Frank Grunthaners comments regarding breakin and synthetic oils, were
very instructional. It raises a question.

In the pursuit of performance for our beloved boxes (not speed in this
case - just longevity with minimal maintenance) many different routes
have been traveled. Increasing wheel diameter so reduce highway cruise
RPM.......changing drive ratios in the tranny so as to avoid
inappropriate engine rpms yet still avoid being a traffic obstacle on
the freeway ........... rebuilding engines with balanced cranks, ceramic
coated piston skirts, bigger valves, etc, etc, etc. ...... all to add
long life with minimum maintenance.

Now as it happens, in the general aviation industry, piston engine
cylinders are removable as they are in the VW aircooled and WBX
engine.During an overhaul aircraft cylinders are often bored to oversize
bring  the cylinder back into round, and  then cromeplated to bring the
cylinder barrel back to standard diameter. Aluminum pistons are the
mated with grey-iron rings which are wear to a magnificent match with
the crosshatching in the chrome in the cylinder barrel. The chrome
crosshatching will hold oil and help in lubrication of the rings after
breakin. The chrome plated cylinders stand up to wear extremely well,
much better than steel.

My question is, "has this been done with the small automotive engines
that use replaceble cylinders? Would it be a practical thing to do? Why
do it? Why not?

Just looking for comments on this idea.

Frank G.? Bob Donalds? Robert Lilley? Anybody?

John Rodgers
88 GL Driver