Let's read up on these "Hard facts about engine break-in", shall we ?
From Lycoming engines:

Hard Facts About Engine Break-In The basic rule which applies to most
normally aspirated Lycoming piston ... A good break-in requires that
the piston rings expand sufficiently to seat with ...
www.lycoming.textron.com/support/publications/ keyReprints/operation/engineBreakIn.html - 12k - Cached - Similar pages


Most people seem to operate on the philosophy that they can best get
their money’s worth from any mechanical device by treating it with great
care. This is probably true, but in many cases it is necessary to interpret
what great care really means. This is particularly applicable when considering
the break-in of a modern, reciprocating aircraft engine. Aircraft owners
frequently ask about the proper procedures for run-in of a new or rebuilt
engine so they can carefully complete the required steps. Many of these
recommended break-in procedures also apply to engines which have been
overhauled or had a cylinder replaced.

For those who still think that running the engine hard during break-in falls
into the category of cruel and unusual punishment, there is one more
argument for high power settings during engine break-in. The use of low
power settings does not expand the piston rings enough, and a film of oil
is left on the cylinder walls. The high temperatures in the combustion
chamber will oxidize this oil film so that it creates a condition commonly
known as glazing of the cylinder walls. When this happens, the ring break-in
process stops, and excessive oil consumption frequently occurs. The bad
news is that extensive glazing can only be corrected by removing the
cylinders and rehoning the walls. This is expensive, and it is an expense
that can be avoided by proper break in procedures.

http://www.lycoming.textron.com/main...neBreakIn.html

Any more questions ?

FBD.