I agree, Mike, regarding the ring and cylinder wall interface. The other side issue is that the cylinder walls can get some slight "out of roundness" after boring/honing when the cylinder heads are torqued town. This is where the deck plate use during those initial machining operations come in, to closely duplicate the final stresses on the block so that whatever cylinder wall machine/finishing work done will result in a finished cylinder wall that is more round and will stay that way when the heads are bolted on at the end.
As sturdy as Chrysler V-8s usually are, taking the heads off and putting them back on might not change the stress risers in the structure and the roundness of the cylinder walls, but some engines (maybe the later model "thin wall" castings that can only be bored to .030 oversize?) do seem to be affected by that situation. Additional oil consumption can result as the rings get reacquainted with the new roundness of the cylinders. This could also be a good case for putting studs in the block for the cylinder heads instead of using bolts, especially on aluminum blocks. In some cases, these things are more in the realm of race car engines where every 1/2 horsepower counts, but they can also benefit normal street engines in some respects too (the deck plate use, but not necessarily the head studs instead of head bolts).
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