Recalls, owner-reported complaints, investigations and safety data
Data refreshed
Our database contains 14 NHTSA owner-reported complaints for the 2007 Harley-Davidson Flhtc, most frequently naming the engine, transmission and powertrain (other) categories. 13 manufacturer communications are on file.
Complaints are reports submitted by owners and drivers to NHTSA. They are not verified and do not establish that a defect exists.
When owners filed reports about this model year
| Month | Complaints filed | Cumulative |
|---|---|---|
| Oct 2006 | 2 | 2 |
| Feb 2007 | 1 | 3 |
| Aug 2007 | 2 | 5 |
| Feb 2008 | 1 | 6 |
| Jun 2008 | 1 | 7 |
| Apr 2009 | 1 | 8 |
| Sep 2009 | 1 | 9 |
| Mar 2013 | 1 | 10 |
| Jul 2014 | 1 | 11 |
| Sep 2014 | 2 | 13 |
| Dec 2016 | 1 | 14 |
Complaints grouped by the component NHTSA recorded
Percentages are of component mentions. A single complaint can name more than one component, so these do not sum to the total complaint count.
No recalls in our database for this model year
That does not guarantee a specific vehicle is unaffected — recalls are issued against VINs, and new campaigns are announced regularly. Check a VIN on NHTSA.gov.
Reports submitted to NHTSA, shown in the owner's own words
TL* THE CONTACT OWNS A 2007 HARLEY-DAVIDSON FLHTC. WHILE RIDING 75-80 MPH, AN ABNORMAL NOISE EMITTED FROM THE TRANSMISSION. THE DEALER DIAGNOSED THAT THE TRANSMISSION NEEDED TO BE REPLACED. THE MOTORCYCLE WAS REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 60,000. UPDATED 04/06/17 LJ *TR
THE REAR BRAKE LINE (PN 40971-00A) RUBBED THE FRAME AND CLUTCH CABLE, CAUSING A HOLE TO BE CREATED. THIS IS IN THE AREA BELOW THE CAM CHEST, BEHIND THE MASTER CYLINDER, INSIDE THE FRAME ON THE RIGHT SIDE. THE BRAKE LINE BLEW OUT WHEN THE REAR BRAKE WAS APPLIED. THERE WAS NO WARNING. AFTER DOING RESEARCH, I FOUND THIS TO BE A COMMON PROBLEM. *TR
TL* THE CONTACT OWNS A 2007 HARLEY DAVIDSON FLHTC. THE CONTACT STATED THAT WHILE DRIVING AT 9 MPH, THE BRAKE LAMP FAILED TO ACTIVATE WHEN THE BRAKE PEDAL WAS DEPRESSED. THE CONTACT MENTIONED THAT THE BRAKE LAMP SWITCH WAS MELTED. THE VEHICLE WAS TAKEN TO A DEALER WHERE IT WAS DIAGNOSED THAT THE BRAKE LIGHT SWITCH NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE AND STATED THAT THE VIN NUMBER WAS NOT INCLUDED IN NHTSA CAMPAIGN NUMBER: 11V506000 (EXTERIOR LIGHTING). THE FAILURE MILEAGE WAS 43,000.
AS I WAS SLOWING DOWN IN MY DRIVEWAY THE ENGINE, WITH OUT WARNING, MADE A LOUD METALLIC NOISE FROM THE LEFT SIDE AND LOCKED UP ALONG WITH THE REAR WHEEL. IF THIS WOULD HAVE HAPPENED AT A GREATER SPEED, OR IN TRAFFIC, THE CONSEQUENCES COULD HAVE BEEN DIRE. I REMOVED THE PRIMARY COVER AND IMMEDIATELY NOTICE A LARGE PIECE OF STEEL HAD GOTTEN JAMMED BETWEEN THE CLUTCH SPROCKET AND PRIMARY DRIVE CHAIN. THIS LARGE PIECE OF STEEL HAD BROKEN OFF A PRESSED STEEL CAGE THAT ENCLOSED A SET OF DIAPHRAGM SPRINGS FROM THE CRANKSHAFT COMPENSATOR ASSEMBLY. THE OUTER EDGE OF THE SPRINGS, OVER TIME, HAD WORN THEIR WAY THROUGH THE CAGE THAT CONTAINS THEM IN PLACE CAUSING A SECTION OF THE CAGE TO SEPARATE. THIS SEPARATED PIECE IS WHAT CAUSED THE ENGINE AND DRIVE TRAIN TO LOCK UP. I HAVE AN ENGINEERING BACK GROUND AND CAN SAY THAT THIS COMPENSATING SPROCKET ASSEMBLY WAS POORLY ENGINEERED AND CAN ALSO SAY WITH GREAT AMOUNT OF CERTAINTY THAT THEY WILL ALL FAIL EVENTUALLY. I AM VERY SURPRISED THAT THIS WAS NEVER A SAFETY RECALL CONSIDERING ALL THE OWNERS WHO HAVE HAD PROBLEMS WITH THIS ASSEMBLY. ALL ONE HAS TO DO IS GOOGLE "HARLEY COMPENSATOR PROBLEMS" AND IT FINDS A HUGE AMOUNT OF INFO ON THIS! *TR
WHILE RIDING THE MOTORCYCLE (2007 HARLEY DAVIDSON HERITAGE SOFTAIL CLASSIC) AT 57 MPH ON DRY PAVEMENT WITH NO ADVERSE ROAD CONDITIONS, THE REAR TIRE BLEW, THE RIDER FOUGHT TO KEEP THE BIKE UPRIGHT TO SLOW DOWN FOR 3-5 SECONDS, THEN LOST CONTROL AND CRASHED ON THE HIGHWAY. THE TIRE PRESSURE WAS CHECKED TO PROPER INFLATION 30 MINUTES BEFORE THE BLOWOUT AND ACCIDENT OCCURRED. THE RIDER SUFFERED A BRAIN CONCLUSION WITH MINOR HEMORRHAGING, A BROKEN COLLARBONE, AND BROKEN BONES IN THE RIGHT FOOT. THE TIRE, WHICH WAS NEW ON THE BIKE AND PURCHASED TWO MONTHS BEFORE THE ACCIDENT, HAD ONLY BEEN RIDDEN FOR 1400 MILES. THE TIRE, BRIDGESTONE EXEDRA G702, APPEARS TO BE DEFECTIVE, HAVING COME APART AT WHERE IT APPEARS TO HAVE BEEN MOLDED TOGETHER BETWEEN THE WHITE SIDEWALL AND THE TREAD. NO PUNCTURES OR ROAD HAZARD CUTS OR BLEMISHES COULD BE FOUND ON THE TIRE. THE INSURANCE COMPANY, PROGRESSIVE, PLANS TO HIRE AN INDEPENDENT TIRE SAFETY EXPERT TO EVALUATE THE TIRE. *TR
WHEN SWITCH TO HIGH BEAM ALL LIGHTS GO OUT BECAUSE THE 15 AMP FUSE WILL BLOW. *TR
TL*THE CONTACT OWNS A 2007 HARLEY DAVIDSON FLHTC MOTORCYCLE. THE CONTACT STATED HIS EXHAUST PIPE TURNED RED AFTER OVERHEATING. THE OVER HEATING IS CAUSED BY THE EXHAUST PIPE AND CYLINDER HEAD. THE DEALER IS WAITING FOR APPROVAL FROM THE REGIONAL MANAGER TO MAKE THE REPAIRS. THE FAILURE MILEAGE WAS 2,800.
MY 2007 FLHTC HARLEY DAVIDSON HAS BEEN A LEMON SINCE I BOUGHT IT IN 2007. THE BIKE ALWAYS RUNS HOT DUE TO THE FACT THERE IS NO OIL PRESSURE AT TIMES. THE CPK UNIT WENT OUT AND LEAKED OIL EVERYWHERE AFTER ONE MONTH. THE FRONT PART OF THIS UNIT, WHICH WAS INSIDE THE MOTOR, WAS DAMAGED. THE DEALERSHIP SAID SOMETHING HAD TO HAVE HIT IT. INSTEAD OF TEARING DOWN THE MOTOR TO FIND OUT WHAT HIT IT THEY JUST REPLACED IT. OIL PRESSURE CONSTANTLY DROPS AFTER RIDING FOR AWHILE. THE DEALERSHIP SAID THAT WAS NORMAL. NOW THE BIKE HAS NO OIL PRESSURE AND IS LEAKING OIL FROM SOMEWHERE. IT IS BACK AT THE DEALERSHIP BEING WORKED ON AGAIN. I DO NOT TRUST THIS BIKE TO GO ANYWHERE FAR FROM HOME. SOMETHING IS WRONG WITH EITHER THE OIL PUMP OR THE WAY OIL IS CIRCULATED. YOU HAVE TO LOOK WHILE RIDING TO SEE IF OIL IS LEAKING FROM SOMEWHERE. IF THE MOTOR LOCKS UP FROM LACK OF OIL THE BIKE WILL BE PAST DANGEROUS. OIL PUMP ALIGNMENT HAS BEEN MENTIONED ON WEB SITES AS THE PROBLEM. HARLEY WILL NOT STAND BEHIND FIXING THIS BIKE CORRECTLY. THERE NEEDS TO BE A RECALL. *TR
A bulletin sent by a manufacturer to its dealers. Not a recall, and repairs are not necessarily free.
ELECTRICAL SYSTEM
SERVICE BULLETIN M1684: MARKET SPECIFIC BATTERY INTRODUCTION. PURPOSE: Initial Release. This bulletin informs dealers of the availability of new batteries for new Original Equipment (OE) vehicle production and in the Parts and Accessories (P&A) catalog. Availability of the new Absorbed Glass Mat (AGM) batteries will vary by market and will be transitioning over the next few months. NOTE: The ring terminal screws are not compatible between Leoch and East Penn batteries. The new batteries will include new ring terminal screws, which must be used. The ring terminal screws from the old battery need to be discarded.
ENGINE; FUEL/PROPULSION SYSTEM; POWER TRAIN; VEHICLE SPEED CONTROL
SERVICE BULLETIN M1650: MILWAUKEE EIGHT AND TWIN CAM CAMSHAFT DRIVE GEAR RETENTION KIT CHANGES. PURPOSE: This bulletin informs dealers that changes have been made to the Camshaft Drive Gear Retention Kit and service proceduresfor the Milwaukee-Eight and Twin Cam applications. In an effort to increase the clamp load of the camshaft drive sprocket bolted joint and prevent the drive bolt from loosening in high lift camshaft applications, the following changes have been made: a. The camshaft drive bolt final torque has been increased to 40 ft-lbs (54 N·m) for all Milwaukee-Eight and certain Twin Cams models. See Vehicles Affected. This increase in torque will make the bolt a one time use application. Never re-use a camshaft drive bolt for service after tightening to the increased specification. See service manual for updated procedure. b. A new camshaft drive gear retention kit (Part No. 91800088) has been created. This new kit is compatible with all Milwaukee-Eight and Twin Cam engines using Parts and Accessories (P&A) camshaft and Original Equipment (OE) camshaft applications. See Instruction sheet for specific fitment on Twin Cam OE camshaft applications. The new kit utilizes friction washers to prevent unwanted rotation of components in the drive sprocket bolted joint under stress. The use of liquid threadlocker on the threads of the bolt and pre-lube to the head of the bolt flange and outside of the washer help the bolt reach full stretch when tightening. NOTE: Engines produced at all Harley-Davidson Motor Company (HDMC) plants will not come with the new kits installed. They will continue to be produced with (Part No. 25566-06).
ELECTRICAL SYSTEM
SERVICE BULLETIN M1555 (REV E): BATTERY WARRANTY GUIDELINES. PURPOSE: Revision E. Added: Added procedures for the DCA-8000 E Battery Tester.* Updated: All sections. This bulletin informs the dealership network that Harley-Davidson has provided guidelines for battery warranty.
ELECTRICAL SYSTEM
SERVICE BULLETIN M1490 (V 24.8.8): DIGITAL TECHNICIAN II - UPDATES AND RELEASE NOTES. PURPOSE: This bulletin informs dealers that Harley-Davidson has made a software update to Digital Technician II (DT II). DIGITAL TECHNICIAN II (PART NUMBER: HD-48650). Version 24.8.8. Release Date: Week of August 5, 2024. New Features for Harley-Davidson vehicles: Advanced Module Replace for 2021 and later Revolution Max; 2023 and later CVO Touring; and 2024 Street Glide (FLHX), Road Glide (FLTRX). New Features for LiveWire vehicles: Updated calibrations for 2024 S2DM EV1/ EV6; 2024 S2MH EV1; and 2024 S2DM, S2MH. Changes: Added Hand Control Module (HCM) (Part No. 71500522A and 71500536A) for reflash support.
ENGINE; POWER TRAIN
GENUINE MOTOR PARTS AND MOTOR ACCESSORIES BULLETIN PAB1158: OIL FILTER PACKAGING AND CASE QUANTITY UPDATE. PURPOSE: To inform dealerships that Harley-Davidson has made updates to oil filters including new part numbers, packaging design, and bulk case quantity changes.
ELECTRICAL SYSTEM
SERVICE BULLETIN M1490 (V 24.6.4): DIGITAL TECHNICIAN II - UPDATES AND RELEASE NOTES. PURPOSE: Revision. This bulletin informs dealers that Harley-Davidson has made a software update to Digital Technician II (DT II). DIGITAL TECHNICIAN II (PART NUMBER: HD-48650). Version 24.6.4. Release Date: Week of May 1, 2024. New Features for LiveWire S2DM and S2MH, 2024 Revolution® Max, and 2024 Touring.
Manufacturers file copies of the bulletins they send to dealers with NHTSA. These often describe diagnostic or repair procedures for a known condition. They are not recalls: repairs described in a bulletin are usually only free if the vehicle is still under warranty or the manufacturer has extended coverage.
Complaint and recall counts across every year of this model
| Year | Complaints | Recalls | Investigations | Issue Index |
|---|---|---|---|---|
| 2013 | 1 | 0 | 0 | — |
| 2012 | 2 | 1 | 0 | — |
| 2011 | 4 | 2 | 1 | — |
| 2010 | 7 | 3 | 1 | — |
| 2009 | 19 | 3 | 1 | 49.6 |
| 2008 | 15 | 2 | 2 | 43.4 |
| 2007Viewing | 14 | 0 | 0 | 32.9 |
| 2005 | 3 | 0 | 0 | — |
| 2004 | 0 | 0 | 0 | — |
| 2003 | 1 | 1 | 0 | — |
| 2002 | 2 | 1 | 0 | — |
| 2001 | 7 | 1 | 0 | — |
| 2000 | 1 | 0 | 0 | — |
| 1999 | 6 | 1 | 0 | — |
| 1998 | 3 | 1 | 0 | — |
| 1997 | 1 | 1 | 0 | — |
| 1996 | 2 | 1 | 0 | — |
| 1995 | 6 | 1 | 0 | — |
| 1994 | 8 | 2 | 0 | — |
| 1993 | 2 | 1 | 0 | — |
| 1992 | 3 | 0 | 0 | — |
| 1990 | 2 | 0 | 0 | — |
| 1989 | 3 | 1 | 0 | — |
| 1984 | 0 | 1 | 0 | — |
| 1983 | 0 | 1 | 0 | — |
Higher-selling and older vehicles accumulate more reports. Counts are not failure rates and are not directly comparable between vehicles that sold in very different numbers. Older model years have had longer for reports to accumulate.