Return-Path: Sender: (Marvin Kaye) To: lml Date: Sun, 30 Jun 2002 21:32:53 -0400 Message-ID: X-Original-Return-Path: Received: from mail.pennswoods.net ([205.247.236.146] verified) by logan.com (CommuniGate Pro SMTP 4.0b4) with ESMTP id 1530423 for lml@lancaironline.net; Sun, 30 Jun 2002 18:11:44 -0400 Received: from oemcomputer (du239-652060.dialupat.pennswoods.net [65.206.0.239]) by mail.pennswoods.net (Postfix) with SMTP id AB8992897C6 for ; Sun, 30 Jun 2002 18:10:57 -0400 (EDT) X-Original-Message-ID: <001001c22083$08d0c720$ef00ce41@oemcomputer> Reply-To: "Richard Kindig" From: "Richard Kindig" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: First Flight Engine Testing? X-Original-Date: Sun, 30 Jun 2002 18:11:06 -0400 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2600.0000 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 I was told by a machanic a while back (I think from Matituck) the cylinders won't glaze and stop break in unless they are overheated. You need the high pressures for break in, but easy running won't end it. True? Rich Kindig > The only major draw-back to much relatively low power, low load ground > running of a fresh engine, particularly if it's got chrome jugs, is you run > the real risk of glazing the cylinder walls and it'll almost never break-in > (how much is much? I don't know).