Abstract:
Internal combustion engines having V-and L-configurations. There are first and second piston systems, each including: an engine block; a cylinder through the engine block; a piston within the cylinder, the piston with piston rings, including a cavity therein the underside; a stump member disposed within the cylinder and sized to be received by the cavity, and having a bore through the center to a direction of travel of the piston; a connecting rod, connected between the piston, and a crankshaft; a first and second combustion chambers defined between the piston, the cylinder, and the upper engine head, and between the piston, the cylinder, the stump member, and the cylinder floor respectively; an inlet port, an outlet port, and a spark plug/fuel injector port; each disposed through the engine block orthogonal to a direction of travel of the piston.

Description:
BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention relates to internal combustion engines, specifically to internal combustion engines with a cylinder and piston having a dual-combustion stroke. 
   2. Description of the Related Art 
   In the related art, it has been known to use internal combustion engines to generate mechanical force to cause locomotion or otherwise perform work. Internal combustion engines typically use fossil fuels or other fuels that are of a limited nature. Due to the finite supply of fuel it is important to use such efficiently. Increasing the power to weight ratio of an engine improves efficiency. Reducing friction as well as reducing impulse forces in a combustion cycle increases efficiency. Therefore there is a need for an internal combustion engine configuration which is more efficient, effective, and enhances performance. Some improvements have been made in the field. Examples include but are not limited to the references described below, which references are incorporated by reference herein: 
   U.S. Pat. No. 5,967,103, issued to Kuperman, discloses a three cycle, two-stroke internal combustion engine from which work can be extracted in two directions. In the preferred embodiment, the inventive two-stroke engine is constructed as a cylinder having a reciprocating piston slidably seated therein, with the piston defining a compression and combustion chamber between the cylinder wall and each side of the piston. The two-stroke engine can provide work in bi-directional fashion from the two combustion chambers acting in phase. A piston rod is provided with reciprocating linear motion, and a mechanical converter is used to change the linear movement to rotational motion providing torque from which rotational power can be extracted for machinery. In an alternative embodiment, the cylinder is shaped with a bottom portion which is split into two sections, in which a bifurcated piston is seated in reciprocating fashion. A piston rod extending through the space between the split cylinder sections is driven with conventional side-to-side linear motion, and is connected to a conventional offset crankshaft, to harness the useful work output of the engine. The two-stroke engine is compact in size and more powerful than a similar 4 or 2-cycle engine, since its dual action makes it equivalent to two combined standard engines. The engine also provides a reduction in overall weight, decreasing the weight-to-power ratio, with an increase in fuel efficiency. Recoil impulses from the torque produced are reduced, increasing the engine life. 
   U.S. Pat. No. 4,913,100, issued to Eickmann, discloses a double piston engine has a doubly acting piston reciprocably provided in a cylinder arrangement to form two working chambers which periodically increase and decrease their volumes. The invention provides inlet means with supply means for a cleaning flow through the working chambers and inlet means and supply means for a loading flow in excess of atmospheric pressure to the respective chambers. Means are further provided to secure that the loading flow enters the respective working chamber after the closing of the inlet for the cleaning flow. By this arrangement of the invention it becomes possible to operate two cycle engines with turbo-chargers or other loaders. A very powerful engine at compact space and low weight is obtained, while the poisonous gases of two stroke engines are prevented to a high degree. 
   U.S. Pat. No. 4,414,927, issued to Simon, discloses a two stroke oscillating piston engine comprising cylinder sections provided with feed chambers for additional fresh air. The two outer rings, acting as pistons, draw in fresh air through intake ports and force that air to enter combustion chambers through communication ducts and ports. The middle ring is intended for the fresh gas supply of the combustion chambers. The radial grooves for fresh air are provided at a shorter distance from the ports than the radial grooves for fresh gas. Burnt and expanded gas is first exhausted from the combustion chambers by fresh gas; then the combustion chambers are filled with fresh gas and fresh air. Thus, exhausting unburnt gas together with burnt gas is avoided and improved combustion is provided in the combustion chambers. 
   U.S. Pat. No. 5,676,097, issued to Montresor, discloses a double-acting, single-cylinder, explosion engine whose peculiarity is to be provided with auxiliary components which permit to optimize the inlet stroke because such auxiliary components are arranged in a way that the gases to be burnt are not inlet by the piston. Such gases are inlet by the auxiliary components. In general the present engine comprises a cylinder in which a piston may run. The median axis of the piston is interested by a through-shaft which is fixed and coaxial to the piston itself. The shaft is divided in two half-shafts having the same size and shape by the piston. The half-shafts comprise pistons which may run in inlet chambers and narrowings or holes, openings, leaks or the like through which the inlet gas passes to reach the respective explosion chambers through heads. The cylinder is provided with exhausts at its median part. The above described engine is connected with at least a connecting rod and is able to do two active bursts during a turn of 360.degree. of the connecting rod. 
   U.S. Pat. No. 2,070,769, issued to Wurtele, discloses an internal combustion engine. 
   U.S. Design Pat. No. 494,191, issued to Aketa et al., discloses the ornamental design for an internal combustion engine. 
   The inventions heretofore known suffer from a number of disadvantages which include unduly complex, limited efficiency, limited power, and/or otherwise fail to increase power to weight ratio as compared to a standard combustion engine. 
   What is needed is an internal combustion engine that solves one or more of the problems described herein and/or one or more problems that may come to the attention of one skilled in the art upon becoming familiar with this specification. 
   SUMMARY OF THE INVENTION 
   The present invention has been developed in response to the present state of the art, and in particular, in response to the problems and needs in the art that have not yet been fully solved by currently available internal combustion engines. Accordingly, the present invention has been developed to provide an internal combustion engines with a cylinder and piston having a dual-combustion stroke. 
   In one embodiment of the invention, there may be an internal combustion engine. The engine may include one or more of the following: a first piston system including one or more of the following: an engine block; a cylinder through the engine block; a piston disposed within the cylinder, the piston including a cavity therein; a stump member disposed within the cylinder and sized to be received by the cavity; a first combustion chamber within the cylinder defined between the piston and the cylinder; a second combustion chamber within the cylinder defined between the piston, the stump member, and the cylinder when the stump member is disposed within the cavity; an inlet port disposed through the engine block orthogonal to a direction of travel of the piston; an outlet port disposed through the engine block orthogonal to the direction of travel of the piston; a camshaft in mechanical communication with the piston of the first piston system; a second piston system in mechanical communication with the camshaft and substantially identical to the first piston system; and a distributor system, including one or more of the following: a distributor; and a spark plug wire having one or more of the following: a first end coupled to the distributor; a second end in direct electrical communication with the first end and in communication with the first combustion chamber; and a third end in direct electrical communication with the first end and in communication with the second combustion chamber of the second piston system. 
   In one embodiment, the internal combustion engine may be a V-configuration. The inlet port and the outlet port may have unified plumbing. 
   Reference throughout this specification to features, advantages, or similar language does not imply that all of the features and advantages that may be realized with the present invention should be or are in any single embodiment of the invention. Rather, language referring to the features and advantages is understood to mean that a specific feature, advantage, or characteristic described in connection with an embodiment is included in at least one embodiment of the present invention. Thus, discussion of the features and advantages, and similar language, throughout this specification may, but do not necessarily, refer to the same embodiment. 
   Furthermore, the described features, advantages, and characteristics of the invention may be combined in any suitable manner in one or more embodiments. One skilled in the relevant art will recognize that the invention can be practiced without one or more of the specific features or advantages of a particular embodiment. In other instances, additional features and advantages may be recognized in certain embodiments that may not be present in all embodiments of the invention. 
   These features and advantages of the present invention will become more fully apparent from the following description and appended claims, or may be learned by the practice of the invention as set forth hereinafter. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     In order for the advantages of the invention to be readily understood, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments that are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered to be limiting of its scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings, in which: 
       FIG. 1  illustrates a system diagram of a piston assembly according to one embodiment of the invention; 
       FIG. 2  illustrates a side perspective view of an engine block according to one embodiment of the invention; 
       FIG. 3  illustrates a partial side perspective view of an engine block according to one embodiment of the invention; 
       FIG. 4  illustrates a cross-sectional side view of a cylinder according to one embodiment of the invention; 
       FIG. 5  illustrates a top planar view of a piston according to one embodiment of the invention; 
       FIG. 6  is a bottom planar view of a piston according to one embodiment of the invention; 
       FIG. 7  illustrates a top planar view of a cylinder bank according to one embodiment of the invention; 
       FIG. 8  illustrates a side cross-sectional view of a cylinder bank according to one embodiment of the invention; 
       FIG. 9  illustrates a side cross-sectional view of a cylinder bank according to one embodiment of the invention; 
       FIG. 10  illustrates a cross-sectional view of a V-block according to one embodiment of the invention; 
       FIG. 11  illustrates a top perspective view of a lower combustion chamber according to one embodiment of the invention; 
       FIG. 12  illustrates a side cross-sectional view of a piston according to one embodiment of the invention; 
       FIG. 13  illustrates a side cross-sectional view of a piston according to one embodiment of the invention; 
       FIG. 14  illustrates a side perspective cross-sectional view of a cylinder according to one embodiment of the invention; 
       FIG. 15  illustrates a side perspective cross-sectional view of a cylinder according to one embodiment of the invention; 
       FIG. 16  illustrates a cross-sectional side view of a cylinder and piston according to one embodiment of the invention; 
       FIG. 17  illustrates a cross-sectional side view of a side rack or side head valves according to one embodiment of the invention; 
       FIG. 18  illustrates a cross-sectional side view of a valve according to one embodiment of the invention; 
       FIG. 19  illustrates a cross-sectional view of an engine according to one embodiment of the invention; 
       FIG. 20  illustrates an elevational side view of an engine according to one embodiment of the invention; 
       FIG. 21  illustrates an elevational side view of a V-configuration engine according to one embodiment of the invention; 
       FIG. 22  illustrates an elevational side view of an L-configuration engine according to one embodiment of the invention; 
       FIG. 23  illustrates a partial view of a distributor and spark plug wire according to one embodiment of the invention; and 
       FIG. 24  illustrates a perspective side view of a stump and piston according to one embodiment of the invention. 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   For the purposes of promoting an understanding of the principles of the invention, reference will now be made to the exemplary embodiments illustrated in the drawings, and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended. Any alterations and further modifications of the inventive features illustrated herein, and any additional applications of the principles of the invention as illustrated herein, which would occur to one skilled in the relevant art and having possession of this disclosure, are to be considered within the scope of the invention. 
   Reference throughout this specification to “one embodiment,” “an embodiment,” or similar language means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases “one embodiment,” “an embodiment,” and similar language throughout this specification may, but do not necessarily, all refer to the same embodiment, different embodiments, or component parts of the same or different illustrated invention. Additionally, reference to the wording “an embodiment,” or the like, for two or more features, elements, etc. does not mean that the features are related, dissimilar, the same, etc. The use of the term “an embodiment,” or similar wording, is merely a convenient phrase to indicate optional features, which may or may not be part of the invention as claimed. 
   Each statement of an embodiment is to be considered independent of any other statement of an embodiment despite any use of similar or identical language characterizing each embodiment. Therefore, where one embodiment is identified as “another embodiment,” the identified embodiment is independent of any other embodiments characterized by the language “another embodiment.” The independent embodiments are considered to be able to be combined in whole or in part one with another as the claims and/or art may direct, either directly or indirectly, implicitly or explicitly. 
   Finally, the fact that the wording “an embodiment,” or the like, does not appear at the beginning of every sentence in the specification, such as is the practice of some practitioners, is merely a convenience for the reader&#39;s clarity. However, it is the intention of this application to incorporate by reference the phrasing “an embodiment,” and the like, at the beginning of every sentence herein where logically possible and appropriate. 
   The mountain engine, new never before designed. Used for maximum power to climb steep grades up the mountain while carrying the maximum weight load allowed by the law. 
   In the mountain engine&#39;s cylinders, are cylinder stumps. These cylinders stumps act as a piston when the actual piston is in the down or bottom position. While in the down or bottom position, the underside of the piston acts as a cylinder; or the bottom half is actually a cylinder in itself. The cylinder stump is fixed and cannot move. It is cast into the engine cylinder and engine block during the casting process. These cylinder stumps resemble the stumps that are left after the cutting down of a tree. 
   When the piston is in the down position over the stump; this acts in the same manner as top dead center does when in fact it is at the bottom dead center position. When in this position there is the area of squish and can be full of or filled with ignitable mixture or combustible fuel (could be used as gasoline or diesel engine) and caused to detonate (either by spark or pressure) thus blowing the piston up toward the top dead center position. The blowing up of the piston assists in the blowing down of the piston that would be in the ignition phase of the regular firing order on the power stroke from actual top dead center or where ever ignition is to take place in degrees near or after T.D.C. *NOTE* In one embodiment, it is of extreme importance that the timing of the piston to be blown up is exactly the same exact moment of when the piston to be blown down occurs. 
   In this engine there will be two cylinders firing simultaneously or at the same time at all times instead of one cylinder firing at a time at all times while running. This applies more force or torque and power to the spinning of the crankshaft and possibly delivering twice the driving force, horsepower and torque. Closely resembling the power of two engines operating together in one engine. 
   As shown in  FIG. 1  there are a plurality of pistons  112  and connecting rods  114  and a crankshaft  116 . The pistons  112  being pivotably attached to the connecting rods  114  and the connecting rods  114  being pivotably attached to the crankshaft  116 . In operation, one is blown down, another is blown up, at the same time. This is what makes these pistons  112  different from conventional pistons  112  and thus shall be referred to as “blow up pistons  112 ”. Through the middle or center of the cylinder stump  118  is a hole of sufficient diameter as to allow the normal operation of the pistons  112  connecting rod  114  to the crankshaft  116 . 
   There shall be described the means for getting a combustible mixture into the bottom squish area or lower combustion chambers  122  of the present invention. This is achieved by the use of a side head  120 . The side head  120  is how the combustible mixture gets into the bottom squish area or the lower combustion chambers  122 . As shown in  FIG. 2 , on the sides of the present inventions engine block  124 , there are ports or holes  128  that go all the way through from the outside of the side of the block to the inside of the lower cylinder. Two holes  128  for each cylinder. One for the intake and one for the exhaust. 
   The top of the engine block  124  is machined for the application of a cylinder head  170 . The side of the engine block  124  is also machined like the top of the engine block  124  for the application of a cylinder head  120  type of apparatus or a side rack for the letting in and the letting out of fuel mixture or air and exhaust into and out of the lower combustion chambers  122  of the cylinders. As shown in  FIG. 2  there are two holes  128  disposed in the side of the block which are oriented horizontal. As further shown in  FIG. 3  there is one hole  128  which allows for fuel to be feed into the cylinder, the other hole  128  allows for the evacuation of spent fuel materials another hole for spark plug  128 . As illustrated the stump is disposed at the base of the cylinder. 
   As shown in  FIG. 4  there is a side view of the block  124 , cylinder  130 , piston  112 , cylinder stump  118  and connecting rod  114 . The connection and orientation of the components relative to the others is shown. 
   As shown in  FIG. 5  there is a top view of a piston  112 . As illustrated it is flat on the top. As shown in  FIG. 6  there is a bottom view of the piston  112 . As illustrated the bottom of the piston  112  is shaped so as to have a cylindrical portion interior thereto. There is a portion where a connecting rod  114  connects thereto. 
   As shown in  FIG. 7  there is a top view of a bank of cylinders  130  disposed in a line being formed into an engine block  124 . The top view thereof may represent a four cylinder engine block  124  or one side of an 8 cylinder engine block  124  of the present invention. The heavier or darker rings represent the cylinder stumps  118  at the bottom of the cylinders. The outer light rings are the cylinders. 
   As shown in  FIG. 8  there is a cross-sectional side view of a 4-cylinder engine or one side of an 8 cylinder engine block  124  according to embodiment of the present invention. There is illustrated a cylinder stump  118  disposed at the base of each of the cylinders. 
   As shown in  FIG. 9  there is a cross-sectional view of a block with a piston  112  disposed in each cylinder. The phantom lines represent the internal cylindrical shape formed into the bottom of each piston  112 . The illustration is indicative of how the piston  112  and the cylinder stump  118  relate to each other and how it is that the piston  112  may be moved to the bottom of its stroke and fit over the cylinder stump  118 . 
   As illustrated in  FIG. 10  there is a cross-sectional view of a V-block  134 , according to one embodiment of the invention. There is shown the cylinder shape with stumps  118  cast into the block with phantom lines indicating lower cylinder ports  128  and holes through the center of each stump  118  for the connecting rod  114  to travel to the crankshaft  116 . 
   Nomenclature of the mountain engine: Cylinder  130  (having an outside diameter), Cylinder floor  136  (having a thickness), Cylinder stump  118  (having a height, outside diameter, inside diameter), Upper combustion chamber  140 , Lower combustion chamber  122 , Upper squish area  140 , Lower squish area  142 , Lower cylinder ports  128 , Blow-up pistons  112  (having an outside diameter, an inside diameter, a skirt thickness, height). 
   Shown in  FIG. 11  is the lower combustion chamber  138  with the cylinder stump  118  being disposed at the cylinder floor  136  of the cylinder  130 . The wall thickness of the cylinder stump  118  should be substantial so as to provide the structural integrity necessary for the stump  118  to aid in the combustion process and withstand the force exerted during the explosions. The inside of the center hole in the stump  118  is of substantial diameter so as to allow the connecting rod  114  to operate through it. The cylinder stump  118  and cylinder floor  136  should be cast into the block  124  as a portion of the cylinder  130 . The cylinder floor  136  has a substantial thickness so as to withstand the force exerted thereon during the combustion cycles. 
   As shown in  FIG. 12  there is a cross-sectional view of a piston  112  according to one embodiment of the invention. The piston  112  cylindrically shaped being similar on the top and outside thereof to conventional pistons  112 . There are piston rings  148  disposed on the outside surface thereof. The underside portion of the piston  112  has an internal cylindrical shape. In one embodiment there are piston rings  148  disposed upon the interior cylindrical surface of the piston  112 . As shown in  FIG. 13 , in an alternative embodiment there are no piston rings  148  upon the interior cylindrical surface of the piston  112 . Alternatively the piston rings  148  may be applied upon the outside cylindrical surface of the cylinder stump  118 .  FIG. 14  shows, according to one embodiment, a cylinder stump  118  having no piston rings  148  disposed thereon.  FIG. 15  shows, according to an alternative embodiment, a cylinder stump  18  having piston rings  148  disposed thereon set into grooves formed into the surface of the cylinder stump  118 . 
   Piston travel in cylinder  130  is centralized due to, and in order to have squish area on both ends of the cylinder; upper squish area  140  and lower squish area  142 . Producing upper and lower cylinder  130  space in one cylinder  130  or two combustion chambers in one cylinder. Squish areas,  140  and  142 , in  FIG. 16  are exaggerated in size to provide a clear example of the two combustion portions.  FIG. 16  shows the bottom of a cylinder  130  and cut away view of lower end of piston  112  to show stump up inside it. 
     FIG. 17  shows a cross-sectional view of a side rack or side head valves  150 . The valves  150  are similar to conventional type of valve heads with the exception of the valve seat  152  being recessed further back into the head.  FIG. 18  shows a partial cross-sectional view of a valve head  150 . There is illustrated in  FIG. 18  a valve  156 , disposed within a valve stem guide placement area  158  and in one position having the valve  156  abutting a valve seat  152 . There is also a valve spring  162 , biasing the valve  156  in a position where the valve  156  abuts the valve seat  152 . The valve spring  162  is fixably attached to the valve  156  and the side head  150  by a retainer lock  164  which is fixably attached to the end of the valve  156  distal from the valve  156 . The length of the valve  156  and the allowable travel of the valve  166  are such that the valve does not extend beyond the valve travel area  166 . The inside diameter of the valve travel area  166  must be larger than the valve face  168  diameter to prevent touching or scraping of valve face  168  diameter with the sides of the valve travel area  166  and to allow air flow in and out of lower cylinders. Valve travel must not exceed the distance of the valve travel area  166  to prevent the valves  156  from hitting into the side of the engine block  124  or either the side of the piston  112  when the valves  156  are opened while bolted to the block and in operation. 
     FIG. 19  illustrates a cross-sectional view of an engine where the present invention is incorporated. The figure shows a piston  112 , cylinder stump  118 , and cylinder  130  in the block of an engine. A top head  170  is shown disposed on the engine block  124  at the top of the cylinder. The side head  120  is shown disposed on the engine block  124  to the side of the cylinder. There are exhaust pipes  172  shown fixably attached to the top head  170  and the side head  120 . Proper timing is necessary so that the top and side valves operate at the correct times with respect to each other and the position of the piston  112  in the cylinder. Proper timing may be achieved by either a timing belt or a timing chain or by gears. The top head  170  valves operate via an overhead camshaft  178  OHC. There is also a camshaft  180  to operate the side head valves  150 . 
     FIG. 20  illustrates a front view of the present invention, according to one embodiment. The figure illustrates the intake and exhaust systems,  182  and  184  respectively, and how they are connected to the engine heads  120  and  170 . The intake has unified plumbing and the exhaust has unified plumbing. The same intake system  182  feeds fuel into the upper and lower combustion chambers  140  and  142  via the respective heads,  120  or  170 . The same exhaust system  184  that evacuates the exhaust gases from the upper combustion chamber  140  also evacuates exhaust gases from the lower combustion chamber  142  via the respective heads  120  and  170 . Pulleys on the heads turn the camshafts. Upper heads are operated by a conventional camshaft located in the engine block. 
   It is envisioned that the present invention operates like any other; both gasoline engines and diesel engines. For gasoline, a threaded hole in the side rack or side head for the use of a spark plug would be made. For diesel, a hole in the side rack or side head for the use of a fuel injector would be made. As shown in  FIG. 21 and 22  different types of engines may be designed involving the present invention. 
     FIG. 21  shows V-type engines; V-6, V-8 V-10, and/or V-12.  FIG. 22  shows L-type engines; L-4 and/or L-6. In fact this engine design is for both gasoline engines and diesel engines of all types and kinds. Also for both 2 stroke engines and 4 stoke engines. For gasoline engines a threaded hole in the side rack or side head  120  for the use of a spark plug would be made. For diesel a hole in the side head  120  for the use of a fuel injector would be made. There are shown pulleys or gears  200 ,  202 ,  204 ,  206 ,  210 , and  212 . Further shown are the crankshaft pulleys  208  and  214 . 
   To distribute a spark into the side head  120  as well as the top head  170  there is a spark plug wire  186  that split into two wires for a gasoline type engine. In  FIG. 23  there is shown a distributor  188  with a spark plug wire  186  which splits into two extending therefrom. There is a spark plug wire  186  like none other and never seen before. This spark plug wire  186  is plugged in the distributor cap  190  in the same method as any other spark plug wire  186 . However the difference is in the spark plug wire  186  being split into two spark plug wires  186  from and still connected together by one. At the ends of the two spark plug wires  186  that were split are spark plug boots  192 . These go over and connect to two different spark plugs. The two different spark plugs would be one for the upper combustion chamber  140  of one cylinder  130  and the other for the lower combustion chamber  142  of the corresponding cylinder  130 . The corresponding cylinder  130  is hereby defined as the cylinder  130  whose opposite end combustion chamber is to be ignited for a power stroke at the exact same moment as itself. For instance when one piston  112  is to be blown up or down; it would be which ever other piston  112  is to be blown down or up at that exact same moment. This spark plug wire  186  could ensure that simultaneously igniting two cylinders at the exact same moment in time would be accomplished or done. One into two split spark plug wire  186 . If the present invention is to be diesel, then the same effect is achieved by the timing of the different camshafts to operate in unison for timing of the fuel injectors of the two corresponding cylinders. 
   Looking to  FIG. 22 , there is shown an L-configuration engine including pulleys or gears  210  and  212  to turn two camshafts located therein, including the crankshaft pulley  214 . 
   As illustrated in  FIG. 24  there is a blow up piston  112  as an actual appearance (bottom is cylinder shaped). There is also shown the cylinder stump  118  which mates like a piston. 
   In building, a user may insert a connecting rod from the bottom through the cylinder stump. A user may insert piston from the top down into the cylinder. A user may keep the piston&#39;s connecting rod attachment hole above the deck of the engine block. A user may insert connecting rode into the piston. A user may insert the connecting rod pin or bushing through hole in piston thereby securing the rod to the piston. A user may insert the two rod pin retainer clips, one on each side of the piston where the rod pin is kept through the piston. A user may lower the piston further down into the cylinder. Then connect the connecting rods to the crankshaft properly. During proper operation of piston, the extreme lower end of the piston never goes higher than the top of engine stump to prevent raw fuel and spent gases from entering into the crankcase and to ensure a cylinder/piston relationship between the engine stump (now piston) and the lower end of piston (now cylinder). Thus effectively creating a lower combustion chamber in the lower end of each cylinder. 
   It is understood that the above-described embodiments are only illustrative of the application of the principles of the present invention. The present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiment is to be considered in all respects only as illustrative and not restrictive. The scope of the invention is, therefore, indicated by the appended claim rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope. 
   Thus, while the present invention has been fully described above with particularity and detail in connection with what is presently deemed to be the most practical and preferred embodiment of the invention, it will be apparent to those of ordinary skill in the art that numerous modifications, including, but not limited to, variations in size, materials, shape, form, function and manner of operation, assembly and use may be made, without departing from the principles and concepts of the invention as set forth in the claims.