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That's not what I am getting from it. It says that the rings will rotate so it doesn't matter whether they are rotated or not. This is something that we already know and deal with anyway. Every now and then the ring gaps are going to line up and compression will drop in that cylinder, but only for a short time. Less than a complete stroke. It really doesn't matter, but we put them in rotated 120 degrees. Always have and always will. Why help it out in a negative way? It does say to rotate the three rings in the oil ring 120 to 180 degrees. This is also something that we would do anyway. I think that those three rings sandwiched together will rotate less than the top two rings, that is why it is more important for them to be rotated.

At least that is my take on it. I think that this is the paragraph in question to save everyone some time:


Lightly oil the piston ring grooves and install the rings. Piston rings normally rotate, so it is not that important that they be evenly staggered around the piston circumference. The most crucial consideration for the mechanic about to install the cylinder of a Honda four is to get all the rings in without breaking any of them. If the oil control ring is a three-piece ring, place the two end-gaps at 120 to 180 degree intervals (more or less opposite one another on the pistons). The second compression ring will be the dark one (unplated) and its top is indicated by stamped manufacturer's trademarks near one of the ring ends. It doesn't matter what the mark is; it will be on the top side of the ring. Of course, this mark should be installed facing the top of the piston. Finally, slip on the top compression ring (chrome plated), also with the mark up.


Awesome article by the way BDJ