And because the output or pressure side of the pump develops much more psi than the engine bearings require, there is no immediate danger of ruining the engine, even if scavenger pump is a little too loose. Most mechanics will never inspect the oil pump's gerotors to the degree of finding, say, a 5 to 10% loss of efficiency. And there will be no signs or marks on the counterweights from slapping the sump oil surface. affecting some engines more than others, and it will not significantly ‘hurt’ the engine (it does however lower the HP / TQ output slightly, effect fuel mileage, and it will eventually effect engine longevity - but by then your bike will be many thousands of kilometres out of warranty, so again, the factory has no incentive to recognise ‘Clacking’ as an issue to address).Īlso, if a mechanic disassembles the engine, looking for the cause of the noise, there is a 99.9% chance they will not find it - because there is no oil in the engine when they’ve got it apart. And here's the kicker! Unless the scavenger side of the pump fails completely, the oil level in the sump will only be too high at certain rpm / temperature / engine load. so the Polaris has a HUGE incentive not to want to acknowledge the problem. With our TS111's, we're talking major engine overhaul, and a new gerotor pump. When it occurs, the HD tech can simply remove the cam chest cover, realign the oil pump and/or put in new o-rings, and button it back up.
Harley engines occasionally suffer a similar ‘oil sumping’ problem - they make a helluva clatter.
This slightly higher oil level causes a loud mechanical ‘Clack’ or knock when a counterbalance weight on either the crank or the balance shaft hits the surface of the oil in the crankcase. Inefficient scavenging causes ‘oil sumping’ where the oil level inside the crank case area is too high because the scavenger pump is not performing as well as it should. From our recent tests, I think some of the ‘Clacker’ engines have defective or poor performing scavenger gerotors in their oil pumps. The scavenger side of the pump is the suspected problem on my friend’s Indian.įirst, here's why I mentioned the difficulty of accessing the Thunder Stroke 111's oil pump. And there is an oil tube (called a snorkel tube in the Indian Motorcycle factory manual) which extends nearly to the top of the transmission case. The pump has a pick-up tube (the oil inlet from the sump area) that is near the bottom rear of the case. The other set of gerotors is the pressure side of the pump that supplied oil under pressure to the engine bearings, bushings & lifters, etc. One set of its gerotors scavenges oil from the crank & tranny side, returning it to the baffled sump area at the rear. Unlike a Harley which is a full-dry sump, with an easily accessed oil pump, the Thunder Stroke’s oil pump can only be accessed by removing the engine from the frame, removing the heads and jugs, all side covers, and splitting the cases - practically a complete disassemble of the engine (there's a reason I'm pointing this out, which I'll come back to later). It is driven by a plastic gear off of the clutch hub on the left side of the engine. The pump is located at the very rear, inside the trans/crankcase. (This is why the TS111 has two drain plugs. A small amount of drained back oil resides forward of this area, in the shared crank and trans area. The Thunder Stoke 111 engine has a semi-dry sump, with most of the oil at the rear, in a baffled chamber. I helped a friend diagnose the cause of his 2015 Indians loud "Clacking". National & International Indian Motorcycle Rides & Eventsīest Roads for Motorcycles in New Zealand New Zealand Indian Motorcycle Rides & Events Indian Scout Performance & Suspension ModificationsĪustralian Indian Motorcycle Rides & Events
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