. Both of which worked well. The 103 was about as far as I would have taken it. The 110 came along and the industry opinion based on its performance and repair record was it was stroked too much and it suffered rather than gained. When you stroke an engine your essentially not changing the bottom end. You’re increasing the stroke thereby increasing the cubic inch area of the cylinder.
The majority don’t even know what going from a 107 to a 131 even is. Its just a bigger number so it must be good. If that is so true, why is it so easy to make a 95” outperform a 110” on the street and track without even working hard?
Doing this takes materials away from the Piston Skirts, Pistons, Cylinders, and Squish Area of the combustion chamber. Sure, it makes more Ponies. But, it does it with a lot less material on the internals. I’m not saying stroking the engine is bad.
“Horse Power Costs Money”. There is no way around that statement. “Bigger Cubes equal bigger Bills” and “There is no Replacement for Displacement”. These are all saying found in every industry from NASCAR to your Motorcycle.
An example is the 131. Yes, it generates both horse Power and Torque. But you’ll need a Screamin’ Eagle or Grudge Box Transmission that costs about $3,500 -
$5,000 in time to get that horsepower and torque to the rear wheel. Then, there comes a time when the Belt has to go for the Chain. And more and more if you want to gain from changing that 107 to a 131. In the end, those bigger numbers on the Air Filter Cover equal less life. In the end, these numbers are just that, numbers. For $5,000 you will barely notice a difference in either the motorcycle or the Dyno Graph! But, you will notice a difference in your Wallet!
Finally, a sad fact. If you want to keep that “American Made Milwaukee-Eight” running for years to come, at least for now, you must look to the Aftermarket for Quality and Tested Parts that are derived from both research and development. It’s not an opinion, it is a FACT. If you think Harley-Davidson is going to change Engines or upgrades in mid-stream you’re sadly mistaken. In the end analysis, it’s nothing more than business economics.
If you want a virtually trouble-free experience, DEALER-PROOF is what you need to do. We guarantee it will never be in the shop from a failure of one of the parts mentioned herein. – Guaranteed.