Yeah when you have detnation and pull timing or to much pressure in cylinders your heads lift. Once this happens you need new head gaskets but if it happens really bad then your motor could hydrolock which causes this possibly.

Im just wondering why the piston is so clean it seems you had an issue for a long time before this failure.

 

Bad injector?

 

I doubt it but you can test it to see if it got clogged by doing a flow test. The guy above that mentioned the coolant cleaning off a cylinder could be an idea.

When someone bent a rod on another post all the pistons were not shinny like that. I bet SRM or sambo could chime in.

 

So you think he lifted the head? Coolant went in the cylinder and over time it just failed?

 

I went from 10 mph to 170 full throttle in every gear to the top of 5th, so the lifted head theory makes sense. I could have lifted it in 3rd gear and sucked water through 4th and 5th cleaning out the cylinder until it blew. The cylinder liner walls look normal.

 

Correct but i think you have done the damage way before then. Seems possible you had a small leak in that cylinder and it got worst. To clean that piston off takes awhile to do.

 

Could I have been lifting it repeatedly when I ran the car hard?

 

Hard to tell i think an expert here like 32krazy would know. The guys above look right about no leaning out. I believe once the cylinder pressure gets to much or you lift the head thats it. Did u ever over heat after a hard run?

 

I did not have any problems before the incident. I will snap some closeup pictures of the head gaskets in a bit, maybe that will help.

 

if the head lifted you could have introduced enough fluid to hydrolock the motor in that cylinder. cant pressurize the fluid so something had to give. looks like the rod lost

 

How does fluid enter the combustion chamber when the pressure that caused the head to lift is well above the coolant or oil pressure? Usually when I lift a head, many times it reseals under no boost conditions, and a lifted head usually results in coolant chamber pressurization, as well as extreme hot spot in head block. I could see it happening while sitting, and possibly bending a rod or 2, but while running? , especially with combustion chamber pressures into the 1600 psi range under boost, and 125 plus cranking range. Not saying it can't happen, just wondering how.

 

Looks to me like the center cylinder has the bad head seal, and the # 6 cylinder broke the rod? Sounds like the bad head gasket related an air pocket close to #6 heating that cylinder up, allowing the piston to become tight in the bore, putting undue stress on the rod bearing, which I would guess is spun? The clean piston usually indicates a nice antifreeze injection, but doesn't look like that rod failed, leading me to believe the cylinder that had the leak caused the others not to have coolant around them.
I could be looking at the pictures incorrectly though.

 

How do you fix the scoring in the pump housing to rebuild the pump? Are the rebuild vanes oversized so that the housing can be machined? I am not understanding this?

 

Once you lift the head thats it. It does not reseal you have to replace the headgasket it you will warp the head and block.

 

Untrue, the head can lift under boost conditions, and not leak under lower boost conditions. I have had this happen quite a few times. With MLS head gaskets the combustion chamber will seal at lower or no boost conditions, but will leak at full boost. not saying that the head gasket, or head is in good condition, but it will not push water.
Back in my turbocharged 5.0'ford days, I swapped an aluminum headed 5.0 t5 engine trans into a 91 BMW 318is, and topped it with a 66mm turbo. At 15# it would lift the heads and push water, dropped to 12# it would not. While I agree that once the head is lifted the gasket is living on borrowed time, this can go on for some time without knowing. The last set of gaskets did the same thing for about 6 months before I replaced them. It made 509whp at 11# and did so with stock internals and an engine put together from 3 separate engines.
As you can see I am all for budget builds, and just put an LS1 into an 03 996 cabrio automatic for my wife, because of the cost of rebuilding the 3.6 with scuffed numbed 6 cylinder. My theory on the boxster engines is all or nothing, simply because they r ally weren't designed to be rebuilt and it is expensive to do so.