FT/lbs. Torque x RPMs Divided by 5250 = HP
 Robert "Jocko" Johnson



The crank and rod engine design come to us from James Watt who in 1794 built and demonstrated his I large stationary 1 cylinder slow revving steam engine. This engine had one large piston a rod and crank and a giant flywheel to carry the momentum to the next I power stroke. The first designers of internal combustion engines copied the mechanicals of the old slow turning steam engine (in a reduced scale).


    People who design internal combustion engines havebeen copying that same design up to the present time with no major changes. The modem metals and precision machine work has allowed the design to thrive doing work all over the planet for the last 100 years or so. Drag racers have pushed the envelope to the bursting point. Engine design needs to be studied In a new way.

We are now getting about 17 cents worth of work done for every $1.00 spent on fuel. When the price of fuel rises to $10.00 per gallon some politician will declare that we need better mileage from our vehicles. Maybe we already have the solution at hand; a design that is using that peak pressure to directly move the vehicle instead of over stressing engine internal parts. That would reduce the need to bum so much fuel.

This new design incorporates Sir Isaac Newton's I Third Law of Motion so it is perfectly balanced at all I speeds and because it is designed to convert energy ! into motion very efficiently. The main bearings feel no load only spin. It is lightweight and compact in size. The high torque produced at low speed needs no ' gear conversion and therefore saves the HP loss most engines suffer converting revs into torque.

The new technology is called The PoweRRing 3 Cycle engine. Designed by Jocko's Porting Service owner Robert Johnson AKA Jocko Johnson who helped over 200 racers into the record books and winner's circle from the 50s, 60s and 70s by increasing the airflow in cylinder heads and adding inverted airfoils to aid traction.

To begin at the beginning, I need to show you why I went to all the trouble to re-invent the race engine. I am planning an attempt on the Land Speed Record for piston & wheel driven vehicles. I first started seeing LSR cars when I was 10 years old. George Eyston held the record at 357 MPH. The record has changed hands many times. John Cobb turned 403 MPH in 1947 driving the Railton Mobil Special. I was impressed to say the least. My older brother, Don took pictures at El Mirage of streamliners going 140 MPH so I asked him what did John Cobb drive to 403MPH? A streamliner of course! That answer started me on my quest!

Ever since 1947 I've studied LSR racecars. The one I got a chance to work on was Mickey Thompson’s Challenger. I learned much watching Mickey up close. I learned to analyze the physics and to ask questions like: Is this part the correct shape for it's function? And is this part the ideal?

So coming from all this and then going drag racing, I wasn't impressed with dragsters smoking the tires all the way so I looked back into my memory and found a way to keep the slicks from slipping: enter aerodynamics. I built a streamliner and a wing all in one so I could set the angle of attack to tune the down force. My first car with Jazzy Nelson aboard broke the ET world record in 1959. My second car with Emery Cook aboard broke the gas dragster speed record of 193 MPH in 1965. I knew I could now design my own LSR car.

I have since then taken the internal combustion engine through my analyzing process and it didn't make it through. I found far too many flaws so I began my search for the ideal components to use in a new design.

I figure the leverage is just as important as pressure because they are both part of the action inside the engine. Nothing has been done to improve the leverage. Everything has been done to increase pressure. It is my aim to see if big gains can be made mechanically BENEATH THE PISTONS.

BELOW THE PISTONS is the new territory just waiting for us to explore and change for the greater torque possible. During my tenure at Jocko's Porting Service I had many opportunities to study all the engines that came in to receive my brand of "magic." All the current designs have the same problem which is that the high pressure peak is out of phasewith max leverage, so we drive the wheels with low residual pressure and that all fire one piston at a time which makes them all out of balance.

In 1665 Sir Isaac Newton discovered that for every action there is an opposite and equal re-action. Our engines are action pieces and nothing is designed to be opposite and equal there. Duh!

Top Fuel and FC engines waste lots of rods and cranks and main webs when using nitro because it will push pistons harder than any other fuel, so when you don't have any leverage, the piston gets pushed down anyway. This is when the rods and crank and main webs take the punishment, and this is why the pins get bent. I figure there is only 70 degrees of push out if the 90 degrees each piston has to perform in so there is 160 degrees of coasting each two revs that are required to bum the fuel in 8 cylinders. There is 8000000 much wasted motion, and so little leverage, I just had to see if all that could be turned around.