I cant say that both would even be related .. if the
pin doesnt get oil they tend to seize the piston and
then end up spinning a bearing

OK . in the past combos I used 20/50 brad Penn,valvoline and 15/50 amsoil with .002 on mains and rods and never had an issue.

This engine has an Eagle crank. While I have not compared a SBC and a SBM Mopar crank from Eagle, I would imagine that Eagle uses the same "high speed oiling" arrangement in all their crankshafts, regardless of brand of motor. The way a crank is made, you can move the timing "some" but it isn't a huge amount. So while it may be true that factory Chevy and Mopar cranks may differ in timing, I would think aftermarket cranks are drilled the same. Would be easy to find out........all you have to do is ask them.

BUT........that isn't the problem here. SB Mopars been running for years with factory drilled cranks.

As far as the oil, some need to read up on how multi viscosity oils are rated, tested and really work. The oil in question here would not have taken on the viscosity characteristics of 50W until the oil temp reached 212*. And anybody who has ever drained some HOT, even straight 50 from a motor, knows at that temp, it is not all that thick

A SBC is not an excercise in good oiling to follow, they got some messed up junk coming down from the cam then to the lifters and then the crank gets the left overs but somehow they live for a while, that is why they like to use high volume pumps and such to ensure enough pressure is left over from everything else to keep the crank lubed. Sure a SBM has timing issues but based on the guys like p-body and others and the SBC guys with that crappy oiling set up turning serious RPM it just don't matter. Centrifugal force is going to keep the oil flowing out of the crank toward the rod bearing even when the pressure is blocked for a split second.

That's simply not true. It IS multi viscosity and that is accomplished by VIIs which stands for "Viscosity Index Improvers". Grades or weights of oil are defined by their viscosity. Multi weight oil HAS to pass both SAE J300 test parameters for which it is advertised to be. In this case the oil has to pass BOTH 15W cold tests and 50W hot tests to be classified as such.

Below is from Bel-Ray



The SAE designation for multi-grade oils includes two viscosity grades; for example, 10W-30 designates a common multi-grade oil. The first number '10W' is the viscosity of the oil at cold temperature and the second number is the viscosity at 100 °C (212 °F). The two numbers used are individually defined by SAE J300 for single-grade oils. Therefore, an oil labeled as 10W-30 must pass the SAE J300 viscosity grade requirement for both 10W and 30, and all limitations placed on the viscosity grades (for example, a 10W-30 oil must fail the J300 requirements at 5W).

Wasn't referring to the ENTIRE SBC oiling system, only how the crank is drilled. The crank is drilled to provide crank pin oiling at 60 before "max load" on crank pin.

A SBC is not an excercise in good oiling to follow, they got some messed up junk coming down from the cam then to the lifters and then the crank gets the left overs but somehow they live for a while, that is why they like to use high volume pumps and such to ensure enough pressure is left over from everything else to keep the crank lubed. Sure a SBM has timing issues but based on the guys like p-body and others and the SBC guys with that crappy oiling set up turning serious RPM it just don't matter. Centrifugal force is going to keep the oil flowing out of the crank toward the rod bearing even when the pressure is blocked for a split second.

I don't think he had a oil quality or viscosity problem, I have seen guys running 20-50 in brand new cars that come with VERY tight clearance and it don't hurt em, I run 0-20 in all my cars anymore and no engine trouble that did not exist when I bought the car. It was something wrong with the machining, out of round, too much taper, twisted crank...