Originally Posted by Macrunner

I guess this will make me a "Doomsday......bla bla..." too. So much for someone giving an honest opinion when asked.

My two cents -If I could have my 2016 Street Glide Special back (along with the extra 20k I paid for the 17 CVO, I wouldn't even blink to do so at this current moment.

Issues I see are below. Most have been mentioned at one time or the other by others.

1. The oil pumps sumping issues - I am about to either a) have my engine totally ripped apart and reassembled or b) a new replacement motor installed. Hoping for the latter but still not ideal for a 40K purchase with 3K miles on it.

2. The transmission oil transfer issue- While mine has slowed down for the time being(I am easier on it) it doesn't leave you comfortable when traveling or putting on serious miles.

3. Crazy Idle - Where I didn't come up with the name, I surely say it's spot on. While coasting in stop and go traffic, as you feather the clutch in and out ,one of the times when you are about to engage or disengage the idle will go crazy and jump from 850 to 1300. This happens at very very slow speeds, right when you need precise control. Sooner or later there will be a lawsuit on HD for this one. When you expect to be releasing your clutch at 850, and it jumps to 1300 or vis-versa, one day something negative is going to happen. (Edit: let me be clear, this isn't just happening on my bike, other have reported it as well)

4. Neutral is a $%itch to find. I hear all you guys saying I've gotten use to it but the facts are just this, neutral wasn't this hard on my 2014 or 2016 twin cam. Why would or should I accept it being harder to find now? It simple shouldn't be this way.

5. The transmission clunks even harder than the twin cam. In my opinion, if you are going to change away from something that works (the twin cam tranny) a)it shouldn't leak oil to the primary b) at a minimum it should clunk the same or less and c) the clunk shouldn't be felt all the way up in the clutch lever. Net- none of item 5 should be this way rather you like the bike or not.

While I am having a few smaller issues outside that, I am not as focused on these as they are what I would expect from buying something new. I'll ride with them and have them fixed end of summer.


What i can say positive about the M8, is that the bike does ride and handle great when not in the shop (A fair statement for someone in my shoes). The power when not sumping (again, a fair statement from my shoes) is right there all the time. All seriousness, the torque curve of even a stock M8 bike is nothing short of amazing (both the 107 and 114). I will also add the valve train noise is much quieter than the twin cam. I think once they work out issues 1-5 this will actually be a solid platform. I take full responsibility for making this purchase, so I am not pointing the finger at HD. It's a lesson many have learn long before I started buying motorcycles, cars or expensive toys. The lesson? What can happen when you buy a first or second year of anything. Especially when the company changes so many critical pieces at once (not just the engine).

Sorry if you don't like my response. Trust me, if 1-5 weren't there or get fixed (I ain't holding my breath) I'll be as tickled as all you positive "ninny's" Until then, I want my 2016 back.

Originally Posted by hattitude

I've been following the M8 closely on two forums. I planned to buy one in spring '18...

The good...

Excellent engine performance. Per tuners working on aftermarket parts, it has a lot of room to grow. Most who own one love it and consider it the best HD engine they have owned..... It makes great torque in the areas where most people ride. Many have mentioned they think the OEM performance is more than they need, and won't bother with Stage I, II, III, or IV upgrades.....

Early M8 resolved issue:

Some oil pressure issues popped up early on. MoCo was all over it. Appeared that a cam plate vendor left manufacturing debris in cam plate passages... Most with the problem have been dealt with quickly & fairly by Moco


Current Issues:

Oil migration from transmission to primary- many reported cases. Can be reliably duplicated in bikes that have the issue. Somehow oil is migrating to the primary, from the transmission, via the clutch push rod in the main shaft... MoCo is aware, but not admitting to the problem. The cause hasn't been identified, or the fix... at least not that the MoCo is admitting to. They have replaced a few transmissions, but I have not read that the few with new trans has fixed the issue. Some aftermarket shops and tuners are working to try and figure out a cause/fix... some guesses, but nothing definitive. Only new things on the trans are the case, main shaft bearing, and scissor gear for backlash... problem has to start with one of those...?

Oil sumping- A few people with upgrade kits complaining of oil sumping and reduced power because of it. If they idle for a few minutes, the oil pump catches up and symptoms go away. The MoCo is aware of it, but is not admitting to it. The cause has been been found to center around two issues. 1) The piston oil jets have come loose (one fell off) causing much more oil in the sump than designed. 2) At some higher rpm riding, the oil pump is not scavenging enough to avoid sumping. The fix: MoCo has increased the torque value of the piston jets to avoid them getting loose and 2nd hand info thay have redesigned the scavenging inlet to the oil pump, to increase scavenging efficiency. Both should avoid sumping. Unfortunately, the MoCo is remaining closed lipped on this.. it appears there is a new oil pump that is being used in new production engines, along with new torque spec..

Balancer bearing issue- I have only heard of 5 cases, but the roller cage to the balancer bearing melted on five 107s with 114 kits. I saw pics of the damaged bearing. Per the bearing number, a couple techs said that bearing number uses a "polyamide" cage with a max temp of 250°.... I haven't heard anything more of this issue... Obviously, the MoCo is silent on this also.

The way I see it.....

The oil transfer is most troubling to me. It would be a pain to manage, and the MoCo is not forthcoming on this issue. If you go on a long ride, who wants to continually fill the trans and have to occasionally drain the primary!?!?

It appears the sumping may be handled, but again, MoCo won't say anything. I have learned that the M8 went from piston jets with o-rings (twin cam) to piston jets with a gasket... kinda of a step backward from a technical standpoint... Why!?!? With the MoCo's silence, there are several customers who may not realize the issue or have it, until warranty is over.... then what?

Too little info on the bearing to know if it is a real issue, but this is one where my concerns are based on whats at stake, not the odds of it happening.... If that bearing should go, and the bike is off warranty... what, 15 hours for just the labor, not counting what parts it could take with it... If reports on the bearing are correct, I would hope they go to a higher rated bearing... But we will never know...

I put my plans to buy an M8 on hold. A good friend is using this to try and get me to buy a BMW 1600TGTL instead.... not there yet, kind of a die-hard Harley guy...

As far as I'm concerned, the MoCo better deal with these going forward and take care of the those with 2017 bikes, or they'll lose my M8 purchase in spring....

Originally Posted by prowler58

That's a LOT of Useful info. Been considering a 2018, your info has me a little hesitant now

Originally Posted by jgos929

It's truly sad when 98% of the people on here who own an M8 have nothing but praise for the new bike yet you let the opinion of a guy who doesn't even own said motorcycle influence your decision making.


Sad

Originally Posted by prowler58

That's a Good point !🤔 I really just need to take it all in. I've been planning this for a while, even got a negotiating plan together & make an offer to 6 or 7 dealers . I'm probably gonna get the 2018 , I sure hope these issues will be addressed , it's the 115 Anniversary also !