Comments by "geemy" (@geemy9675) on "This engine is better in every way?" video.

the piston is loaded at an angle but the Conrod sliding up and down can be guided and this guide can take almost all the side load and let the piston slide more freely in the cylinder so first you are moving away this from the cylinder/piston, allowing a much shorter/lighter piston sleeve, and you can still have much longer contact between the. Conrod and it's guide, and it can be perfectly lubricated unlike the cylinder which is only lubricated from the bottom and has combustion burning up that layer of oil. the thing that needs to be addressed is the highest instant torque will happen always at the same angle so it will have a tendency to wear unevenly. I guess this is why the contact point needs to be spread out on such a large surface
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@JohnLadan but it's better to have friction on perfectly lubricated parts that take care only of the friction than to do it on the cylinder walls that are exposed to the air fuel mixture, the combustion, and the high heat that it generates. but the big question that still remains is wether deleting secondary imbalance vibrations is worth all that. it seems like any gain will be dwarfed by the fact that the 8l inline 4 will have giant pistons and/or very long stroke, both of which will make revving this engine fast a nighmare low vibrations are good for high rpms but huge cylinders are VERY bad
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Formula one has reliable engines with 50% thermal efficiency, more than 500hp per liter, thanks to smart electric assisted turbochargers with separated turnine and compressor and electric motor in the middle that can recover excess boost at high rpm/load working as a generator , or increase boost at lower rpm working as a motor. this energy could be sent to or taken from the crankshaft with another rmotor/generator. 520hp /liter is also limited by regulation to the fuel flow... engines make all their power at 10k, and can rev up to 15k, but without providing more power because of fuel flow limitation, so we are talking about maybe close to 700/750hp per liter potential without regulation I dont see a reason why it couldnt be translatwd into a 4 cylinder architecture, with lower state of tune (less boost, less rpms, slower piston speeds, more displacement) to stay at reasonable 2-2.4L seen on most high performance inline-4, and achieve a similar 600-650hp, with around 300hpper liter we already have 400+ horsepower 2l inline 4 engines in production cars. its also easier in boats to have massive amount of cooling for intercoolers and watercooling using the virtually unlimited amount of cool sea water I simply dont see how getting rid if swcondary imbalance could bring even clos eto the benefits they are claiming. they are claiming near Formula 1 power amd efficiency, but with an emgine configuration that tmakes no sense for performance.
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