russwr

After studying original wiring schematic , a 2nd design of original "special" dual coils relays was rebuilt for testing auto engine on water vapor pressure + Hydrogen. This one will later be tested when ignition modification is completed for higher voltage. The 2008 test had the high voltage going through 2 coils in series with 12 volts fed in. The high + low volts fired spark plug same time, at much delayed engine timing. The new 4" by 4" box is smaller, lighter, takes up less space than the PVC pipe and holds vacuum on mounted gauge, for the interior magnetic spark gap. Two types of diodes are mounted on inside and outside . The twin inductors are held in with hot melt glue. Those of you who were following the data on the S1R9A9M9 engine tests and web site, will now know about substitutions being possible on the "Special" relays back at that time. The original parties were not able to figure them out properly. Only those small sealed vacuum relays were able to allow engines to run smoothly with loads applied at various RPM's with water in carburaters 2005-2012.

Enclosed, please find pictures on my latest sub assembly. Nathren’s Original dual coil relays , that were supposed to be used on traffic signal boxes, were used on auto 4cyl, 6cyl, and 8 cyl engines. ONLY the original sets of relays with EGR allowed the engines to rev up and operate load applied and run smoothly. Homemade electronics and ALSO purchased relays did not allow smooth running. The shop gave up about 2012 according to website Waterfuel1978. That means the shop technicians were NOT any better than you and me. Even 2 more helpers were hired at that time. The car circuits used 1 relay coil with high volts, and the 110vDC went through 1 relay coil and onto the engine spark plug. Wire coils are only about 1 ohm resistance. That’s why plugs were 6000 ohms as electrical load. The signal lights were 0-6-12 volt auto bulbs behind colored lenses. The car spark plugs do not allow the small coils to burn out! The 7 amps listed is PEAK current as on garage oscilloscope reading, not average or rms amps, so the actual current is much lower. The Briggs 18HP engine in 2008 used the S1r coils assembly, diodes, and 1 set relays inside the plastic tub on side of engine during the Youtube videos. The high voltage went through 2 coils in series (he said so twice ) and through the magnetic field of S1r coil electromagnet. This was to extend the timing past TDC, because mower engines have factory set timing. Mower engine is Zero ohms spark plug, however, my on going circuit for 12HP is about 3 ohms on about 14V DC input which will protect the coil at 4 amp. The website showed size of coil windings and gauge of wire . My calculations showed about 2.8 MH and about 1 ohm of coils each. These INDUCTORS can be purchased in any size. The new sub assembly will have to wait to be tested as the ignition high volts is not completed yet. My intermediate hand made transformer with Stens trigger is working+ needs to be tested with pre 1982 magneto coil for much higher AC pulse volts, so as diode output would be lowered to about 12KV POSITIVE DC. I’m using positive DC for better control + no shocks. Mower engines are Negative ignition volts with positive ground. The sparks jump upwards. My 2 ohm protection diodes bank uses the old style TV Damper diodes which have way less forward waste volts, but have to be used on circuits with less than 15% duty cycle, and the magnet DOES go around the flywheel and fires in that range, so they can be used to save energy drawn from input power. The vacuum chamber assists the DC INPUT Tesla type magnetic spark gap ( N+S) which produces small amount of Radiant energy that will follow conductors to plug. The vacuum prevents outward loss of energy stream into normal air. The return neg HI V. flyback pulses can follow around and back up to inductor coils just like inverse parallel diodes on relays. This could be another reason why Nathrens circuits BUILT, had electrical interference if diodes were not included.

Working on bench set up for S1R9A9M9 conversion of 12HP riding mower engine , for running on water vapor pressure and minute amount of hydrogen gas. The original magnetic coil used in 2008 Youtube videos that used 10 amps was reduced to 6 amps as it both forms the field over the ignition wire , as well as firing spark plug. Magnetic field formula is reworked so as same field generated at less amps with increased turns. Protection diodes bank for power supply and battery as series linked 15kv set. 1500v old style Damper diodes are more energy efficient with less waste forward volts and heat, but require less than 15% duty cycle running, which just happens to be this magnet flywheel circuit. High voltage goes through spark plug while amps passes also. The spark timing is ATDC, and only in milliseconds. Inductive ignition is in milliseconds , while CDI is in microseconds. The Briggs on board alternator and diodes are upgraded for more power output, capable of self running system. During the downward travel of piston , the vacuum assists the spark induced expansion of liquid to gaseous state under more pressure. The small current of course generates hydrogen.
The high voltage line requires inductor (that replaces original dual relay coils), of about
4-4.5Millihenries which aids the increase of spark time that's required, as well as the magnetic coil. The 2005-2008 car +18HP Briggs engine successfully used, miniature, original traffic signal relays that had 4 contact gaps contained , with diode, and sealed enclosed in vacuum chamber with outer high dialectric constant black ceramic, for high reliability . These were highly unusual dual coil relays that mechanically switched back and forth if needed, with return springs. Electromechanical relays used to be used in traffic signal power boxes mounted on pole in Georgia. High voltage was applied from car/ lawnmower coil , so as the contacts were actually sparking gaps. Radiant energy may have been evolved that followed conductor to spark plug gap. The magnetic/radiant field was at plug gap until spark plug finished firing. Regular in line coils did not work as well and field dropped too early in timing. (See references to Tesla magnetic spark gap requirements and Website Yahoo groups Waterfuel1978 messages.)
The ignition requires about +12KV DC , (less than +15kv DC protection), which is the hardest section to complete. No protection was used during those S1R9A9M9 2008 videos. Testing now done with hand made intermediate transformer with Briggs/or aftermarket Stens trigger, as preamp volts to regular Briggs Magneto coil, (not SS Magnetron). The much higher volts produced would be put through half wave rectifier as microwave diode. The 30kv pulse AC would reduce down to about the needed +12KVDC. North pole magnet on flywheel provides the free energy, rather than drawing more amps from battery to run a car coil. Initial 19VDC converter and starter starts circuit, then after engine catches, the alternator would run circuit of estimated 18 amps.

S1R9A9M9 Briggs 18HP Mower engine Conversion To Water Vapor Pressure 2008

UPDATE NOTES ON S1R9A9M9 18HP BRIGGS ENGINE CONVERSION TO WATER VAPOR PRESSURE

You Tube video #4 was regarding a retest of same 18HP Briggs using the S1R9A9M9 coil assembly, water, and light bulb as circuit electrical load ohms resistance. You have to back up a ways to understand what really happened. Nathren was owner of electricians service shop business , but a non technical person. He had actual technicians that did most of work in his shop on the 1978 car conversion, v8 engine on stand conversion, and 18HP riding mower engine conversion to water vapor pressure. He had a write up on the circuit done and a legal format, so that it's dated as his work at that time. The website is only a question and answer message board, not a detailed method. He never wanted to reveal outright the total designs. For Video #4, only the originator would fully know all the wiring done and reasons why, to make it work. Nathren had hooked his transformer up from DC battery through the primary side of transformer and through DC light bulb. This would never work for video #4. All techs know that only AC or Pulsing on + off DC will run a transformer. Also later on, when his visitor "hot shot" mechanic came to his address from 1000 miles away to check claims on Briggs engine, Nathren briefly agreed to show his mower engine but only to a point. During that next engine video, it was never tested to see if it would run at all on any fuel. No proof that there was any compression. The engine didn't run. The later video #5 engine tear down showed stuck valves, so as compression not viable. So much for visiting self claimed qualified mechanics . That same, later time Visitor was told about a resonance between one side of coil (primary) and 12vDC fan motor used as resistance load when hooked to battery and engine would run. Of course it didn't run then either in that video. In the workshop, another means could have been used, if the real ORIGINAL MOTOR armature had two points of wire snipped on Commutator at 180 degrees apart, the wave form of spinning motor on oscilloscope shows on + off DC when connected to ground. This would run a transformer and have an inherent self resistance.

Video #1 -2008-The plastic tub hanging on side of engine contained the S1R9A9M9 coils, and a double coils relay for Hi V line. Two wires enter at top - Hi V line from ignition coil Magnetron - either regular negative high voltage or Positive high voltage by switching wires around and plugging into tab pulsing shut down terminal on side of magnetron. Second wire is the Plus 12vDC line from battery on the ground. They are covered together with spiral black electrical tape. (Black spark plug cable not visible) Final white wire at tub bottom goes to spark plug.

Video 2 Only- The extension cord wire attaches to tub, but only used in video #2 if induction was needed, and grounded. Grounding of cable possible by jumping plug end of cord so as "double length" and so grounding is available at inside of tub. When started, battery disconnected, and engine runs on power from "dual" on board alternator DC 10 amps. (Inverter box not connected). Another wire with series of two microwave high v. diodes inside tub blocks the High volts, and allows passage of the low volts current from secondary of S1R coil so as a "COMPLETED CIRCUIT. (The 5 turns secondary is both high v line and also secondary of S1R transformer)

The normal 2 wire output of dual alternators on the 18HP Briggs , provides the pulsing on + off DC which would be required to run transformer primary with single diode type half wave rectification. By putting both outputs together, more amps is realized available. Video #2 engine starts on Battery power, WHICH MUST HAVE PULSES for induction type, then switches to alternators when battery disconnected in BOTH S1R9A9M9 Videos 1+2. 10 amps drawn for the Video 2 induction effect into 5 turns secondary. Ohms resistance primary side from wire and possible third relay coil , about .8 ohm. The original notes said stainless steel wire was used for primary 20 turns (7+13). SS has higher ohms than steel wire.

No, it was not funny to see a video #4 made with a non running engine, unless Nathren decided not to share data, and put end to this, and his techs project by showing non running engine. He was also afraid of other people getting hurt from car battery explosions trying to recreate the circuit. He could of also hooked it up wrong because he did not at all know the proper way to run a transformer. In his notes, Nathren called his special wire assembly a combination of" booster coil" above an "electromagnet", for amps applied and also late timing adjustment A.T.D.C. extension of spark time with magnetic field over High V cable.

Video #1-2008 used "direct connection" of 13 volt straight DC battery charger to spark plug top terminal with high voltage same time, during starting of 18 HP engine . It worked, but dangerous.

Video #2 -2008 may have used some (type) of induction method for primary because he (Nathren) said it ran both ways in both videos. His website on Yahoo- Groups- WaterFuel1978 was written up as circuit ONLY by induction method. However, there is contradiction. I'm inclined to rather believe his 18HP ran with direct connection in both videos #1 + #2 on You Tube video. S1R9A9M9. (Message no. # 5669 says plastic bowl not grounded.- extension cord)There is a lot more data I discovered during study of his particular project (sparking water) if one sends specific questions.

S1R9A9M9 circuit - updated bench work replication- new techniques applied.

[QUOTE=russwr;25592]Website reference to earlier 18HP water vapor conversion:


"Update" to the ongoing electronic project about the water powered lawnmower engine is that it's divided into 6 sections. 1.- Low voltage circuit with 6 amps out. 2.- Modified S1R9A9M9 timing coils assy. 3.- Sparkings section. 4.- on board alternator modification for 20-25 amp DC output. 5.- Diodes bank protection of battery and power supply. 6.- Increased high voltage for spark plug.
Currently, in spare time , the ignition coil is now being replaced, since mower coils only have 4-10kv. The proposed working circuit needs 24KV. The test set up is Briggs ignition core with the ss conversion module #394970 mounted in available space on core leg, with large rivets facing down when mounted on engine. The magnet passing by on flywheel initiates proper timing . The core coil wires are not used . Only the module clicks to allow grounding of separate 60kv pulsing module. With string high voltage diodes, it is to change the pulsing to high voltage DC of about 25kv. (times .4) That's about the limit for the separate diode bank protection. The battery uses Dc to DC converter for 36v DC capable of 6 A output. 36v divided by 6 ohms total circuit resistance allows passage of 6 amps on DC meter. Diodes form ohms and voltage losses, but are compensated for by higher input voltage. The current used on secondary side causes input draw 3 times higher. The set up under test is on a separate bench (not engine), using fan motor spinning mower magnet and balancing lead washers on wooden flywheel. Briggs coil bracket holds the Briggs core. About 23 types of timing S1Rcoils were built before settling on just one with insulated steel wire. The amperage is to go through the timing coil 20 turns before passing through spark plug. The magnetic field impressed on 5-9 turns of 30kv cable increases the spark time to allow longer contact of spark with water. After TDC , the vacuum effect of piston going down, same time still sparking, was to increase the volume of water vapor pressure along with a minute amount of hydrogen. The other available small engine universal timing modules rely on the primary coil voltage to initiate ignition timing and short the primary coil. Curved stainless knob electrodes for separate spark gap is preset for 8mm gap for 24kv passing through to the final wire coil before spark plug. This was to be POSITIVE high voltage with respect to negative ground. Plug will fire to same as previous spark gap in line. The original 2008 you tube videos of 18HP Briggs engine had 2 relay coils in series with high voltage. After building those coils and getting the meter values of them, they were consolidated into one double coil. The original relay coils are mentioned on 2008 Yahoo web site, Groups, Waterfuel1978. The zero ohms spark plug with water sprayed on it in the open, with higher voltage , and passing 5-7 amps, was to produce large spark noises and be capable of piston compression for running engine. Computer fans blow on diodes tube holder, and S1r coil. The input draw from lawnmower battery is expected to be about 23 amps. Riding mower types with Briggs engine have alternators. Various parts are interchangeable such as flywheels with 3 sizes of drive magnets, and the different amps of coils. The largest has 2 yellow output wires with white connector. The plastic ring could also be rewired with larger gauge magnet wire for more current. A bridge rectifier without voltage regulator would output even higher amps if needed. When later tests come out ok, parts would be transferred to a 12HP Briggs riding lawnmower engine.

Most mower engines are negative high volts with positive ground. That means if you attempt an electrical conversion of sorts for alternative energies, the ignition current will bypass the spark plug altogether and jump UPWARDS from ground up through a grounded resistor, grounded coil L, grounded capacitor C, or tap wire to ground. You will wonder why your added circuit doesn't work. The S1R9A9M9 coils assembly used on 18HP Briggs mower engine that ran on water 2008 was in conjunction with sufficient moisture at plug tip so that, having lowered ohms, the plug fired with the added 15 amps and upper voltage added. The misfires heard during the running engine was due the unregulated smooth flow of water that at times allowed a much higher NEGATIVE voltage to form which then would jump through another path rather than the effort of the plug gap. Problems like this can be eliminated by removing the SS Magnetron- ignition coil or armature as it is called, and changing this to POSITIVE high voltage to standard negative ground. Needed- one new pre 1982 Magneto ignition coil, OEM by Briggs and Stratton not aftermarket type as they can't be used. B+S 298968 in red /white box. Also the solid state conversion module kit #394970. The flywheel spins same clockwise direction but you want induction from magnet to form PLUS + positive current. Magneto is to be mounted upside down with large rivet heads underneath. The sliding trigger module should be seen on the leading side, as with (the Negative mode). This is all contrary to normal negative operation. Heat with solder gun and separate the two ground wires with pliers and heat + solder braid removal strip. Module also needs wire slid out and away from spring clip. Put screw vertical in vice and push module tube down upon it, raising up the clip and remove wire away. Then grind down this plastic tube flat , carefully down to edge near bottom of transistor. File minimum plastic on right side of coil (small rivets up),for room for module. This is a very tight snug fit, so that the trigger coil is under flush- with metal armature flat angle. Three wires are grounded to armature metal hole with screw and nut ( secondary bare ground, Primary loosed sheathed black wire and module wire with ring terminal. The 4th wire is other end of primary - the one with baked on brown insulation. This is hooked to module wire that was removed from spring post. Use wire connector type that has dual set screws. Package of 10 can be sawed separate. The completed hand assembled SS conversion coil is then mounted with feeler gauge at each end to flywheel edge about .006" or width of a business card. Then attach in series with high voltage output - one Microwave diode 15Kv .75 amp, cathode facing spark plug. You will now have positive high voltage , verified as firing spark plug with diode, and about 2000 Volts by this method, much less than the negative sense, but doubles when under compression rather than fired in air. The Negative normal Magnetrons have this SS kit built in and covered with epoxy. It's made to work only in one direction with spinning magnet on flywheel. Now your added circuits can be tested without interference from negative Briggs coils. An ohmmeter can be used to identify opposite ends of the primary and secondary of magneto. The Stens brand trigger uses the volts generated by primary winding so as not needing the spinning magnet for turn on/off. It's easier to mount with the coil.

Website reference to 1978 El Camino V8 water vapor conversion:

Nathren's methodology was called "electromagnet coil" + "Booster coil". The 400 Watt solid state inverter discharged as half wave DC with reverse diodes. The lowered duty cycle usage of spark plug firing allowed much less wattage output. His wording referred to the (8) dual coils sets of electromagnet switching relays. These were new, old stock, for Georgia traffic signal boxes. The DC discharge was THROUGH the inductance of wire coils themselves and through contacts. The inductance affects the on time of plasma spark discharge. Choking effect of coils reduces the overall high voltage with about 6 amps current + superimposed 60 volts and higher , due to diode /coil resonance. Ignition coil high voltage applied to relays bank did not form "spark over shorts" because of the high quality construction of ceramic housing formed sealed in VACUUM. Vacuum is perfect electrical insulation. Traffic relays had to operate in extreme conditions of cold, heat, moisture, all year long. Nathren said the car was driven several thousand miles before locked up in security garage. At some point, the car's water usage was reduced when replacement fuel tank was constructed to catch water drippings from exhaust system. The engine ran much smoother then. He had to call in technicians to figure out that there was NITROGEN embedded water from previous piston compresions. This contributed to spark plug efficiency and higher mileage per gallon along with saving on refills. Air drawn into manifold is about 90% Nitrogen. To get to power mode, past idle speed, the 2 carburetor main jets were redrilled to 300% larger holes for more water flow to intake manifold. The Inverter was needed to provide charging of inductance coils and amperage to plasma discharge. The distributor was readjusted for late timing , about 34 degrees ATDC. The relays were not used as normal click operation with separate power to contacts. Amperage has to be allowed through the plugs. Spark plugs need to be changed to zero ohms resistance. (end to end) Cross reference Non resistor type, - or use comparable Champion with same reach, and you can remove resister under the screw top with torch and pliers. Replace resistor with #12 gauge copper wire piece, then add same small spring and top. Oscilloscope readings have to be monitored so as current spikes are no higher than 6 amps to reduce erosion of metal spark plug electrodes. Plasma sparks instantly reforms water to vapor state under high pressure release. The injected current also allows small percentage of hydrogen gas as contributing factor to engine running. The 1980's work of Dr. Graneau is well documented. I have video copy of his seminar presentation, tv documentary, and tech journal publication of water vapor firings lab tests. Overunity sessions occurred when the duty cycle on time was extended per firings. (pressure energy vs electrical power input)

Reference to 18 HP Intek Briggs engine 31H777 that ran on water:

I have studied the S1R9A9M9 2008 You Tube videos 1+2, and Nathren's website data over extended time period. (Yahoo, groups, WaterFuel1978, messages) The covered plastic container on side of engine probably has the S1R coils assy, 2 diodes , parallel condenser, and Mh inductor. If you review the Video 1, and slow to 1/4 speed , you will see the black line from engine cowl going down to can. This is not the black spark plug wire with boot in the covered can. You can actually see 2 separate #18 gauge wires spiral wrapped in black electrical tape. The rubber boot is pushed up under plastic upper cowl with wire end attached. The extension cord from can is not used, as from previous failed testing with inverter. The inverter box on ground has input cables on ground, and not used for videos 1+2. The loose, short wire on plug top was supposed to be used for engine shut off means only. The battery charger on ground supplies the 13 volts DC , because the yellow battery is too poor. "Starting Mode" conversion circuit power is from the battery charger. The assistant applies jumper cable positive to starter terminal. Spinning flywheel runs magneto ignition. The accessory wire probably added to starter terminal goes around backside of engine and under upper cowl to some type of pulser unit such as buzzer vibrator relay. Pulser fires input voltage through contacts to series inductor with condenser / diode combination to raise voltage over 60 volts. The long ago older ignition type with distributor points and condenser was in resonance with primary coil and allowed upward of 300 volts across primary for the transformer turns ratio usage. This is how he did it for the lawnmower engine. Nathren said no capacitor in circuit!-- The older time wording was called "condenser" . He wasn't lying, just a play on words. The increased lower voltage, and amps current is superimposed on the ignition high voltage after passing through the choke magnetic field 5 turns. The 20 turns stainless steel wire is connected to the 5 turn high voltage end , (Direct Connection Method) then to the #12 gauge white wire exiting can to spark plug top terminal. The 7 and 5 turns "electromagnet coil" was for choking effect timing extension and the 20 turns (Booster coil) allows the amperage to pass along to spark plug. Circuit stainless wire resistance was about .2 ohm. He said the spark jumped upward as from positive ground. Starter motor power is then removed. ( battery positive completely disconnected.) Continuous "Idling mode" power comes from either second battery behind engine, or onboard modified stator charger ring alternator. (Nathren said no charger wires pack+ no magnets on flywheel to run it)??? He doesn't want us to know about it??? This model engine NORMALLY has dual wire output coils for riding mower headlight AC and 4 pulse amps DC to battery charging original purpose. The 2 other ends are grounded to casting. By combining both output wires to a Kohler PN voltage regulator with internal full wave rectification, 15 amps is instantly realized available at idle speed, AFTER the starting mode. Riding mower Briggs engines have many interchangeable parts. Three types sizes magnets on flywheels with various arrays of ring charger outputs. They are all identified without engine disassembly by observing cables behind starter motor. Number of wires, color of wires, connector type, connector color tells all as per Briggs alternator chart on internet. Nathren only said he did not hook it up to recharge battery. There is also output shaft pulley power available to use. The manifold vacuum pulls in ambient air, and water through hose from water bottle. Air bubbles into bottle from cap leakage allowing flow of water to carburetor by demand only, not gravity flow. Running engine sounds like water pump in videos 1+2. Carburetor float bowl was disconnected so as no residual gasoline was intended. S1R video #2 set up is the same, with just battery changed, with no battery charger.

The later time period "Smack" You Tube video with same 18HP Briggs engine was not hooked up same way. Induction mode was used instead of direct connection. Straight DC was applied in attempt to run S1R 20 turns side coil as a transformer. (not possible). The transformer secondary side also had no completed circuit without the missing extra wire and blocking diode. Also the engine had set in the storage garage for a year with moisture. Smack did not do a gasoline test to see if the engine could even run at all. The 18HP engine had rusted stuck valves- no compression, when he was at Nathren's property in Georgia, after 1000 miles trip. This was, at that time, a non running engine. These young mechanical minded guys are not as smart as they think they are, since no compression tester was used after driving all that distance.

Reference to 2005-2008 S1R9A9M9 web site Yahoo groups Waterfuel1978 forum + You tube videos S1R9A9M9 1+2. El Camino Car and 18HP Briggs lawnmower engines ran on water . Well known phenomena of amplified spark expands water to 1000 times as water vapor pressure. The unusual choking magnetic coils for ignition high voltage line allows for extended time of spark so as still sparking to after top dead center timing. Negative late timing needed for water useage . The other capacitor discharge method is too fast for proper operation, which is why Georgia man used wire coils . The videos were done with direct connection method to plug, without any High volts safety precautions to battery. Induction method would have been better. Hear Briggs engine sound like water pump! Initial power from battery, idling mode amps + voltage from on board improved ring alternator. (Battery disconnected)