Now, a second portion of air or air-fuel mixture, that is received, highly compressed and cooled externally to the engine, is inducted into the cylinder by the second intake valve on top of any initial charge remaining. The high pressure charge is injected by opening the second intake valve, after the closure of the first intake valve, which closure can alternatively be as late as at the beginning of compression stroke or process. The second intake valve is then closed during the compression stroke at a point that the proper weight of charge necessary for the desired engine performance has already been received and will be trapped in the cylinder. The second intake valve is alternatively closed at a point between 25% and 75% or more of the compression stroke or process and which point is alternatively variable and varied according to engine power requirements, preferably controlled by engine control module ECM.

The intake valve for the secondary air charge should be closed as late in the compression stroke or process as possible, while capturing in the cylinder or combustion chamber the proper charge weight required to power the engine. This provides low compression temperatures and great turbulence in the combustion chamber to promote cleaner burning, low peak temperatures and low polluting emissions.

At the closure of the high-pressure intake valve further compression begins with a cool “effective” compression ratio of perhaps 2:1 to 8:1, (depending on the type of ignition and the point of charge injection) as the piston reaches top-dead-center.

At top-dead-center, or slightly before, the charge is ignited by spark or compression, expanding against the piston, producing power and torque with an extended expansion ratio further providing improved efficiency and with low polluting emissions. Now scavenging takes place completing one power cycle.

By staged compression and inter-cooling and after-cooling, a pre-mixed air-fuel charge can be spark ignited even with diesel fuel and will, because of having density and weight equal-to or greater-than normal engines, exceed their customary power and efficiency, and can be spark or compression ignited. The New Cycle Engine can provide much improved power, torque and efficiency and low polluting emissions, for all fuels.

A system of inducting chilled charge air into engine cylinders and combustion chambers is presented. Air is received by compressors, cooled by their respective coolers, and conveyed to manifolds on conduits, and to control by-pass valves, to expansion valves, to pressure drop distributors through conduits to intake valves, and into a cylinder combustion chamber. Expansion of the cooled, compressed air chills the air or air-fuel charge and increases charge density for greater power, and is used alternatively in all engine designs.

In any engine of this invention, the air or air-fuel charge, being compressed and cooled externally, whether inducted in the intake process and captured during the compression stroke, or injected and then captured during the compression stroke, can be much denser than that of current engines with a low “effective” compression ratio.