A good fix for the drain plug issue is to run the tap through like you said. then get a replacement bolt, put it in a lathe or dril press, drill a hole large enough to be tapped and install a new bolt inside the replacment bolt. Usually the replacement bolt will have to be trimmed down a bit so there are no threads extending into the oil resivoir (so that all the old oil will drain out) Use red loctite and install the replacement plug. You will also have to grind/machine the hardness marks off the replacement bolt. Install a copper gasket on the insert bolt and thread into the replacment bolt. Yes the oil will take longer to drain but you will not have a case that won't accept the drain plug or tighten up the night before a big ride, and if it doesn't tighten up properly it could fall out while riding without you knowing. I've used this idea for many years when racing bikes that received oil changes after every ride and quickly wore out the case threads.

The head looks uncut and like it had not been reshaped for the porting and pipe. Notice the carbor transition pattern to transfer ports. It looked like it was getting plenty of charge but was not be compressed and shaped to burn effencly and maybe too cold of plug. Ask him if he was running an 8 or 9 in that head. The flame front may have been travling to far across the piston. The loss of pressure on the top side may account for the ring ware up top on the bore. Did he say the hr's on motor (( Internal Combustion Engine ? )) were short. Ihave seen that type of makes on crank before. I had found that the seal was bad and it had set for a while in that state.

Same clutch, Stock tires, Same guage, Can't say if the guage still reads the same. I didn't wash it down, But wiped it off

in between the 1st and 2nd top end I did change to a no rev CDI (Capacitor Discharge Ignition).
TD

The way I see it, the little streaks appear to come from liquid washing, and the pictures of the lower end make me think that's even more true. There appears to be puddling of the carbon deposits at the bottom of the crankcase. Was that there all the time, or did that occur as a result of you pulling the Engine apart? I'm thinking that you might be pulling the fuel into the crankcase fine, and either you have a port imbalance that prevents the bulk of the charge from getting up to the cylinder. Since liquid flows more sluggishly than vapor, you may be getting a slug of liquid up into the cylinder, which causes the piston wash. Is the plug looking good, or does it look fouled? Is the Engine still relatively fresh or worn? Is this out of your Pilot/Odyssey? I'm thinking that the porting may not match the exhaust plumbing (is this the Engine you have with the 2 into 1 expansion chamber? It's not uncommon to see some exhaust residue in the transfers, but down in the crankcase is too much.

Mark

Hey Hoser,

Yes, you can post whatever I say to your site. I had been to it in the past when I had my own Odyssey, but I don't think I've been back to it in years. I can't even remember if I was a member or not! But, I'll sign up and look around in there.

Yeah, I'm also thinking that there may be some sort of restriction in the exhaust that would stifle the flow of gasses, which would naturally prevent the gas flow up into the cylinder and cause the fuel to puddle. Also, that would help explain the exhaust residue in the crankcase. When I built my first prototype Engine for my crankshaft design, I duplicated the time-area values of the original Engine in my test cylinder. BUT, I had fuel issues in the crankcase, which I chalked up to the fact that even though my TA issues were correct for the original Engine, the balance was off for the piston motion that my crank produced. That tells me that the cylinder porting in your friends case might be off for his use - he may have bought some fire-breathing cylinder, but didn't go all the way and get the proper exhaust, or put the wrong carb on it. It could be something as simple as being jetted extremely rich, or even having the wrong float level.

Hoser

I don't have the piston spec sheet,

Is it the porting not matching the exhaust?
Can the silencer cause this?
Its a FMF for a cr500

TD