A successful conversion of a small mower engine to run on water in carburetor, is based on several actions at the same time. The ignition type has to be inductive ignition, not capacitor discharge ignition. This means the amps flowing through the spark plug must be from a DC power supply. The speed of CDI is too fast for proper contact with water molecules to MAKE hydrogen gas and water vapor pressure. The current has to be low, so as the tiny tips of plugs don't get burned out. The best setting was called 6-7 amps DC pulse according to S1R9A9M9. Nathren , in 2005-2012 worked with the 2 technicians in the shop for testing building alternate energy related set ups. Ignition primary wires can be switched around to get the opposite output polarity high volts. One man was his son who had the same name. They both contributed tech data on the previous website that is now closed down. So you have either positive or negative high voltage, diodes facing proper direction, proper resistance in circuit based on OHMS Laws, time delay lines added for way late retarded timing to -34 degrees, required magnetic field that travels down to plug tips ,and 6-7 amps DC current. The high volts pulse is NOT good enough to provide a proper PLASMA PATH for the expected current to pass through plugs. What is used is an added small circuit that has a SMALL capacitor charged with about 200v DC against a blocking 15kv FAST diode , hooked to the capacitor output. The initial high V. pulse out, in split second ,sees a different path rather than the effort for the spark gap. It presses against the ON diode that abruptly shuts off , compressing the high volts against the diode , that then reverses back and fires spark plug.. It takes with it, the small cap discharge very fast, providing energy path for the waiting main current. The delay line is provided by wire turns over the plug wiring, and also an inductor coil of about 1.5Millihenry in the high volts line. The Briggs mower has preset non adjustable timing at TDC. The Mag field stretches the firing time out to -34 degrees along with the the extra L coil.(see data on the S1R9A9M9 triple wire coils assembly that has several purposes same time). The MAIN power supply is to be called ISOLATED grounds, as is done with an Inverter box with a transformer separate secondary side with output single diode for about 45 volts pulsing half wave DC output. No filter capacitor. Output has to go through a safety series bank of 15kv total protection diodes . This short length series diode bank rests vertically on horizontal 80mm 12v fan .3amp, with see through plastic shroud. The heat released is blown upwards away from the diodes. Can also mount with 2 sets of OCR 10 position double row screw terminal strip blocks 600v 15A 5 Pack. Either FR607 with dual set screws European type wire terminal connectors, or fast flat plastic DTV32F plastic damper diodes used with 2 sets of on narrow aluminum heat sink. The inverter isolation separates the battery ground with the output power ground. The miniature added P.S. is a 150 watt 20khz open board inverter with fast bridge rectifier you add on. Two output wires are soldered to the appropriate terminals for 200v AC. .The high volts sees the 2 diodes in the bridge through the ON 15Kv diode. It wants to bypass the plug gap effort, by going different route seeking the opposite high V polarity terminal. But the microwave diode stops it, and reverses back to plug. This technique is US Patented, US8555867B2 and has this output diode added to the capacitor that is on a regular type CDI . The left over energy, from firing Primary of ignition coil , goes through high volts diode along and goes with with the high voltage that fires plug. (Just firing ignition does not allow extra main energy current to pass to plugs. ) The small board power has to have enough watts and current to keep recharging the minimum 45uf 400v cap in between firings. The MAIN extra energy comes from the 400W or 500Watts Inverter power supply. The ignition voltage has to be extended in time of milliseconds for more contact with the water. The CDI type deals with microseconds. The 15KV diode is said to also release RADIANT ENERGY that travels down to the combustion chamber. Tesla worked with this and had written about other special circuits for that purpose. See data on Tesla Hair Pin circuit that has extra spark gap and 2 capacitors output that releases radiant Energy. The earlier Georgia S1R9A9M9 car conversions all used special dual coils relay per cylinder, and they were IN VACUUM. I just assumed that the radiant energy if provided, was enclosed and not lost in the air, so as it would travel with the circuit all the way to spark plugs. They had diode, coil, diode, coil , diode to output. The high volts came in after the 2nd diode. Th L coil charge from inverter was in front of the 2nd diode. They called them the "Magic Relays'. The required magnetic field came from them and traveled down the wire. (Also, a North + South neodymium magnetic ring type magnet fits over a steel spark plug and field is also there at the tips in combustion chamber-just another idea.
The S1R9A9M9 car engine and lawn mower conversions to water in carbs back in 2005-2012, required what's called PLASMA PATH for the subsequent main energy going into the spark plugs. (To make it work) The Chevy V8 had a different, stronger, ignition coil called High Energy Ignition that was about 20-40Kv, instead of 10-15KV regular coil. A low high voltage does not allow extra, unusual, heavy current to pass through spark plugs. The Elcamino had this HEI built into the 1978 distributor cap. They then switched around the primary 2 wires so as the output would be positive, rather than regular negative high voltage. The special relays were then added per cylinder with input of both low and high volts + many exterior diodes. The 400Watt inverter changed the 110v AC to half wave DC using one diode, at about 45V DC. The car ran with lower power but about 18 miles per gallon of plain water. With the late timing and magnetic field that was added, The complete set up worked.
Then Nathren (S1R9A9M9) converted the Briggs 18HP riding mower engine to water, which is on the (2) 2008 You Tube videos. The common solid state trigger with (inductive type ignition) Magnetron coil on engine produced about 10kv while under compression. It's not enough to get the required PLASMA PATH for the forthcoming 10 amps current through spark plug. The added engine parts were enclosed in small plastic tub on side of engine. The hand wound S1R triple magnetic coils assembly, accessory spark gap, and other parts that would be needed for plasma path such as ---a peaking PF high volts capacitor across plug, OR high volts doubler circuit, OR 20kv blocking diode with small cap charge circuit to about 200v that would release fast energy through spark plug previewing the main 10 amps current. A CDI high volts type ignition cannot be used as the output is in Microseconds, while the spark plug electrolysis for Hydrogen requires Milliseconds time for contact of water with the current. These options would be better as it is best to only use the lowest voltage possible for the isolated power supply for the project. If using an extended length series diodes safety protection bank of 20-25KV, that requires a higher input from power supply to counter the larger voltage loss through diodes string. This is more data for those following this issue.
Other methods to increase ignition voltage can be insertion into a pulse type, step up transformer, laminations type, with the ratio desired . Since ignition is just pulse voltage out one direction and not AC, the common multiplier circuit can't be used. The other method is to add accessory spark gap with attached PF capacitors in and hooked to air core copper coils transformer of about 1:3 ratio. (Small voltage type Tesla coil / Tesla hair pin circuit with Radiant Energy) The reasoning behind this , is that the lawn mower SS ignition coil (Magnetron) is only 10kv and not strong enough voltage to perform PLASMA PATH for the expected DC current injection into spark plug. S1R9A9M9 - Nathren and his tech people either did that Tesla circuit, or just used a PF PEAKING CAPACITOR . But that is a very short time constant compared with ignition volts. The whole idea was to allow extended time constant for about 34% ON TIME of circuit not just near TDC.This allows more DC current contact with water and water vapor . The 1978 car got 18MPG on water but was using HEI as about 28KV from high energy ignition chevy coil in top of distributor cap, as good Plasma Path. My bench project has small board with inverter to DC high frequency type with bridge rectification charging 47Uf cap with 200v output through 15kv block microwave diode. This is against the ignition high volts output , so as not having to increase the original 10KV. The cap discharges with Radiant Energy allowing plasma path. ( An increase of string series protection diodes bank requires much more input draw current and wattage from input battery.) It's best to keep the ignition volts at a lower level.
Russwr,
With all the text and claims, I keep asking you if you want to join me to build a prototype.
It's either you're not interested in getting your hands dirty or you like to just entertain others with unproven claims.
I had taken this project very serous and realized not everyone is able to do the same.
I have a few small engine that are in working order, I fully know how to build this prototype.
I do believe a high energy water injector is needed and would have to be a few hundred psi at about 200deg before injecting it into the engine.
But all the claims need to be verify, before any engine build.
I would need to test a mechanical diesel injector using hot distill water and hope it hold up, it use about 2000psi mechanical pump.
I have this set up from a basic IC engine converted to run a Diesel fuel.
https://www.youtube.com/watch?v=M4bCg_JBqz0&t=149s
Tom
Fuel injection cannot be used with the duplication of the S1R9A9M9 mower engine conversion. The water/water vapor has to be DRAWN IN by engine vacuum for the point where the H20 becomes "volatile" at the LOWERED PISTON STROKE DOWNWARD and has the required plasma path, and subsequent 6-7 amps DC current max through spark plug. This was Nathren's and the shop technicians' new system back in 2005-2012 Georgia. You have not been reviewing the previous tech data on S1R9A9M9. The requirement is a riding lawn mower single cylinder Briggs engine, about 12-18 HP. They have interchangeable stronger alternators and dual alternators. The 17, 18HP has oil filter. Flywheel interchangeable with one with larger magnets one, for higher alternator output. Late Timing is in the range of about negative 34 degrees ATDC. The magnetic coils do that, or a built bracket to hold the adjustable Magnetron. The main power supply "isolated" is used at higher wattage to start engine, supply shut off, and then alternator self runs with full wave DC generated current from the 12 magnets under flywheel. Filter capacitor raises voltage. No V regulator allows higher volts and can be used also with V regulator same time, for battery charging at 14v. I ALREADY have a bench set up with 12HP engine, S1r modified triple magnetic coils assembly, P.S., modified alternator, adjustable EGR set up, Plasma path circuit, series protection diodes bank + end resistance circuit including zero ohms spark plug. The system has been changed over from Negative high volts to Positive high volts. Easier to work with and less chance of spark bypassing plug which it would absolutely happen with any cap or resistor or wire to ground that has positive ground spark. Accessory spark gap in series is a must. An engine would start /run idle speed , but would need 2 more things done. Main jet in carb later needs re drilled about 33% larger hole for power use , unless using gravity feed water hose to carb with brass adjustable needle valve. An EGR adjustable flow type needs to be applied to engine. 12v water valve and EGR vacuum valve controlled by adjustable vacuum switches for turn on +off. The embedded compressed Nitrogen from air is reused to increase engine efficiency and lower erratic running. 3rd Key switch position runs starter with water valve. Presence of vacuum keeps water flowing.There are 3 ways to get positive high volts from Briggs ignition Magnetron/Magneto. A single ignition coil that's used on a 2 cyl Briggs engine with 2 cables fires - and + at same time. Just hook neg to ground and fire plug with positive high volts. I built 19 attempts of power supplies, 3 of which that work as isolated grounds with sufficient output to counteract the diodes losses. I have built 40 different models of the S1R coils assembly. It does several things at the same time. Some of the early ones are on Ebay S1R9A9M9.
How to increase number of turns for same value magnetic field strength 12 volt electromagnet of original 10amps DC + 7 turns and 13 turns, being changed to 6 amps DC worth of SAME magnetic field? (Simple proportions always come out for less turns.) It uses copper core of 7 turns connected to 13 turns 4mm rod steel core all on 10 amps. There is an electronics formula method that uses different constants for air, copper, steel, iron , and ferrite cores, that may not be needed. My guess calculation may be wrong. (I was thinking on 12 turns and 24 turns)
Tom
QuoteWith all the text and claims, I keep asking you if you want to join me to build a prototype.
It's either you're not interested in getting your hands dirty or you like to just entertain others with unproven claims.
I had taken this project very serous and realized not everyone is able to do the same.
I have a few small engine that are in working order, I fully know how to build this prototype.
Maybe a plasma based engine building competition might be in order. All my digital thermocouples, pressure and flow sensors for this project came in. I'm building a plasma reactor based co-gen system (heat/power) for this winter. I don't mean theory and testing, I mean a real system that works to heat and power my house.
Natural gas here has doubled in price and electricity has tripled so I think its time to do something about it.
Think your up for it?, will need a builders thread.
AC
Might be a big topic ...
Yes a builder thread would be good
Cool idea
Hi Onepower,
I except the build off and want to thank you for taking the next step in getting your hands dirty.
There is talk of a barrel of oil costing $150, this is out of control and we all need to do something about it.
Being a open source guy, I would only ask we share how it's built and parts used. This is not about money but total freedom to produce our own energy.
I have got more parts in today, so I plan to do another video very soon.
I will not hold back on how I build my system and what parts I'm using.
Thanks again Onepower, I hope others join in to save us all from big energy companies.
Tom
https://www.21stcenturyradio.com/futureenergytech-11.24.00.htm (https://www.21stcenturyradio.com/futureenergytech-11.24.00.htm)
http://bingofuel.online.fr/bingofuel/html/bfr10.htm (http://bingofuel.online.fr/bingofuel/html/bfr10.htm)[
Hi all,
Thanks Chet, good information.
Some more information.
https://patentimages.storage.googleapis.com/a0/c0/47/13dbc823ea5e7d/US603058.pdf
The cathode or negative electrode 13 is in
the form of a flat disk of carbon!
Tom
Astonishing New Update Corrections S1R9A9M9 !
S1R9A9M9 Briggs 18HP Lawn Mower Engine Ran on Hydrogen From spark plug Electrolysis And also Water Vapor Pressure with only water In Carburetor 2008! Over the years studying the technical web forum for circuit information for duplication, I had several long running notions that were ASSUMED, + WRONG!. Their S1R9A9M9 Georgia project was not entirely revealed to the public. After some other people's mishaps directly after the public demonstrations on You Tube, written data was changed, so as no duplication and no liability was left for the 2 technicians and Nathren. The original electrical circuit required magnetic field at spark plug tips, 10 amps flow DC current through spark plug, retarded timing, and High voltage from regular Magneto type Briggs ignition coil , ..... that was max 10,000 volts pulsing forward- not AC.
There was a poster Daveand5 back at that time who did a bench test with Briggs ignition coil Magnetron and separate inductor coil as taken out of previously used "Special Magic Relays" , and the hand wound triple S1R9A9M9 coils assembly, using his standard AC powered ignition coil bench test meter. That box provided internal spark gap for test as spark plug, with range high volts switch, volt meter, and push button to initiate power to ignition coil primary. He tested just the ignition and got the usual 10kv reading. When hooking up the other 2 coils and pushing button, the result was a 30-40KV reading and the 50kv range position on meter was used. The deli plastic tub holding the S1r coil and inductor and diodes also acted as a capacitance added to circuit. These were the parts as used for the 2 water powered engine demonstrations.
Now, it was always originally assumed that since the normal 4000 ohm spark plug was changed to a Champion QC12YC as 125 ohms, that over 1000 volts was required to push 10 amps through plug according to Ohms law formula. It was WRONGLY assumed that the technicians did not know at the time that the Champion Plug Brand can have the resistor removed and replaced with copper for ZERO ohms plug/racing plug. Based on that, it was WRONGLY assumed that the 1300v came from the cross leakage inductance from the Bare copper wire in the S1R wires assembly transferring high volts superimposed on the low 12volts. It was also WRONGLY assumed again that the regular ignition coil would allow passage of the main extra current through spark plug. (from temporary only 12v battery + idling speed alternator)
So........now....... here it is.......... The last spark plug WAS modified so as zero ohms resistance, so as the main 2 power sources at low voltage could push the 10 amps through it. Then , the S1R coils assembly had BARE copper wire on the high volts side for the ONLY PURPOSE for having the closest possible touching of 12v magnetic field over the high volts side line, so as the magnetic field is at tips of spark plug and ALSO forms the DELAY line for RETARDED timing of spark plug cable to about -negative 34 degrees. The old cars could have the distributor turned for timing change, but Briggs engine was factory preset at 0 TDC timing. The topic of Back EMF high volts from inductor coil came up way back in time, but was another WRONGLY assumed bit of information since the math formula didn't allow for high volts due to a WRONGLY included value of Time in 30 milliseconds. Formula E volts = L henries times di amps / dt second. I had way earlier used wrong value of spark delayed ON time rather than the actual switching time of coil L. I used Texas Instruments TI-30SLR scientific calculator and Radio Shack Electronics Data Book for the chart inductance 1.5MH + .6 ohms Reactance +30 cycles frequency. The original special relays inductors were about .6 ohm each. There is also on line calculator for L inductance and ohms resistance(Reactance) and Frequency. We are not ELECTRICAL ENGINEERS AND MAKE MISTAKES. It is the actual transistor switching turn on/off speed of the trigger module embedded in epoxy of the Briggs ignition Magnetron. The .6 microsecond time value when used in Back EMF formula will give minimum 25000 volts and higher from the 1.5MH coil, , that superimposes on the 10kv. (.6usec = .000006sec) This much higher high volts is REQUIRED to form what's called PLASMA PATH that allows the 10 amps passage through zero ohms spark plug. You see,..... both the high volts and low volts passes through the 1.5Millihenry inductor coil and the 10 amps to the spark plug. There is a connection joint for both. A reproduction of the water powered engine would require a series diode protection bank to protect battery and added power supply from the high volts. (Not done in 2008) The PS would be an Inverter with output DC rectification so as there is what's called ISOLATED GROUNDS. (No connection of primary + secondary). All of the Georgia earlier car conversions all used 6-7 amps flow. 10 amps is too high, and will wear down plug electrodes. I modified my S1R coils assembly so as there is same magnetic field using more wire turns , but at the lesser 6 amps DC current, by using simple ratio proportion of currents 10 to 6.
After these corrections, is more likely a successful project would result, for water powered engine. The earlier 1978 Chevy V8 converted already had plasma path as it had HEI ignition with switched primary wires so as POSITIVE HIGH VOLTS to 8 spark plugs. The engine running was improved with EGR added, as recycled water vapor contains embedded COMPRESSED Nitrogen that increases efficiency. 18MPG water on about 3000 miles driven at highway speeds, at lowered horsepower. See images on internet for S1R9A9M9 coils assembly , it's specific strange winding method, similar design instructions method spelled "Megatran", other tech data, relay coil specs, and see the (2) S1R9A9M9 You Tube engine videos running on water in carburetor. See plastic tub containing parts hanging on side of Briggs 18Hp. 3 wires into tub with 2 wires out. Use 25% reduced speed watch. The extension cord mounted, was not used, nor the Inverter box, but both were just left in the background videos, from previous failed test.
In general, the Magnetron - is called an autotransformer with 3 terminals. The Briggs twin cyl engine can use either 2 coils or 1 coil. I am using the dual cable type single coil, as used on 2 cyl engine, for my one cyl Briggs engine. This particular type is an actual "standard type" transformer with 4 terminals. - NOT an autotransformer. The secondary side provides pos and neg high volts to each plug on twin cyl, at the same time. I am using the Positive cable to spark plug with neg cable to ground. The FULL POTENTIAL: high volts is realized if wanting positive high volts. The other 2 methods of obtaining pos high volts requires a loss of volts due to the primary as not being part of secondary. The regular autotransformer has negative output high volts, as mounted properly. The pre 1982 Magneto transformer mounted upside down is positive high volts with loss. The aftermarket UNIVERSAL type trigger module works for either pos or neg high volts as used with MAGNETO The Briggs type separate trigger module is hard to modify for positive volts. A Magneto WITH a solid state trigger module , is called a Magnetron. The new 2023 China type and OEM RED BOX Briggs Brand type ignition Magnetrons all have the new Universal type trigger embedded, not the old style Briggs trigger. This now means, a SPARK at a lower RPM of starter mode turning of flywheel., just like in the olden days of pull cord spark!
Russ
I recently received this claim from another member
https://m.youtube.com/watch?v=D5qJK0Nzw2I (https://m.youtube.com/watch?v=D5qJK0Nzw2I)
Is this something you can give input on ?
Respectfully
Chet k
Ps
this plasmoid is it Keshe stuff or something which can actually be tested on the bench ?
The original Magnetron engine coil was changed to a DUAL cable ignition type that was for a 2cyl Briggs engine, and used on my Briggs 1 cyl 12HP. That one has a complete separate secondary. (Briggs 2 spark plug engines can have both single and double Magnetrons) This way the neg cable can go to ground and the +pos cable goes to spark plug. This is for using a positive type spark. The other 2 methods of positive spark have a large loss of output voltage due to being an Autotransformer type with prim as part of the sec side.
I also super glued on several thin 20mm length neodymium magnets on the flywheel magnet to get stronger output high voltage. I also added ring type neodymium magnet on spark plug so as there is a guaranteed magnetic field at plug tips.
Currently reworking the homemade seal-able vacuum box for spark processor as diode, L coil 1.5Mh , 221PF 30kv capacitor, and Tesla magnetic spark gap with N + S button neodymium magnets opposite Tesla type carbon and aluminum electrodes gaped about 5mm.. This is used in conjunction with the S1R9A9M9 triple coils assembly so there is the required accessory spark gap on lawn mower engine.
Engine under compression has higher voltage needed than in air. Therefore the protection series diode bank needs to be about 25-30KV fast diodes capable of 6 amps minimum. The S1r coils have insulated Magnet wire #12 gauge , that is acted upon by amps magnetic field coils over it so as the spark time is extended from 0-neg 34degrees late timing. (See design method on internet images and the one called Megatran.
The 1978 V8 that ran on water in carb had the HEI ignition coil that's mounted in top of distributor switched around so as the 2 wires on primary side was set for POSITIVE high v. output from ignition coil. They said about 24000volts at 6-7 amps through spark plug needed. The generated water vapor pressure along with hydrogen gas electrolysis kept engine self running and then got 18miles per gallon with water in tank. The original car engine tests in Georgia 2005 - on, used this following circuit that was part of the dual coil relays in vacuum per cylinder. Diode half wave DC for about 45 volts DC to junction to l inductor about 1.5Millihenty, to joint of hi v. input to L coil inductor 1.5Mh to diode to spark plug. There was a bypass diode at 1st junction over to spark plug. Wire went from exact bottom of spark plug back to diode to return line to power supply inverter. 400W 110v AC , 60cycles, type called power on board.The 60 cycles relays were in vacuum + extra diodes mounted on outside screw terminals.
I made the processor box to replace THE UNAVAILABLE RELAYS. The 3 technicians back then called them "The Magic Relays", since other replacements did not work, or were not efficient to run engine smoothly. They also found out that EGR on engines ran way better, due to the recycled Nitrogen from the exhaust. I studied and copied data from the now closed website. Questions?
This work is a steady long running duplication project . The 2008 demonstration of self running Briggs engine used car battery start with then disconnected , so as idling engine ran on the alternator only with water applied to carburetor. The 3 technicians at that time were the ones who discovered that 2 things operated the engine same time, as water vapor pressure along with hydrogen gas formation . The additional Nitrogen from EGR increases efficiency as on the 2 earlier chevy V8 successful conversions done. It was verified also that the special relays had contributed to the greater efficiency. (NOT used as you normally would at all) and is related to the Radiant Energy applied from either or both methodologies, as diode release from the Hi V against on diode that closes fast, producing radiant energy with current following, or the vacuum present that causes containment of the Radiant Energy that then follows the wiring to plug, They just knew the system worked. The Magnetron ignition is self powered by external magnet. The alternator is self powered by 12 magnets. The timing has to be greatly adjusted as late to -34 degrees. A magnetic field has to be present at the plug tips. They believed that the diodes kept the cylinders HOLDING the system until the next firing cycle. The cars operated on 6-7 amps draw at about 24kv, as from oscilloscope probe tests. The Briggs engine was on 10 amps draw as running engine , but due to reactance added to the low volts line, from the high side, the input had to be higher as about 16amps. The website example showed a spark wiring demonstration called "the 60 turns coil test". 20amp dc battery draw to a separate load was reduced to 12amps flow with the HIV field interferes with the 12v line side. (60 turns over plug hi v cable wire with steel rod core for the electromagnet. The Georgia technicians stopped their final open report to public since no more exact relays were available to purchase. Not only that, many others were hurt trying to duplicate a set up and didn't know what they were doing. You Tube S1R9A9M9 (2) YouTube videos Questions?
The Georgia engines shop work from 2005-2012 was experimental, and well known in the rural area where Nathren and the 2 techs had their commercial electricians work base. The alternate energy set ups were done in spare time. As was stated in my earlier paragraph, the relays per cylinder were not used as originally made for. No clicking action, not used as original switching latching method . The interior inductors were used both on high voltage and low volts at same time for purpose of extension of spark time based on inductance value. There may have been dual pulses involved based on the parallel side diode path. Wire coils hold a temporary charge as well as capacitors. The vacuum chamber prevents leakage of energy and electrical contacts react better. The cars tested with water flow had greatly reduced horsepower, but could be used as slower to get up to highway speeds. . The 1978 El Camino was said to have went 3000 miles before being locked up. The car engines converted required the carburetor main jets to be redrilled about 30% larger for more water flow. This for the power mode , which is above idle speed. The drawing of that strange specific relay and it's connections is on Internet as used back at that time, as well as the schematic of its use on engines. I saw 6 sets of contacts, switching armature , and with dual coils with diode built inbetween. This original purpose was for electromechanical Georgia traffic signals switching , pole electrical box with .6ohm each coil from main input pole line 220v AC 60 cycles. The signal lights (https://permies.com/t/58990//incandescent-light-LED-light) were 6v auto bulbs up above. Extreme high electrical efficiency for all temperatures and weather conditions sealed in vacuum. There was no part numer or name plate for any purchasing. Black Bakalite housing on all 15 surplus units purchased in Georgia. All search teams failed to find any more. It was assumed they were a special manufacturing order. This is why no final electrical report was issued to the public on the web forum.
Hi Russwr,
What I find lacking in most that attempt to solve unknows is their outright failure to make use of the scientific method, which after all is just a logical process of elimination. Most feel as if the scientific method is beneath them and thus look down on it as a method that can be used to solve unknowns. Thankfully I was taught differently in college and am not afraid to humble myself and make use of the scientific method which has the power to solve unknows if used correctly. It's a slow process but if one doesn't give up they will get the solution(s) they are seeking.
But I understand why people refuse to make use of this method as it does take a long time to gain what one seeks. Just look at me for example as it took me more than 16 years to get a full understanding of this water for fuel technology. Many times did I have to start over and totally take another approach as that's where the science was leading me. I had to question many things we thought science understood but turns out that was a false assumption as simple things like how a thunderstorm actually works or even how does a plant break the bonds of the water molecules was unknown to the world of science as what's in the books is incomplete or just plan incorrect. I found a lot of times folks simply weren't asking the right questions or just overlooked something important as the questions I asked they didn't so they weren't looking for what I was looking for. You know the saying, "You can't answer a question you never asked." That is one thing Meyer was truly aware of as he would often say, "One must ask the right questions."
What the scientific method forced me to do was to buy the proper measuring equipment and machinery to be able to experiment properly on the technology in question. I've spent a lot of money on this estimating around $80k spent with my man hours added into the mix and know I still have more spending to do in the future. With the scientific method if at any point a lie and/or something untrue is accepted as the truth the process of learning stops. I have seen many go down the rabbit hole of untruth and get absolutly nowhere with the passage of time. Simple things one can observe in their experiments like, "Is the water bath heating up with the passage of time or not?" With the technology I was working on based on eye witness accounts if the water bath was heating up it meant you where doing something wrong. But pride would force people to lie to themselves and others just to appear as if they are making progress when they know they were not. It was interesting to see just how long these people would keep up the lies before disappearing from the public eye. A lot of these people in their failures to get this technology working would then jump on the side of those that say this technology is impossible according to the laws of Physics. Again pride plays an important role in moving to say this technology violates the laws of Physics which no one on earth fully understands yet.
I remember sharing promising results as I learned how to increase the voltage potentials in the water capacitors only to be banned from the forums I shared the information in. I think I stopped sharing my results when I reached 8.8 kv of potential difference as all sharing did was build up resentment from others whom where still getting just a few volts in their water fuel capacitors. What surprised me though was no one was willing to follow my lead and instead move to ban me from their places on the internet. I think this is one of the last forums on the internet that hasn't move to ban me, though many wanted me to be banned as I simply wouldn't listen to their ideas that weren't based on science as I had simply moved pass all of that in my research. I found it pointless to attempt to teach others as they simply weren't willing to spend the money it took just to be able to just view the technology properly by purchasing a differential probe. But thankfully some out there did listen to what I was saying and moved to follow my lead and also got high voltages produces in their WFC's. But like many others I still had much to learn on the new rules that governed this technology that I must figure out and adhere too.
Now when I speak about the technology directly it just looses people as they simply got left behind by refusing too or simply where unable to follow my lead due to their finical situations. So, I just keep to myself for the most part now as I press on with this technology as someone must do the work of getting the technology into some form of limited production as the technology must be made safe for use by the masses that need it. It takes a lot of forward thinking to be able to plan a route for the technology I'm working on to be able to one day do what it was created to do which is put the full control of one's energy needs into the hands of the individual.
Take care and I hope you keep at it no matter where the science leads you,
Edward Mitchell
Owner
True Green Solutions
It's finally coming together as to theory on the wiring set up similar to the S1R9A9M9 demonstrations of lawn mower engine running on water in carburetor summer 2008. My original idea had to do with the triple wires coils as a step down/up transformer with wire to ground. This would be seem reasonable since there was a possible wire to ground. However, the use of original ignition coil is negative high volts with positive ground. With high v. at metal ground of engine, it would never jump upward of spark gap. It would bypass the spark plug for sure, and travel up any side wire, resistor, or capacitor lead, since the gap requires an effort. Electricity always travels the easiest way.
Now, when examining the old 2005-2012 schematic from Georgia on the car conversions of water in carb as successful, I noticed the polarity was referenced twice as positive high voltage. After purchasing a Chevy HEI coil, the primary wires are exposed, and can be switched around from normal Negative to positive high volts. The HEI ignition is high enough to form it's own plasma path for the following 6-7 pulse amps from the half wave DC Inverter. The regular mower ignition Magnetron as modified for positive only had reduced output volts as done 2 ways, as tested was about 10kv, DC after diode. It's not enough for a good plasma path and would not allow engine to run on water.
I then went back to repeat the original You Tube videos #1+2, at 25% speed and noticed the rusted ignition coil had shiny new screws, which made me suspicious. This means it was removed, and the screws were lost. After the videos , engine was put back the way it was in garage with original ignition with new screws on it. Then I noticed that Briggs 2 plug engines can have 1 or 2 ignition coils on them. The single coil type with (2) cables for each plug fires negative and positive high volts the same time. Then I surmised that this is how the Briggs 18HP was changed to positive high volts ignition, wire negative to ground, just like the earlier cars had positive high volts. This way IT IS ALLOWED TO HAVE an accessory WIRE TO GROUND, and the ignition would always fire the spark plug. The special dual cable type outputs FULL high volts without loss and is a standard type secondary side winding that is not connected to the primary side as in regular AUTOTRANSFORMER type.
The next observation of the original design was mine alone- no one else ever figured this out except me. Right after the 2 videos were done in Georgia, The S1R triple coils assembly was removed and taken into house and photographed on blue graph paper. The circle was traced around the plastic deli tub that it was in , on side of engine. Nathren stated in message there were other parts in tub used as associated with this fuel conversion. (not mentioned) A picture blow up of the removed electromagnet coils shows something extremely important. The joint of the red and gray wires is covered in black electrical tape. There is a stub cut off wire with copper strands sticking out of joint, as 3 wires.
Later Nathren said he was going to show us in video on how to special hand wind this coil unit. Get this,- He only took apart the "verified" original triple wires on camera, not putting one together as a new one like he should of. But what's important is the very first part of video. The same unit placed on back porch table had been READJUSTED. The center stub cut off wire was removed and new black tape was re covering up the joint. He didn't want that piece shown dropped off during disassembly. This tap point on the S1r triple coils assembly is what was needed with separate 1.5Millihenry inductor coil, in the tub, to direct ground. See no#1 +#2 video for the brown extension cord hooked to side of tub, Inverter box, and direct to bottom of spark plug. The wires like that were on all the car conversions as return line back to power source Inverter. The "plug" end on cord was BRIDGED across so as the extension cord twin lead was actually A VERY LONG CONNECTING SINGLE WIRE). This is what was connected to the inductor. When the positive ignition fires plug downward to ground, the side inductor coil discharges as back EMF flyback pulse following the spark, and provides the proper plasma path that the ignition coil could not. The diodes in between plug and side coil are in an ON STATE . The rushing in Hi V pulse tries to avoid the plug GAP and "sees" the other ground point through the diode and side coil. Right after the ATTEMPT forward against diode, the diode shuts off so as it reverses and fires spark plug. The side coil then releases it's fast higher volts back EMF to the plug gap providing the plasma path. At that point the main current 6-7 amps can flow through spark plug.
The fuel generated is water vapor pressure and hydrogen gas from spark plug electrolysis. Proper late timing is required at about -neg 34 degrees. The electromagnet extends the engine timing from zero degrees to about -34 degrees before shutting off. This is the invention of the 2 Georgia technicians and Nathren (S1R9A9M9) from 2005-2012.
I am currently doing ignition coil tests with homemade horizontal spinning wood flywheel with flywheel magnet and opposite balancing lead washers . The brass screw + magnet is matched with brass screw and easily cut lead washers as both even weights as tested on digital gram weigh scales. The auto type heater blower 12 v motor spins with 10A variable DC SS speed control module. The Briggs coil is mounted on used coil bracket so as close enough for an air gap of .012inch using brass non magnetic feeler gauges. This set up allows indoor testing and not causing undue stress on an engine , and repeated recharging of battery due to the huge starter motor pull of amps on lawnmower $35 battery. I have list of 10 tests needed to be done with this.