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  #21  
Old 27th July 2019
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The last one I did (prior to this topic) I added material to the bottom inside of the sleeve with JBWeld and machined that to accept the seal.

They don't call me Ironhead Rick just because I'm hard headed
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  #22  
Old 27th July 2019
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Thanks CChevelle, i hadn't seen that post.

For me the problem had cropped up in a big way on the engine in my sidecar and I decided that I would sort it out once and for all.
The hardest part about the job comes if the engine is still in the frame.
My race engine was out of the bike and I had another pump ready to go into my big bore stroker engine. So it just made sense to me to bite the bullet and get the job done.

And then I thought I'd share what I worked out because if someone does the measurements and lists materials it just makes it easier for others to do.

The race engine won't be started ow for at ;east a month (or two) so I'll know for sure that this fixes it. I'm pretty sure it will.

I have another 3 pumps to do now so might as well get on with them.
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  #23  
Old 27th July 2019
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There's a;ways more than one way to skin a cat it seems.

It's hard for me to understand why HD never really addressed the problem. The oil transfer valve is just a band-aid approach.
I can't see how putting a seal into the pump where it belonged wouldn't have been easier and cheaper.
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  #24  
Old 28th July 2019
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Harley probably imagined/saw mostly bikes ridden daily when wet sumping isn't a problem. (Guess they ride year 'round in Milwaukee).
At some point, ironheads become old and obsolete and us lovers of old iron aren't a loud voice.
Besides, any owner worth his salt is expected to upgrade every few years to the newer models and everybody knows they "never" have problems soooo.
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