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Stan’s Legacy

Tom C

35 posts · 1,849 more in threads this archive does not carry · writing between Sep 2012 and Feb 2017

An identity on Energy Science Forum as it was harvested, not an account on this site. Nobody here has claimed it, and nothing connects it to a person by name.

Stainless Steel Battery

#5 ·

1- its not plate count that determines voltage it is cell number. plate count per cell determines capacity.
2- in an alum battery the elecrolyte still impinges on the lead, the chemistry is still in the lead components not the alum. dont confuse alum and crystal batteries they are different. as said above try it with a small cell prototype first. I dont think you will see the results you are looking for with stainless.
3- alum batteries have a different impedance and crystal batteries have huge impedance so crystal batts are not good for hi voltages.

Tom C

Trick of COP calculation

#22 ·

freeenergy wrote:

Dear Tom

When you said 80& of DOD, it means to be discharged 0.8x7.2AH (capacity of battery)=5.76AH out of battery at 0.36A (C20 rate), am I right?

Best Regards
yes 80% of the batteries capacity. at C20

Tom C

Trick of COP calculation

#15 ·

freeenergy wrote:

Dear Tom

Thanks for your patient. OK, I will follow your instruction, continue to charge until 16.2V and discharge to 12.2V. I will see what kind of improvement I can have. It is quite frustrating to see no improvement after 11 cycles.

Is the 14.5V resting voltage, terminating voltage or voltage just before SSG stops? How did you calculate 80% depth of discharge is between 12.2 and 12 volts? And also how did you calculate 13.2V is only 65% of charging?

Best Regards
1- your junk battery will not go that hi probably, on the SG it will stop where the sulfation will no longer come off the plates. i did not expect to see improvement of your battery at all given how it has been treated. stop wasting your time with that thing. if you want to desuphate it crank the current up on the primary and blow the sulfation off the plates. its the pulse that cleans the plates and dissolves the sulfation. you will not have over unity at ALL but your capacity may come back, maybe !! you cannot expect increased capacity or faster charging with a junk battery.

2- do you have the manufacturers specs for your battery? read them and use them as a basline for YOUR battery. 14.5 is the charge termination voltage usually from the manufacturer but it VARIES by manufacturer. your batteries might be good at 15.3 not 16.2 as John K has said. its DIFFERENT for every battery. Peters batteries were deep cycle Golf kart style 6 volt cells.

3- by running a battery charged to 13.2 on my CBA and comparing it to what its capacity should be. often times a battery will sit at 13.2 for a very long time as it fills up. you need to research charge curves for batteries to see what they look like.

its all about the battery....... the machine performs based upon what it is hooked to, its not magic. learn the theory of operation, then learn about lead acid batteries and then you will answer for yourself your questions, it will be obvious why the battery wont charge up fully.

Tom C

Trick of COP calculation

#13 ·

freeenergy wrote:

Dear Tom

When I used SSG to charge battery (12V, 7.2AH), I charged 24HRS and maximum I can charge to 13.35V (End Resting Voltage). As SSG can rejuvenate battery or improve the battery's capacity, so I think it does not matter if the battery is junk battery or good battery. Discharging to 10.5V is the default cutoff value set by CBAIII. Of course I can change the default value but I want to remain it now as I want to compare with my previous 10 runs by SSG. In the meanwhile also compare with those runs by conventional charger. I want to see SSG is a really better charger over the conventional charger.

I want to attach my COP table of running by SSG and converntional charger here. May I know how to attach here

Thanks
you can discharge to whatever you want..... its your battery you are destroying. the CBAIII has no idea what the cutoff should be. I have a cba IIII it has all the variable for discharge. I suggest you contact the battery manufacturer and ask them what the cutoff voltage should be. you are destroying your battery. of course it matters if your battery is junk when doing sg cycles!!. if you are rejuvenating that battery, then a charge discharge cycle is all you need, no cop calculations. rejuvenation is not over unity, ever!! you will not get hi cops with a junk battery, all the energy is being used to desulphate.

you are not fully charging your battery if you are only going to 13.2 thats only about 65 percent. the fully charged cutoff voltage for a battery is around 14.5 if you read the manufacturers spec of most batteries. peter lindemann in his battery secrets lecture talks about how he likes to see them at 16.2 because that is where ALL the material is returned to the plates where it belongs and where the battery simply becomes a hydrogen generator. you are wasting time trying to rejuvenate it if you are discharging to 10.5 that is undoing anythng the SG may be doing to restore the battery. 80% depth of discharge is the max you want to run a lead acid battery at which is between 12.2 and 12 volts. batteries are like a living plant you gotta tend to them the way they are designed or they will die. you wil be frustrated with your results if you dont learn about the battery first. use the go advanced button when you post to attach something.

Tom C

Trick of COP calculation

#10 ·

a junk battery will give you junk results. no wonder you are having problems. discharging 10.5 is too low for a lead acid battery unless it is a true deep cycle 80% d.o.d. depth of discharge is what you want to discharge to. and you need to charge your new battery to at least 14.5 Tom C

Trick of COP calculation

#5 ·

freeenergy wrote:

Dear John

Thanks for your reply. Yes, I believe charging battery with SSG is by using conventional electric energy and radiant energy. But what is the point to charge batery like that? Compare with conventional charger, SSG takes very long time to charge a battery and do not know when it is fully charged. By using conventional battery, the charging is fast and it can automatically stop charging when the battery is fully charged. Moreover I believe SSG's charging efficiency (based on the input from primary battery) is not as good as conventional charger as there is energy consumated by turning wheel and turning wheel caused enery lost.

Maybe another explanation of using SSG to charge battery is it can prolong the battery discharging time. But how to prove it? So far, I have done 7 cycles (The battery was charged by SSG for 24hrs) and discharged by CBAIII. I compared with converntional charger's charging performance (I charged the same battery for two cycles before I switched to SSG) and I found it was worse (less time spent to discharge to 10.5V default cutoff voltage).

I am a fans of SSG and I hope experts here can clear my doubts.

Thank you very much
its not about how fast you can charge your battery. the SG is to understand a concept of harvesting the dipole from the vacuum. if you cannot charge a good lead acid battery with another good lead acid battery of the same amp hour rating, your machine is not tuned. something is not right. thousands of replications thousands of successes. its not about length of time with the SG its about what it does to the battery and where the energy comes from. Tom C

The level of the electrolyte.

#6 ·

kingstingtin wrote:

Thank you John. I'll add the water, hoping that it will not affect the results.
adding water to a lead acid battery is the NORMAL thing to do. I have 80 trojan T105's that are charged Daily, and topped off with distilled water DAILY. if you expose the plates to air, that part of the plate dries out when charged then it is no longer considered active plate material, and your capacity goes down. so keep your battery topped off, the charge cycle is breaking down the water into oxy and hydrogen, its a byproduct of the process.

Tom

Overunity devices.

#6 ·

Tarakan,

what you are asking for has been done hundreds of times, the inventors are then killed, bought off or threatened. The amount of money you have does not matter. Eric Dollard has been destroyed several times over financially and is living in a camper in a desert somewhere, the cold fusion guys were poisoned with a lead pipe to the head, it goes on and on. John Bedini was threatened with his life if he put the info he had out to the public. Tom Bearden was almost asassinated with an ice bullet at an airport. Stan meyer was killed for his water fuel car system. noble gas engines never seem to get off the ground. you have to build it yourself and do the research, no one is going to hand it to you on a plate.

You must understand this, any true overunity device is taken by the u.s. government as a national security interest. Gabriel Kron had network analyzers that Ran themselves 50 years ago, have we ever seen it, no because the U.S. Gov has it and is powering satellites and military equipment with it.

Did you know they had laptop computers at the D.O.D. in 1960? this is from an eye witness I spoke to in person. yo will not find what you are looking for here. buy a lab, hire some really bright guys, and then hire Tom Bearden to continue research on the M.E.G. Tom estimates 4 million or so in research to get a small table top unit working.

Tom C

Somender Sigh grooves in cylinder head

#3 ·

vzon17 wrote:

Somender Singh has been awarded an US Patent for his discovery of how to gain more engine power and economy by utilizing a small groove cut into the squish area(s) of the typical Internal Combustion Engine (ICE). The Groove(s) allows gasses to expand and compress with a quality that has consistently improved fuel efficiency, lowered operating temperature, improved torque and max power as well as lowering idle speed significantly.
Just an intersting little modification I plan on doing on my car. 1966 chevy biscayne with 6 cylinder.

I am rebuilding a 6 cylinder 250 chevy engine which will have multiple technologies to improve mileage.
1 - most moving engine parts coated with tungsten disulfide.
2 - Singh groove machined into head.
3 - swirl grooves put inside intake manifold.
4 - PCV bypassing engine vacuum
5 - HHO fuel catalysing for shortened burn time.
6 - Plama Igniton
7 - vapor generator for improved mileage, vaporizes fuel at cold temp
8 - High compression pistons
9 - steam injection...water injection to replace part of fuel
10 - exhaust scavenger that goes on end of tail pipe V-diode MPG Enhancer
11 - all the little tweaks and adjustments outlined in the Eagle research books on mileage improvement DIY energy saving methods and devices
Like the carburetor enhancer, the hyco and the hyzor running off separate alternator to produce actual browns gas.
12 - Aerodynamic changes to car including blocking radiator, and using turbulator tape and vortex generators on various body edges
13 - Use of friction reducing lubricant additives in engine, transmission and rear end and axle bearings. With an eye toward the Diamond lube system.
14 - top cylinder oiler.

Goal is to have a large size car that gets 50 plus MPG
some things you may want to add..

intake and exhaust port matching, blueprint the head to match the design spec of the ports
3 angle valve cut for the valve seat. make sure your valve seat to face witdh is the same across the whole set of heads
match valve springs
polish exhaust valves
polish exhaust ports or have them chromed
chromed exhaust manifolds

as many mechanical advantages as you can come up with to reduce friction will help. looking forward to your results.

Tom C

SG + Wind Turbine + Air Compressor

#6 ·

Prinsloo wrote:

Hi TomC

NO combustible exhaust gases as it is only compressed air. iow NO spark plugs and NO gasoline/petrol !

Obviously one needs to get the engineering and the correct angels etc on the cam lobes,

Theunis
yea should have read more carfully, always thinkin about da gas engine! you actually would not need cams at all. just an injector valve combo, timed off the crankshaft. push it in, let it out no need to use either valve just the spark plug hole. although a hi volume exhaust port would reduce the energy needed to evacuate the cylinder. need to figure out what velocities are needed to get the remainder of the compressed air out of the cylinder. Air-powered go-kart hits the tracks | CNET UK

I have driven one of these, a lot of fun.

Tom C

SG + Wind Turbine + Air Compressor

#4 ·

Prinsloo wrote:

Hi guys

Was thinking on this the other day, just the basics.

If you can convert a 4 stroke engine to a 2 stroke by changing the cam shaft, no intake valves needed, (only an exhaust valve to close on every TDC and open on every BDC)
only 2 exhaust cycle compared to a normal 4 stroke engine, will have some high pressure air injectors, etc. changing the computer mapping etc. (maybe still a lot of other things.)

Stroke 1: piston at the TDC, exhaust valve closed and have a air injector blow/force compressed air into the piston down, piston moves down, (don't need an intake cycle !)
Stroke 2: piston reaches BDC and exhaust valve opens piston comes up and release the air pressure in the cylinder, immediately when piston reaches TDC exhaust valve closes

and back to stroke 1.

You have two power stroke in 1 cycle compared to a normal combustion engine.

Imagine no more oil changes, spark plugs, etc

Wheres the guys with the maths that can conjure up some figures and see if it is feasible ?

Theunis
there are some other things to deal with, you will need to figure out a way to completely remove all exhaust gasses from the intake track, to keep the intake mixture clean. on a 4 stroke a little bit of the fresh combustion mixture is drawn down into the cylinder, hits the top of the piston and pushes the exhaust gasses out the exhaust valve. then it is drawn back in as the exhaust valve closes, that is why cam timing AND the shape of the lobe is so critical. personally I think turning a 4 stroke into a 2 stroke is not practical. some have done some deisel conversions of 4 strokes but the pressures required are much higher and those motors usually blow out head gaskets......

Tom C

1.473GHz

#3 ·

ComSensProds wrote:

1.473GHz has be achieved at 2.4V with one crystal alum battery, via three E core coils, cascaded inner looped joul ringer circuit. The 1.473GHz“hydrogen oxygen splitter frequency” used in NASA and by Stanley Meyer. Fuel = C8 H18 We have been running on hydrogen since the invention of the internal combustion engine. Ether, Aether, 528Hz All should be common knowledge/right.
Please do not post cryptically, there is plenty of room to explain what you are doing, include some pictures, etc. For some none of what you have said is common knowledge so please explain what exactly you are trying to communicate.
Tom C

combine ICE with steam engine

#2 ·

any time you convert energy there is loss. to burn the gas to run an ice then using that heat energy in turn to make steam and then turn a turbine is a loss of energy in an exchange. oil fired steam engines are the closest thing to in internal combustion "steam engine" you will get.
Tom C

Introduction

#26 ·

Gary Hammond wrote:

Hi Ken,



Yes, it made about 2 or 3 psi boost in the manifold. But it would only run a few minutes untill all the oil was in the separator instead of the oil sump! NOT GOOD! As a result, I was never able to drive it that way.

Theoretically, this idea would produce 14.7 psi boost if it had an infinite compression ratio in the crankcase and there were no pumping losses. Mayby a little more due to the heat of compression. Of course in the real world a well designed, from the ground up, engine would probably only attain a 5 or 6 psi boost which would still give a good power increase. And a proper redesign of the lube system and oil separator would solve the oil entrainment problem. As would never allowing the oil to mix with the air in the first place by using a sealed lubrication system.

Another neat little trick would be to install automatic intake valves in the piston top with only cam operated exhaust valves in the head. This would be a uniflow design with high breathing capacity, internal cooling, and better heat managment in the engine.
deisel

Tom C