Kadenacy explains the acoustic phenomena being developed for the Sonic Flow engine like this:

“All the foregoing difficulties and disadvantages inherent in prior installations are overcome or avoided in the power plant of the invention, in which a two cycle internal combustion engine is employed and the engine is operated to utilize the phenomena of explosive exhaust and implosive inlet, the use of such phenomena being fully explained in my co-pending application, Serial No. 588,189, entitled Power Plant” and filed on the same date as this application. Reference may also be had to my prior U. S. Patents Nos. 2,102,559; 2,123,569; 2,130,721; 2,131,959; 2,144,065 and others for further explanation of such phenomena and the utilization thereof.

In the engine of the installation of the invention, the explosion of the burned gases out of the cylinder during the exhaust process cleans the cylinder of those gases, and the implosive inlet, which follows, fills the cylinder with a fresh and pure charge of inlet air or other gaseous medium.

The implosion of the fresh gases also causes some of those gases to pass through the cylinder and, upon closure of the exhaust orifice, the momentum of the mass of the imploded fresh gases supercharges the cylinder, 1. e., builds up a pressure inside the cylinder greater than the pressure at the source of supply of inlet gas. The self-cleaning of the burned gases from the cylinder by explosive exhaust, the implosive inlet of the fresh gases, and the supercharging can all be performed with the inlet gas supply at atmospheric pressure and without the use of a blower. either for starting or continuous operation.

The inlet gases may, if desired, be supplied to the engine of the power plant of the invention at a pressure above atmospheric from a, suitable source, such as a. blower or compressor, but the implosive inlet and explosive exhaust processes are not disturbed by the increased pressure. Such an increase in pressure at the source of supply intensifies and increases the positive results and advantages of those processes in the functioning of the engine and does not reduce its net output.

When the engine is operated as above described,; the imploded fresh gases do not have to overcome the resistance of any residual burned gases within the cylinder or push the burned gases out of the cylinder, as is necessary during the scavenging and charging process in older types of two cycle engines. The reason for this is that the inlet port is opened to permit implosive inlet to manifest itself when the exhaust gases have-been accelerated and are in movement as a mass out of and away from the cylinder, the inertia of such mass being sufficient to carry the burned gases out of the cylinder without assistance from the incoming fresh gases or otherwise. The imploded mass of inlet gases enters the cylinder behind the burned gases,

– which move out of the cylinder ballistically in a mass and leave vacant the space previously occupied thereby. Since the incoming gases do not push out the burned gases, there can be no mixing of the fresh gases with the burned gases, until the latter rebound and produce a shock upon meeting the incoming gases. Such shock and any resulting reversal of movement of some of the incoming gases would occur in the exhaust gas conduit outside of and away from the cylinder, but the adverse consequences of such shock and reversal of movement, such as mixing of the fresh and burned gases within the cylinder, are prevented by the opportune closing of the exhaust port of the cylinder.

The engine of the new installation can be made to start and function satisfactorily with inlet air at atmospheric pressure, provided the explosive exhaust and implosive inlet processes are properly coordinated with respect to the initiation and duration thereof, such coordination being effected by proper construction and control of the inlet and exhaust ports of the cylinders. Proper timing of the operation of the mechanical control devices for the exhaust and inlet orifices to produce most advantageous explosive exhaust and implosive inlet is facilitated by proper construction of the exhaust gas conduit and other connecting means between the engine cylinders-..

and a turbine, if the latter is installed for operation by the exhaust gases. Such an engine can produce a normal output of approximately 140 lbs. per square inch of B. M. E. P. without the use of a blower or other source of compressed air. When the inlet air for this same engine is under a pressure of 8 lbs. per square inch at its source of supply, the normal output can rise to 250 lbs. per square inch of B. M. E. P. without taking into account the available energy in the exhaust gases.

These results illustrate the superiority of the type of engine employed in the power plant of the present invention and are obtained partly because the incoming fresh gases or combustible charge do not encounter resistance offered by the burned gases within the engine cylinder. Accordingly, the ultimate pressure of the fresh charge is greater than in the prior engines and the charge is not fouled by burned gases.”

~ Michael Kadenacy
Pioneer of Acoustic Enhancements in 2-Stroke Engines