Actually, as far as gasoline ring tech goes, a lot has been borrowed from motorcycle engines since they are proven in high rpm usage. The biggest tech carryover has been the use of thinner top and second rings. The other tech areas that don't really affect ring seal are lighter+stronger piston alloys / ring groove material, skirt coatings, etc.

As far as factory fill goes, a lot of companies use mineral and add moly.

No matter the piston alloy used and whether cylinder sleeve is frm, iron or nikasil, engines have really fundamentally not changed through the years (minus rotary). The same physical principles still apply. For the same reason, it doesn't matter whether it's a motorcycle or automobiles.

A lot of companies hot test all or a certain percentage of engines on a dyno to make sure there are no defects by monitoring the engine while running it to redline and back down. The same is done with cold tests with no combustion taking place. They are doing the same procedure at the factory, but it's not enough to fully break the engine in.

Manufacturing procsesses are still the same. Piston goes into the cylinder. Only difference now is that now some facilities have robots doing the piston insertion. Many plants still do it by hand. The major manufacturing tech has gone towards increasing precision, tightening tolerances and making processes efficient.

All of this is backed by experience from working at both ends of the automotive product cycle- Design/product-development and manufacturing. I've talked to Mahle engineers about this and they agree.