There are more than one answer to that question such as:

• Power available from fuel is defined as energy releases from fuel in time, thus detonation of fuel, which speeds up the release, increases the power;
• Vaporization of fuel also causes complete use of fuel as reaction is complete and no black engine deposits or emissions of black particulates are formed;
• Also detonation yields much higher temperature and pressure, which are destructive to diesel engine, but yield much better thermodynamic conditions, thus allowing to yield better energy conversion and efficiency through lifting limits imposed by the second law of thermodynamics;
• There is nothing wrong with traditional adding of heat into cylinder, except that it suppresses power available from fuel;

You might be curious how came that the expansion is improved so much?

It is improved that much because it tresults of series of additional expansions resulting from re-compressions of already expanded exhausts!

Also the arrangement makes torque much higher, because squeezes of the air pocket by detonations of fuel have introduced delay of building up pressure over work piston, thus allowing meetings of highest pressure (almost as high as that of the detonation) with horizontal position of the crank, and that boosts torque in two orders (about 100 times), which indicates potential to save up to 99 % of fuel and also eliminated need to use transmission or reduction gears.

In diesel engine the max torque is also generated when piston is in half of the cylinder and crank is horizontal, but the pressure expanded and lowered of half of the compression ration number (seven times). Therefore the torque in the gun-engine is much higher due to two factors:

• Detonation yields about 14 times higher max pressure than in diesel;
• This high pressure has not expanded when crank is horizointal at all that causes huge force to produce torque two orders higher (7X14=98);

Efficiency of a Suzuki engine bought from a junk yard has been improved up to that of Carnot engine (see attached photo)

A Suzuki three cylinder 993 ccm engine (see attachment) has been converted into gun-engine technology. The conversion includes: variable compression ratio adjusted "on the fly"; speeding up the energy release from fuel by detonations; preservation of heat that the original Suzuki wastes through cooling system, which is then converted into extra work (extra miles). The convert used (during testing) both: spark ignition and compression heat ignition. The spark ignition was mainly used for breaking (using fuel energy to initiate detonations of fuel in BDC position of crank).

As detonations of fuel yield much higher pressure than original combustion, (14 times higher) the inventor decided to limit fuel supply to10 % of that of the original specification to prevent cylinders from bursting. Nonetheless the power output of the convert was measured 40% higher than max power of the original Suzuki that was fully fueled, thus the fuel consumption of the invented gun-engine was cut in 95 % "by design" and utilization of novelties ranging from preservation of heat by internal cooling, expanding exhausts below atrmospheric pressure, causing meetings beteen highest pressure acting on piston with horizontal crank position and of course convertion of the preserved heat into additional work.

The important is to know that detonations of fuel speed up the energy releases, thus yield much higher power than traditional combustions. It is so because power is defined as energy release in time. While detonation can speed up the energy releases up to 1000 times, the increase of power is in the same proportion, which allows huge cuts of fuel consumption . Even though the inventor did cut fuel consumprtion in 95 %, he believes that 99% fuel consumption cut is possible for large marine engines.

The conversion also boosted torque. The torque boosting is very high as the highest pressure (fourteen times higher than the max pressure in the original Suzuki) meets horizontal position of the crank, which improved torque many times (100 times) above that of the original Suzuki and that allows to develop a transmission free family vehicles with mileage exceeding 450 mpg. Also the convert produced 11 times more electricity from consumed fuel than the original Suzuki.

The invention was tested with many fuels. The converted Suzuki operated very well on every fuel, but has worked best on Hydrogen and other gaseous fuels that easily explode. All liquid fuels like gasoline, diesel and many alcohols were vaporized and the vapor was premixed with air in explosive proportion. Also the convert worked very well on blends of fuels.

Very precise instrumentations could not detect any traces of NOx or SOx pollutants in emissions, mainly comprising water and CO2. Neither traces of CO were detected. Those clean emissions were also observed when the fuel was intentionally spiked with toxic sulfur compounds. Nonetheless zero sulfur oxides emissions were preserved "by design" that separates these and preserves in water solution that could be treated or disposed safely. No external purification devices or aftertreatment were used.

The energy conversion of the gun-engine technology is so high that the exhaust temperature has never exceeded 140 F degree and that allows making the gun-engine using mould injection Nylon enforced with synthetic fibers, which assures very inexpensive mass production of the invention.

The inventor Mr. K. Holubowicz expects that it is possible to develop a 500,000 Hp marine gun-engine at 100 rpm, the bulk of which would not exceed that of today's 10,000 Hp 110 rpm long stroke diesel engine, (for tankers and LPNG tankers )that runs on natural gas or cargo vapours.

The full fuel flexibility would also allow gun-engine owners to select the most economic fuel on the market. The technology is ready to be mass produced as two years of testing proved good reliability related to low stress on parts (limited mainly to load and not detonations as these are cushioned).

You might be curious to ask if it is possible to improve gun-engine efficiency more? The inventor say that it is possible, but he questions if it is worth the costs of very sofisticated research that would involve shock waves the front of which would hit the crown of work producung piston precisely when crank is horizontal and that is very difficult task.

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