Matching with an engineer

I managed to get a contact from a company in Modena that deals with the design of engines. I sent a brief report and a very kind and competent engineer of theirs who I thank sent me his remarks. Below I publish all hoping you want to start a discussion as I am interested in ALL opinions. Thank you. (bold considerations)

Essentially, these are three sequenced thermal groups that perform the following phases at 120 degrees from each other. It seems to me that the engine globally is not balanced to the forces and moments generated by the cranks, so it should provide for appropriate maschettes and counter-rotting trees to attenuate vibrations. - the suction is always carried out in the casing during the ascent movement of the piston and is regulated by a valve that can be either slats or mushroom controlled by the conformation of the crank that becomes like a camshaft,Great idea to use the case/pump to increase the power pressure, I see a possible criticality however on the motion of the fresh charge in the cylinder for a proper combustion (cancelled tumble motion) -when the piston reverses its stroke such valve closes but opens one on the head of the cylinder in contact with the same carter (always controlled by the profile of the crank) that then forces the charge inside the next cylinder. Note that the piston has two different aftershoots and the one towards the carter is superior. This gives several advantages : for the same stroke the volume of air moved is higher so you can make a good wash of the combusted charge as the input is in the head and the exhaust light is located in the lower part of the cylinder as usual in the 2 times. - also this double bore allows me to create a watertight chamber but variable volume between the two boreths during the movement of the piston. that's why in that area I get a depression when the piston goes down . If I apply appropriate valves and spray in that area a fog of air and oil this will go right into the working area of the elastic bands, when then the piston reverses the direction I become a pump since it will push that fog through appropriate passages in the piston, spiotti , and crank until discharged to the end of the engine shaft thus going to lap all the parts creeping. Clearly it will also have to be this closed and recycling n-circuit. Interestingly, we will also need to deepen the behavior of the segments within its locations due to this variable volume chamber -having the hot part (head) in contact with the cold (carter) this engine presumably could operate with air cooling also as described should not need lubrication pump and turbo since by properly dimensioning the piston we would already have a supercharging. Do not overlook the reality that the inner part of the "triangle" engine will be much warmer causing thermal gradients inside the cylinder.