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That internal oil pickup looks suspect. Did the rod bearing look like it wasn't getting oil?

I would suspect that a heavy car like that with a 500 cu in engine would need a pretty good external oiling system.

Loren

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The stock 3/8 internal pickup was hit by one of the rod pieces, it is really bent up in the pictures I had positioned it on the bottom of the oil pan with 1/8 inch clearances between the back edge of the pickup and the front edge of the pickup touching the bottom of the oil pan I run loose bearing clearances, .003+ on the rods and mains, I only use main bearings with full grooves All the other rod and main bearings look really good for a motor that started off in 1998 as a pump gas motor As I stated earlier, this failure still has me puzzled It has been over revved more than once looking at the back sides of the roller cam lobes now I'm thinking a piece of dirt or debris got washed in between the #1 rod bearing and crankshaft and that ended up seizing the bearing to the crankshaft To much damage now to tell, I can only guess AndyF, are you working on any interesting engine projects now?

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It has been over revved more than once looking at the back sides of the roller cam lobes now

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That is an interesting statement.
What exactly are you looking for to tell that is was over-revved. Do the rollers "hit" the back side of the cam instead of rolling over them because it is spinning too fast?
I would like to see a pic of these lobes that you mentioned to understand your thinking and what to look for. I want to learn something here.

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Sounds like a lot of years on a race short block without checking/replacing at least the bearings.

I hate to hear of big failures when preventative maintenance might have avoided it.

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This one was built to be a pump gas motor that might make 8 to 10 passes in the 1/4 in its life to find out what the car would run at LACR back in the 1990s, mainly a trailer queen that was taken to car shows. Plans and things change, you wouldn't beleive the whole story behind this rascal It bit me on the butt twice , I didn't want to use that block to start with due to two external cracks and one internal casting flaw in the cooling passages at the bottom of #6 cylinder that leak coolant into the motor from day one OH WELL some lessons are hard to learn and enforce I now insist that it is my way in my shop or I don't take the job on Sometimes it does not pay to be nice to the customer and go out of your way to make them happy, especially when it ends up making both of you very unhappy

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What exactly are you looking for to tell that is was over-revved. Do the rollers "hit" the back side of the cam instead of rolling over them because it is spinning too fast?
I would like to see a pic of these lobes that you mentioned to understand your thinking and what to look for. I want to learn something here.

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Here you go , the back side of the lobes show the lifter hitting them (sliding down instead of rolling over the nose like they should) marking them up differentily than the front side The lobe on the far right hand side in this pictures is on the opening side so , hopefully, you can see both sides of a lobe on this cam

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Glycol is death on bearings.

8v92 Detroits were famous for losing their liner seals and dumping coolant in the base. The low coolant light usually came on at the same time it spun all the crank bearings.

Kevin

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All the block flaws where fixed before I built it the first time, no Glycol in these bearings