The block is aluminium and cilinder surfaces are Lokasil which is an Al-Si alloy. Basically it is a region rich in Silicon. During the casting process and more specific the cooling down of block the silicon will precipitate and forma grains/particles which reinforce the aluminium matrix.

By honing and further finishing the cilinder walls a particular surface structure is obtained which is both durable and will provide low friction. The silicon particles tend to stick out a bit of the matrix, they are very hard, so they contribute to the durability of the surfaces. Because the particles stick out a bit it provides a certain surface structure which retains a good oil film, which in return is beneficial for lower friction.

A very smart way of manufacturing a block. And as long as operating parameters (temperature, oil viscosity, oil film strength, etc) are within certain range it works out damn fine. However also a vulnerable construction. Due to extreme temperatures and oil film strength goes down. Piston and rings will cause higher forces on the surface and Si particles can be ripped out of the matrix. Microscopical damaging of the cilinder wall. The ripped out particles cause further abrasive wear. A start for an ever increasing wear pattern which will eventually end in bore scoring and/or cilinder failure.

Not in perspective with the above doom scenario it is plain normal to find some traces of aluminium in the oil as an engine will always wear a bit. To my knowledge the values of your sample look normal to me. However I am no expert.

Every car has its own fingerprint when it comes to oil analysis. I think it is more important to keep an eye on trends. And use the oil analysis to find a reasonable interval for oil changes.

When something is really wrong an oil analysis will probably not save you because it will be too late, in case not you will most probably much higher amounts of Al or Fe. Real anomalies.

Go drive and enjoy!!!

Why would the Al and Fe readings be to a certain extent correlated?