More Tech Data - Briggs 18Hp Mower Engine Ran On Water In Carb 2008

[TommeyReed]

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

[russwr]

                                              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.
               

[russwr]

      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!       

[ramset]

Russ
I recently received this claim from another member
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 ?

[russwr]

      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?