Feuling Oil Pump And Cam Plate

Billet Oil Pump

To get started, the bike was placed on the dyno and a small oil pressure gauge was installed to check before and after oil pressure. Then the bike was brought up to the operating temp of 240 degrees and 45 PSI. After the dyno run, the bike was at 78.1hp and 86.9lb-ft of torque.

Here are all the parts that make up the Feuling Balanced System: The Feuling cam plate and new bearings, performance hydraulic roller lifters, adjustable pushrods, high volume oil pump, and all the Feuling fasteners.

After the bike had time to cool down, Mike Rupp started by disconnecting the battery. Then the camshaft cover was removed, along with camshaft drivechain, both camshaft drive sprockets, and chain tensioners. Then the old pushrods were removed.

Next, the stock camshaft support plate was unbolted and pulled out. With the stock plate the oil pump is still in the motor; with the new Feuling cam plate, the oil pump will mount to the cam plate. You can see the stock pump (arrow) still in the bike.

The old oil pump O-ring was removed. The new Feuling oil pump has an O-ring in place to seal to the crankcase.

Then the lifter blocks and the lifters were removed.

Next, Mike removed the stock cams from the cam support plate. First the snap-ring was removed, then the cams were pressed out.

The Feuling cam plate increases engine oil flow and volume by enlarging critical oil passages and the oil pump reservoirs. It is made from 7075 billet aluminum and hard anodized, which increases the strength and hardness of the cam plate to hold tighter tolerances under temperature, and tighter cam bearing bore tolerance for improved press fit. The pressure relief valve and spring are designed for increased volume and pressure. It includes a bearing retainer plate and hardware to bolt into stock location.

Next, Mike aligned the two timing marks on the cams, then pressed them into the cam plate.

This is the Feuling Oil Pump for Twin Cam Engines made from billet 6061 aluminum. This high volume oil pump increases oil pressure by 40 percent, along with cooler oil and engine temperatures, which means more pressure volume. This pump fits both A and B Twin Cam engines.

The oil pump was bolted to the cam plate using all-new Feuling fasteners. With a bit of threadlocker the fastener was torqued down to 90-inch lb.

Mike then re-installed the new cam plate and oil pump back into the crankcase. He lined up both camshaft sprockets to match the timing marks and installed the chain tensioner and guide. After that, he pulled the spark plugs and turned the motor over by hand by turning the rear wheel to check all clearances and alignment.

Here are the Feuling Performance hydraulic roller lifters, designed to optimize oil flow to the top end-valves, springs, rockers, shafts and valve guides. They are CNC-machined and precision ground to fit both A and B Twin Cam engines as drop in replacement for stock lifters.

They were inserted into the lifter blocks from the top. Then the anti-rotation pin and a new gasket were installed, along with the lifter cover.

Here are the Feuling adjustable pushrods that are made from 7/16-inch chrome moly steel tube. The Feuling pushrods use a minimal adjustment parameter, eliminating the flex and loss of valvetrain stability problems associated with most adjustable pushrods. CNC-machined, standard wall thickness (0.095-inch), and the short adjustment area allows for individual pushrods on intake and exhaust.

Mike needed to remove the rocker boxes and rockers to install the pushrods, then completed all the adjustments and set the lock nuts with a dab of threadlocker.

Then he wrapped up the install with the cam cover, air filter and cover, spark plugs, battery, and exhaust pipe. Once he did the bike was fired up and run at idle speed to get the bike up to operating temp of around 220 degrees.

The oil pump is the heart of any motor, pushing the blood-oil-through the motor to keep it alive and running. Just like the human body needs blood moving through every vein and artery, so does an engine. So it goes without saying that if you have a good pumping heart, you feel alive and well. The same goes for an engine: The more oil a pump can push, the better-performing, more efficient the motor will be. As we all know, the H-D oil pump works well, but as with anything out there, maybe someone is improving on a good thing. The team at Feuling Oil Pump Corporation feels the same way we do: The more oil you can move through the motor, the better the motor will be. So they have come up with what they are calling the "Balanced System."

Feuling Oil Pump Corp. has high-efficiency, billet, bolt-in replacement oil pumps for the TC-88 and TC-88B engines that provides 40 percent more supply volume and 60 percent more scavenge volume than the stock H-D TC-88 oil pump. Large diameter gear rotors and tolerances create a high efficiency pump without the need for a high-friction spring washer. They have optimized their lifters, cam plate, and pushrods to work with the Feuling Oil Pump as a "Balanced System." The dyno-developed and track-tested combination of components will allow the Twin Cam engine to provide maximum power, reliability, and longevity.

The TC-88 and TC-88B engines have a small, die-cast, crank-speed gear, rotor-style oil pump that utilizes a spring washer to preload the pump gears against the cam support plate and pump housing. The side loading from the spring washer can cause excessive friction and premature wear.

The TC-88 engine uses a dry-sump lubrication system. To perform properly, the dry-sump system requires a properly sized balanced system, including a scavenge pump that is capable of removing all residual oil from the crankcase at all engine speeds and conditions. Failure of the scavenge pump to perform to these requirements causes "wet sumping." Instead of returning to the oil tank, the oil builds up in the crankcase and cam chest, causing excessive friction/power loss and oil aeration. This can result in oil being forced out the breather, air cleaner contamination, oil leaks, loss of oil supply, lifter clatter, component wear, and potential engine failure.

We wanted to install the Feuling parts and give them a run on the dyno to test them out for ourselves. We stopped by Horn Cycle Works in Pomona, CA, to snap a few photos of the install and make some runs on the dyno. For this article we plan to use a Harley-Davidson 103ci Screamin' Eagle Fat Boy; this bike has just over 7,600 miles, and is bone stock.

Idle RPM Running RPM **Dyno RPM **
1100 3400 4500
Head temp 225 244 {{{240}}}
Oil temp (in bag) 135 142 140
Oil PSI 33-PSI 45-PSI 45-PSI
HP 78.10
Torque 86.9
Head temp 210 204 187
Oil temp (in bag) 120 125 121
Oil PSI 45-PSI 56-PSI {{{62}}}-PSI
HP 79.9
Torque 88.1

If you want cooler oil, cooler engine temperature, reliability, and longevity, this might be just what you are looking for.


Feuling oil Pump Corporation

Horn Cycle Works