URGENT! WATER AS FUEL DISCOVERY FOR EVERYONE TO SHARE

[Spewing]

Anyone with transformer knowledge would like to help out here please step in.

This stuff is beyond my

Thanks

Luc

Your circuit has been updated and is at my forum.

Br, Hydrocars.

[sparks]

     @gotoluc

   There is so much mass in the choke coil that the voltage says screw it I'm gonna flow along the surface like wave energy flows along the surface of the ocean.  The voltage still gets to the sparkgap but it comes in the form of a wave instead of slow flow.   In electrical terms the transient current is suppressed by the choke.  Since the discharge technique employed results in mostly transient current we get voltage to the load not requiring current flow through the conductor.  Electromagnetic waves travel at the speed of light whereas electrical currents flow millimeters per second.  I like speed.
   Meyer used chokes on both sides of his hho gas generator.  This was to make sure that the wave fronts appear across the spark gap/capacitor/fuelcell/etc. to maximize charge seperation.
       

[gmeast]

@Loner,

Thank you for the drawing and explanation.

>>Why are you trying to use an isolation transformer?

I think the main reason people use an isolation transformer is because the small inverters
has a mosfet output stage to make a "simulated" AC voltage. This output stage is prone
to blow up if the inverter gets the initial coil pulse on the input. Since there is a diode string
(or one HV or several HV diodes) connected for minus voltage to the high side of the ignition coil
then there is a path for the positive high voltage pulse to travel back to the inverter and fry the
mosfet transistors. A isolation transformer will prevent that from happening.

Groundloop.

Hi all,

Correct, and on top that, with many of these types of circuits there cannot be any solid reference to either battery 'plus' or battery 'minus' until the time that a flow path is provided by the spark in the gap.  Up until that point the CDI or discharge Cap(s) are floating around and charging up.  The isolation transformer allows this to happen.  It is non-intuitive and one of the most non-mainstream engineering principles I've ever become familiar with.  It's awesome !

Peace,

Greg

[jstadwater]

Hello all,

Just completed another bench test run for 30 minutes continuous at 2,250 rpm. Closely related to highway speed at cruising. Ambient temperature today = 92.5 degrees F. Temperatures on ALL components pretty much peaked within the first ten minutes of operation and never went a single degree higher throughout the remainder of the test.

Here's the setup: discharge caps = three oil filled MW caps wired parallel, total capacitence = 2.5uF, lowest voltage rating of the 3 is 1,750VAC
MAX recorded temp = 96.5 deg. F. at top of caps

Voltage TRIPLER using three electrolytic caps 120uF 450V and three 1N5408 diodes, 1000V rated at 3A, voltage output = 460VDC
MAX recorded temp = 98 deg. F. at top of 1st cap. Cascading temp drop to 3rd cap in circuit at 93 deg. F.
Diodes remained at same temp throughout test.

Storage cap between tripler circuit and resistor is 15uF 450V
MAX recorded temp = 98 deg. F. at top of cap

Resistor used is 100 watt bulb = 10.4 ohms
Well lit, continuous brightness fluctuations throughout test.

HV blocking diodes at each spark plug are NTE517, 15KV rated at 550mA. Used two diodes parallel at each plug. Spec sheet says operating range is up to 302 deg. F.
MAX recorded temp = 120 deg. F. at cathode end, anode end varied from 5 to 10 degrees cooler than cathode end

Spark plugs are "COPPER MARINE" by Champion 827 M L76V
MAX recorded temp = 99 deg. F.

And when I sprayed water mist on the plugs..........OH MY GOD!!! The intensity went to "WAY COOL"

This video demonstrates the exact components used for the recorded stats I posted above from running the circuit at about 2,250 to 2,300 rpm for 30 continuous minutes.

My only regret is not having a good enough camera to capture the effect as it is in person.

http://www.youtube.com/watch?v=FxMOUQTTM6w

[gmeast]

Hello all,

Just completed another bench test run for 30 minutes continuous at 2,250 rpm. Closely related to highway speed at cruising. Ambient temperature today = 92.5 degrees F. Temperatures on ALL components pretty much peaked within the first ten minutes of operation and never went a single degree higher throughout the remainder of the test.

Here's the setup: discharge caps = three oil filled MW caps wired parallel, total capacitence = 2.5uF, lowest voltage rating of the 3 is 1,750VAC
MAX recorded temp = 96.5 deg. F. at top of caps

Voltage TRIPLER using three electrolytic caps 120uF 450V and three 1N5408 diodes, 1000V rated at 3A, voltage output = 460VDC
MAX recorded temp = 98 deg. F. at top of 1st cap. Cascading temp drop to 3rd cap in circuit at 93 deg. F.
Diodes remained at same temp throughout test.

Storage cap between tripler circuit and resistor is 15uF 450V
MAX recorded temp = 98 deg. F. at top of cap

Resistor used is 100 watt bulb = 10.4 ohms
Well lit, continuous brightness fluctuations throughout test.

HV blocking diodes at each spark plug are NTE517, 15KV rated at 550mA. Used two diodes parallel at each plug. Spec sheet says operating range is up to 302 deg. F.
MAX recorded temp = 120 deg. F. at cathode end, anode end varied from 5 to 10 degrees cooler than cathode end

Spark plugs are "COPPER MARINE" by Champion 827 M L76V
MAX recorded temp = 99 deg. F.

And when I sprayed water mist on the plugs..........OH MY GOD!!! The intensity went to "WAY COOL"

This video demonstrates the exact components used for the recorded stats I posted above from running the circuit at about 2,250 to 2,300 rpm for 30 continuous minutes.

My only regret is not having a good enough camera to capture the effect as it is in person.

http://www.youtube.com/watch?v=FxMOUQTTM6w

Very exciting ... thanks.

Greg