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Cylinder deposit

I have my rebuilt engines broken in on an engine dyno. The dyno shop uses the "beat the snot out of it" break in procedure where they go from low to high RPMs over and over to seat the rings.

The last 3 engines I did came back with zero oil consumption.

Bon Ami powder was the way we used to fix glazed walls in the carb engine days.

The Universal Cleanser
This one was told to me by the proprietor of a Mackay automotive engineering works, a man well respected in the trade. In the late 1960's he was an apprentice motor mechanic with the local distributors of British and European cars. The first of the six cylinder 109 Land Rovers in the district had been sold by them. The new owners soon brought them back, complaining bitterly about blue smoke and horrendous oil consumption. Cylinder heads were lifted on a couple of them revealing glazed bores and the only remedy the firm could think of was a light de-glazing hone and new rings.
The more of these sixes they sold, the more it began to look like an epidemic. Rover Australia were contacted and it seems that it was an Australia wide epidemic of near-new, smoky, oil guzzling 2.6 litre Land Rovers.
Eventually the solution came in the form of a technical bulletin from Rover HQ. There was something wrong with the bore finish on these engines and if they were treated gently, as owners of new cars tend to do, the rings would never bed in and the bores would glaze. Owners should be instructed to give them plenty of welly in the first few hundred miles.
The official fix for those vehicles already affected was as follows:-
Remove the aircleaner. Start engine and set to a fast 1500 rpm idle.Take a tablespoon full of Bon Ami, a popular household cleanser and slowly tap the powder into the carburettor throat over a period of fifteen minutes. Put everything back in place and take the vehicle for a brisk test drive.
The bulletin was most insistent that it should be Bon Ami cleanser. Ajax or Jif would not do.
My informant swears that this story is 100% true and that the fix did, in fact, work exactly as advertised.

Aircraft engines require an agressive break in procedure. If not done properly, they will consume oil forever!

Interestingly enough, a fairly coarse hone job, steel barrels (factory Lycoming are nitrided, hard!) (others are not), Chrome rings, forged pistons, all work well for thousands of safe hours after a full throttle break in!

Remember that aircraft engines have very high cylinder pressures. So, even though your car engine makes more HP per cu/in the aircraft engine may actually have higher internal pressures! They also produce high power levels for long periods of time. Quite unlike a car engine.

I am in favor of agressive break in for nearly all engines, after a few minor heat cycles. An exception may be very precise motorcycle engines that run extremely high stress levels due to RPM's in the high teens. In this case, caution is necessary. The minor friction loads of new parts can break connecting rods that are already at the limit.

Chris

I once saw a show in Chevy V8's in the late 50's that had a similar problem and there were fixed with Bon Ami

"Of interest to those of you with a bent for automotive history is the =
fact that the Bon Ami that bimwads are so fond of for windshield =
cleaning, had another very important automotive use many years ago. =
In the 1955 model year Chevrolet introduced its famous smallblock V8 =
in the 265in. version. The early production run used oil at the rate =
of 200=AD300 miles per quart. It was found that this was due to an =
incompatibility between the honing pattern and the piston ring =
material. The official factory fix communicated to dealers was to =
slowly dump a box of Bon Ami down the carburetor while the engine was =
running. Seems the Bon Ami helped to polish the cylinder bores, =
providing a better seating surface for the piston rings and =
dramatically reducing oil consumption.

It is wierd to think of what happened to the Bon Ami that got past =
the rings. Chevy didn't start using a full flow oil filter until =
1957! Aparently no problems.
"

I would try running ARX. If you go over to the ARX site and look at the test on the Harley V-twin motor that had a very poor initial break in. In very short order compression shot right up to spec. It sure gave the V-twin a second chance on break in.

Add a full bottle of ARX and drive it like you stole it.

Thanks for the information. I'll try ARX or similar product and keep you posted.

There is no product similar to ARX. It is truly in a class by itself.

I have seen and worked on hundreds of engines at various wear stages .
I have seen degrees of wear, but NEVER any deposit coating on a cylinder wall causing it to be glazed. I NEVER saw anything but a thin film of normal oil where the piston rings rode.
Google doesn't work on cars for a living, I do.
Piston rings and lands will gum and carbon up and not seal right, but that is not cyl wall glazing.