Most comments in the many forums about my “ Grooved Theory ” dispel this concept with a pinch of salt ! On the other hand my never ending experiments with Petrol & Diesel engines display a more responsive & lively engine after one simple design change to existing combustion chambers. Every one who has been fortunate to try this ‘groovy design‘ under my instructions are clearly seeing all the benefits & changes predicted by me. .

     Over the years, compression ratios along with combustion chamber designs in relation to compatible fuels, followed by ideal ignition timings have been more or less optimized by specialists & analysts in the industry. Exceeding any of these limits we easily end up producing more negative work out of combustion than producing efficient power. Erratic patterns of combustion in which pockets of fuel and air go past their flash points in spontaneous ignition / combustion have been the most disturbing facts and challenging feats about IC engines.  

          This is precisely where my ‘ Groovy Design ‘ comes into play ! Spinning & mixing the charge more progressively as it enters the combustion chamber followed by progressive combustion as the piston picks up speed after ignition. Normal formats of combustion under full load easily slip into pinging or knock zones due to pockets of fuel / air going off in explosions close to TDC. Tight squish / quench layouts tend to bring about rapid displacement of a portion of the charge at the end of the stroke aggravating the flame front.  
        Most will be surprised this groovy design infact brings down mean squish velocities due to the leaks caused between the squish band while the charge is being displaced with much more progressive turbulence towards the central portion of the combustion chamber as the piston pounds the head at TDC. This form of progressive displacement through the grooves achieves a better homogeneous mixture in a diminishing cylinder while pressures & temperatures go up simultaneously. Once ignition triggers the combustion process the pressures & temperatures reach their peak close to TDC. At these crucial stages the inherent design features of any IC engine are to absorb the expanding forces with the help of an expanding cylinder and transfer the gained momentum into a working piston & connecting rod to spin the crankshaft evenly and consistently stroke after stroke.  

        Existing IC Engines have to stay within these parameters of expansions or else the excessive pressures & temperatures normally blow the lid off indicating blown head gaskets or still worse caved piston crowns and damaged internals. My groovy design comes into play during these crucial moments to do a balancing act between the expansion of the hot gases and the absorption of the same forces into pushing the piston down the cylinder effectively without the interference of Mr Knock or Miss Pinging.

        This simple design change to the face of the combustion chamber achieves more rock bottom & mid range torque along with ample fuel savings than most complex exotic designs in the making. These exotic complex design layouts of cylinders, pistons, connecting rods, valve trains, injectors and ignitors are all trying to capture the best leverage out of the expanding gases during the power stroke while my simple design achieves this by upgrading existing engines to achieve better thermal efficiencies out of IC engine combustion.  

        To compensate the higher compression ratios in use, Oil companies are trying various combinations of additives to douse the flame by offering higher Octane numbers while Diesels are doing the opposite with Cetane numbers to achieve better torque. 

Lets see if anyone can come up with a simpler design that opens up the combustion chamber to make existing IC engines better with the least inputs. I have got this far with no form of sponsorship or funding and hope to take this design forward past hurdles and mental blocks while fuel prices gain the upper hand like never before. I am sure the test results of my engines will soon speak for themselves – Especially the lower NOx, CO, CO2 and HC levels out of primitive DI diesels in comparison with the latest Hi-Tech 30,000 psi multi squirt CRDIs !