Conversion was done about 2005-2008 on Chevy V8 1978 El Camino . Water in carb allowed about 3000 mileage at low power, 18mpg, before putting in storage. The 400watt inverter provided pulses about 7 amps at 110v DC to form Hydrogen fuel at spark plug along with water vapor pressure, that aided the piston pressure. Lots of people are not aware of this. Web site shut down. Data on internet about S1R9A9M9 work with car engines and the (2) You tube videos of the Briggs 18HP mower engine running also on water in carb. Battery start. battery removed. The lawnmower engine ran on the alternator electric current from the dual alternators and 12 magnets under flywheel.
For small power output generator, the ratio is 5HP for engine to 1 HP purchased separate electric generator so as keeps running with electrical loads. Adjustable EGR applied also increases efficiency with the Nitrogen added back in.
More data has unfolded showing that the 2 successful demonstrations of 18HP mower engine of 2008, had been using bottled water drawn into carb in a "vacuum" condition of engine intake , as being made more volatile to external media. The increased ignition volts to 24kv was applied to spark plug that has magnetism present from electromagnet. The impressed magnetic field of S1R9A9M9 triple wire coils on plug wire forms a required late ATDC timing of Briggs engine. There is a time delay again because of opposite reversed flows of power through the coils. Positive low v 13 turns to negative ground for electromagnet at the tap, and the connected 7 turns hooks to TOP OF PLUG, (Ground when fired) and positive ground ignition jumps upwards. The negative ignition has electrons going into the water mist changes to molecules of negative ions that repel each other and form pressure to push piston , along with small amount of Hydrogen at spark plug that fires also. The main energy came from the beginning car battery that was completely removed after start mode. The on board dual alternators provided either 10amps AC or 15 amps full DC for use , so as engine self running. The 300watt Inverter was not used.
Mentioned also from old documents was resonance between the water cell of spark plug water capacitance with inductor coil as resonant frequency equal to the input frequency of ring alternators. 3uf across alternators would make them equal. There are 12 permanent magnets to run alternators under the flywheel going around .
There was a university lab test done years ago that proved the notion of ionized expansion of water vapor to pressure. It also works with discharge of high v capacitor into water with resistor RC time constant. It has to be in milliseconds, not microseconds. The test chart showed that at certain resistance in series the BLAST outward was more than the input power and verified.
New configuration of S1R wire coils assembly from 2008 turns out to really be electromagnet providing extension of timing for mower engine running on water to hydrogen from spark plug electrolysis. It also provides required magnetic field over plug wire , down to plug electrodes. Special wind of 3 wires as - #14 , 7t 90degrees over 5 turns Hi V cable, 13 turns #14 over steel core and Hi V cable. See photos on Internet. The original S1R9A9M9 (2 )You tube videos showed Inverter box in background, not hooked up. That green 400Watt box was the same one normally used with the several earlier car engine conversions. Statement said it could not be used with 4 cycle mower engine. The real reason of this, was that the SiZE of box could not be hidden in hole of cement block with engine shaft. (A smaller 300Watt unit was used.) This smaller box fits cement block hole. The other plastic deli tub of parts, hanging on side of engine, was also painted over so we could not see in. Therefore the 3 technicians did not want to reveal all their technology from 2005-2019. Part of DC current , supplies the primary side of inverter , while several amps dc runs the electromagnet. Battery start. Battery fully removed. The circuit then ran on the dual type alternators with max 15 amps output DC, after rectification. The high resistance of salt water at plug tips requires about 100 volts to get current to push through.The cars used 6-7 Peak amps at low duty cycle. Nathren used 10 amps PEAK DC as about 1 amp average current. See videos with Briggs 18HP riding lawnmower engine on cement block running on water flow to carb. Self running using Hydrogen gas + water vapor pressure. Low power of course but works.
Waste Spark Removal Briggs Mower Engine For Hydrogen Conversions
I completed building the circuit for eliminating waste spark. It's the plug in bread board type, not soldered. It's easier to make adjustments later. Two photos for you today. I have handful of different magnet Hall sensors to try out and see which one should be used on engine with NORTH pole. Some of them are industrial with cables. Three wire type as +Vcc , grnd, and signal out. Most Halls are used for South pole reception. You have to bend over the Hall for the rear side use, or reverse, and mount with bracket. I will use hand movable magnet north pole only for first tests. Then to switch over to my revolving wooden bench flywheel with magnet , Magnetron, and spark plug. First yellow Led is first state (Fire) , the red Led is 2nd state with relay switch on that shorts ignition to ground BEFORE magnet reaches T.D.C. Then next passing point is reset back to first state fire. The other guy on Youtube who built his soldered type circuit years ago has my same name Russell. His board is similar to mine - not copied. I designed it myself. Plastic board put in miniature vise with strong lamp and use needle nose pliers. With 9v battery use, I design small circuits with 2 ma type, .002A led's. Most Led's are 20ma .020A. The battery lasts longer, but those are expensive and are special order. You just change the resistors. Of course, 2 batteries can be put in parallel for more time. Yes, I'm still working on the S1R9A9M9 system. 'Questions?
18HP Briggs riding lawnmower Engine ran on water in carb, summer 2008 in Georgia.. See You tube videos 1 + 2. S1R9A9M9. Spark plug electrolysis. Battery supplied temporary current to conversion wires, then battery removed, The alternator under flywheel runs on 12 magnets. About 15 amps total divided up to about 4 amps electromagnet over plug wire, with about 11 amps to inverter box for 110v AC changed to full wave DC. 300W Box hidden in hole of cement block. The plastic tub on side of engine has small parts There was also an inductor about 2millihenry in series with plug. Spark plug Champion with resistor removed for zero ohms resistance. Peak current about 7 amp at about 15% duty cycle on time , which is about 1.2Amp average current on small meter. Flywheel with outer ignition magnet goes around 360 degrees. ATDC past zero for late timing allowed from electromagnet . His 1978 car V8 conversion got 18MPG. Don't allow battery ground and inverter ground to connect. Can insulate starter from casting with plastic bolts and washers. SMALL Hydrogen gas generated along with water vapor pressure to push piston.
The fumes from the engines were used in Georgia, on all engines converted successfully. 4cl, 6cyl, 3 V8 engines. Only successful engines had EGR system mounted. The exhaust gas contains Nitrogen embedded water vapor which is recirculated to intake manifold, so as engines run more smoothly. The Briggs 18HP was not changed over.. My 12HP Briggs has been converted to adjustable EGR. An engine is an air pump that compresses air which is 78% Nitrogen gas. The Meyer cell on engine also used this technique.
I'm changing my methodology of hook up to my 12HP mower engine. Instead of designing for full 20A alternator output to run the conversion circuit, I am changing over to bench "power source"
to run main circuit with the under the wooded bench engine vertical shaft for car 52A alternator , belts and pulley, to recharge 12v mower battery. This method fully allows no shorting-
electrical problem of Inverter box ground and battery ground. This is what hindered many people before, and I want a better chance of instant running of water engine when 1st started.
Project has taken too long.
Return line to Inverter hooks to wire and spring steel retainer clip on bottom of spark plug , just like from Georgia engines converted. One ohm power resistor in line for use with
oscilloscope to monitor and adjust current flow.The way to do this is with smaller Briggs engine that has flywheel with ALUMINUM ring gear. The matching starter motor will have PLASTIC
16tooth small gear. Starter is mounted with 2 black nylon plastic 8MM bolts 12mmm long with 2 plastic nylon washers. This insulates starter from engine block fully, when Inverter is
activated. Slight distance change inbetween the 2 gears. Ground cable attaches to starter housing.
Method is had by changing old armature Magnetron to the most modern Magnetron with dual cables, modern universal built in trigger , not Briggs type, so that Magnetron is NOT an
autotransformer. (Separate secondary side) The ignition process is self contained without using BATTERY ground, as power is from one magnet on outside of flywheel. Main power source is PURE SINE WAVE ONLY Inverter similar to Lvyuan 500W Blue box with MORE available SURGE currents, to get 7amp pulses through spark plug. The most common modified sine
wave type boxes do not give much higher surge current. Bridge rectifier and filter capacitor gives proper DC output.
What I'm talking about is the instants when the battery ground is normally at bottom of spark plug, and Inverter power jumps gap and connects with ground within the 0 to 34 degrees ignition
ON TIME, and repeated. This is also why a common boost converter or regular bench power supply can't be used. Inverter only with separate secondary side, they come in high frequency and
also 60 cycles.The 2008 2 videos had the dangerous negative high voltage on the car battery during the starting mode.
The S1R9A9M9 electromagnet allows high volts to go straight through without problem with the 12vDC line. I use 10KV white china cable to stop all shorts along with #16 gauge solid insulated
wire for the 12 + 23 turns, with adjustable pull core for magnetic field inside vinyl tube center. The series adjustable power resistor allows change in input 6A battery current for the
field adjustment. This will change the pulse on time of high voltage so as more contact time of Inverter current with the water solution.
Photo included today is gadget for testing firing of hydrogen by popping off end PCV cap as press fit. Baking soda/water solution put on plug terminals . The outer ground lug is cut off for
wide gap, and allowing blast to go straight out. Stainless steel marine spark plug is sealed in with epoxy at one end. Ignition white cable return line is screwed to plug base through
My main concern is the Briggs mower engine of 2008. The car conversion circuit was already given and told about the 400W Inverter to 110v AC. There was an absolute need for 100volts to spark plugs. The circuit for all car engines used same Inverter. The drawing showed about 35 Volts DC based on half wave rectification.( About 34% of transformer 110vac output) Power flowed through several diodes and 2 Inductor coils before plugs. (Relays per cylinder) All they did was change away from full wave rectification 110v FOR general public, so circuit would not work. All the rest was OK!
I had fully determined the interior of vacuumed relay with Inductors as 1.75mh as 21 gauge wire, .6ohm each. Wound 3/4" by 1 3/4" each of (2)
The lawn mower plastic tub of parts was painted - covered. Therefore, the Briggs 18HP needed a HIDDEN INVERTER BOX as smaller! I measured 300W box as fits in hole of cement block with way clearance for main engine shaft. I already showed you the wires for the Briggs conversion going into and out of plastic tub to spark plug and the source means for a ground wire.
I was wrong about the tap stub extra wire on S1R coils. See.... I can admit it! Only 2 wire ends used, and hooked to ground through resistor as electromagnet only , and on all the time for magnetic field. Separate power from battery, then alternator DC. 12v.
I am presently doing formulas with computer Chatgpt for on time spark plug milliseconds, and duty cycle, as referenced to the total power draw from source alternator as divided between the S1R electromagnet and Inverter 12vdc input. Max 20 amps total, as the Briggs 18HP was self powered by the yellow+yellow wires alternator 12 permanent magnets, hydrogen generated and fired, and water vapor pressure. (Spark plug electrolysis)
I need you to question me about certain datas related to S1R project so we can be at the same level. Do you understand about the special relays used on cars and unusual way how they were used? THE RELAY SIZE DOES FIT IN THE PLASTIC TUB! Did you see the wires on the Briggs engine? Did you see that only 13 turns of S1R coil is electromagnet because of underneath steel core? The number of turns of core section determines the duty cycle of pulse firing ON TIME. Nathren told us to vary as per best engine setting. You must also see 2 types of Briggs flywheel magnets as large and small regular as seen on Ebay. Mine purchased used as large magnets (more power) from 16HP engine. You can see the difference in size and distance between magnets is different.
I did highly accurate test on the 2 highest rated Briggs plastic Ring stators and they are EXACTLY THE SAME. BLK + BLK wires or Yel + Yel wires. 20amp rated as used with large magnets.
It's my current assumption that the conversion circuit of S1R9A9M9 2008 lawn mower water engine 18HP on You tube videos, had used a hidden "small dimension size" Inverter box, about 300-500watts , that was INSIDE the rear hole of cement block with engine on top . Plenty of clearance also for the vertical rotating crankshaft. The other parts were hidden in sealed, painted plastic tub , hanging on side of engine. we could see. Therefore, the Inverter power source was hidden also, so as after the battery was completely disconnected, the engine conversion circuit ran off of the alternator installed under the flywheel. The Briggs stator of yellow+ yellow wires is capable of 20amps dc current. The ignition only operates during about 34% of flywheel turning, so as the wattage from Inverter box is reduced by 34% also. So as current delivered in DC pulses was 6-7-10 amps DC., The hidden Inverter box was being operated in the upper region called "SURGE current" which these boxes are capable of. The pure sine wave type output boxes give much higher surge currents, than the modified sine wave type which is square wave pulses waveform on an oscilloscope. Remember the significance of the very low duty cycle. So now you know. The 400watt green Inverter shown in videos,was not used-, not hooked up, not because it couldn't run the engine, but because it was too big to hide in cement block. The conversion circuit required about 100 volts and current same time. The other S1R9A9M9 electromagnet provided the magnetic field to change the timing to extend to negative late timing, and also provide required field for the tips of spark plug. The high voltage cable hooked to the heavy current same time as going to the zero ohms spark plug. Hydrogen gas evolved and fired along with generation of water vapor pressure. 7amps X 110v = 770watts times .34 duty cycle flywheel usage, = 260 watts or less drawn power , plus the electromagnet current . Both draws are capable of the on board changed alternator. The black+ black wires Briggs alternator is the exact same low ohms as the yellow yellow. Just get the cheapest one. The 500W pure sine wave Inverter is about $40 called LVYUAN painted blue color. from US EBay shipping. Outer size 3.75" wide by 7.8" depth - IT FITS very loose in cement block, or 300W red LVYUAN 3 1/4" by 3 1/4" size.
I have some more tech data for you to consume. See also sheet Inverter output described by A I. I finally figured out why the green 400watt Inverter was not used. It was used OK on all previous car engines. Statement said it bogged down and quit as the attempt on operating Briggs 18HP. The You tube videos showed unit in background only, unconnected with clips on ground. It was placed there to mislead public. The engine started and ran in both videos. Previous MULTI CYLINDERS engines had used majority of wattage from 400W Inverter. The one cylinder mower engine required less watts power. The tech people used the brand power on board for 750W and 400W inverters. A MUCH SMALLER SIZE INVERTER FOR 110V AC WAS PURCHASED JUST FOR THE VIDEOS. The way "small" box fits in rear hole of cement block during the demonstrations. The 400W box does not!! The engine vertical shaft is in same hole rotating with great clearance from box. (box 3.3" X 3.3"300Watts) (They could of put the larger Inverter box in depression at ground level with cement block on top.) The demonstrations were keeping people from knowing all. Parts were not exposed. Parts were purposely kept in sealed plastic tub and also spray painted to keep eyes out. The Inverter pre made, allows the required 100 volts , due to the tiny electrodes of spark plug. The 10 amps initially came from car battery, then once engine running idle, battery removed, then the double alternators took over to run the conversion circuit. Dual alternators with just full wave rectification , without voltage regulator, provides higher volts and about 14.5 amps output capability. Here goes-- The positive battery cable clip touches starter terminal to run starter motor. Separate wire is also there going behind engine through diode. The input to inverter in cement hole, attaches to cathode side of diode. The diode prevents alternator from running starter. The alternator DC runs Inverter also, when battery removed. The S1R9A9M9 electromagnet provided magnetic field over ignition cable ( bare copper section) to form late timing from zero to about minus 34 degrees. The amps came from battery, then alternator DC at idle speed. Resistor in tub to limit current for S1R coils. The plastic tub connections needed for ground came from the exterior extension cord that was modified for extra long single wire to ground , and jumping the male end plug. The S1R coils is 100% on all the time to keep magnetic field at spark plug in-between firings. The power pulses to spark plug is on + off about 34% for ON duty cycle. (Flywheel going around 360 degrees) Plastic covered tub on side of Briggs engine contains S1r coils electromagnet, resistor, bridge rectifier for dual alternators, bridge rectifier for Inverter output, wire connectors, accessory spark gap, and wire joint putting output amps together with high volts going to modified zero ohms Champion spark plug. All previous car engines had 2 spark gaps in main circuit. The distributor rotor firing gap and spark plug gap. It helps to insure the plug fires rather than misfire. Mineral water was used for running mower engine with salt added that came from creek on the Georgia property. The dangerous ignition high voltage was on car battery only during the starting mode. (No series diodes protection bank) I was stalled, hung up , for long time on the 100volts source, power current means, difference between peak and average current, and higher high ignition volts. I found it greatly interesting to use the old style large clip clip board with mechanical pencil/eraser, printer blank paper, to form diagrams and notes over long period of time . I have many titled folders on different subjects related to the S1r project. (half cup of coffee helps) I will later be working on separate circuit to remove the waste spark cycle of Briggs engine. one and zero up counter IC and reset using Hall Effect sensor. Your comments will be appreciated.
the several statements made by Nathren and Nathren's son Nathren, is that all earlier CONVERTED car engines were readjusted for timing to A T D C to about negative 34 degrees , as that approximate point allowed the engines to run smoother and provided water vapor pressure as a secondary force on piston, as generated at the lower end of piston travel. On the 18HP mower engine , the 13 turns wire over steel core section WITH the cable, as electromagnet provided magnetic field on the high volts cable and caused the spark time to be extended in milliseconds. He said to add more or less turns , so as to get the best setting for running engine. My own improvement design over his S1R9A9M9 coils assembly was to make the adjustment variable by varying amount of core under #14 wire + cable, as a pull handle. (Like turning loosened distributor on car engine) Hydrogen gas used in standard engine requires way late timing . I also increased the number of turns as per ratio change required, when changing from original 10 A current to 6 A current, to maintain the same magnetic field level. . Car engines are 4 cycle as well as the Briggs engine, but it has waste spark cycle that does no harm to a running engine. Each engine will run slightly different and a blanket statement cannot be made, as they all will require adjustment in different timing points. Nathren had made statement as to the available special degrees flywheel keys as used for different timing on Briggs engines. They all , however, are only for the small Briggs animal racing engine flywheels. I don't think he knew that. The Georgia technicians did not modify Briggs factory timing, other than adding magnetic field. I just assumed they were too lazy to machine a curved aluminum , slotted, mounting plate for Magnetron, as for being adjustable timing thereafter with screws and nuts repositioning. I am presently testing my latest S1R coils as 10kv cable included, rather than bare wire or insulated hook up wire, or 30Kv cable, so as for getting a constant recurring 100v leakage transfer without shorting. The wooden flywheel arrangement with Briggs ignition works well with series inductor coil and diodes. Later, I will blend in DC current to spark plug with water solution and protective diodes section. The water solution presents ohms resistance and would raise up the input voltage required, as also tiny electrodes.
One of the original web forum paragraphs by Nathren , said in broken words, that there were other parts than the S1R coils in the plastic tub on side of mower engine!!!!!!! This was when he and son stopped saying anything more their set up as too much attention was received, and non-knowledgeable people had gotten hurt trying to duplicate his engine set up.
When the man, "Smack ", showed up, at his property after 1000 miles driving, the episode was on video tape and we could see what was going on. The wiring on failed running 18HP was not done the same as during the 2 successful You tube videos of 2008.
The Nathren back porch engine test was wrong also, as he was attempting to run engine with S1R coil as in induction type mode,- not with current output going direct to spark plug as needed. In one of the published answers to people's questions, way back in time, he said the output 12v current wire WAS CONNECTED to spark plug . (not repeated again)
Nathren and the 3 tech people in Georgia , 2005-2019, used the brand name (Power On Board), for the 3 types of inverters they used. 750Watt, 400Watt and I just ordered the other one called 150W as the plug in types for cigarette lighter.( DC to 120v AC) The small one may be important because,, with the outer plastic casing removed, The switching transistor circuit would FIT INSIDE the plastic deli tub on side of Briggs 18HP. Remember, 100 volts is also required to add to the low voltage main power and 6-10 amps, as going to spark plug along with the high voltage. There is a starting mode where flywheel turns slowly, and engine idling mode at faster RPMS. At both modes , the 100v is required and as DC with bridge rectification. Series current limiter resistor also put in, as it is not the main power source. My other idea was to hook up a tiny PC Board type miniature relay with 2 sets of contacts, with 12v DC coil, to act as a vibrator with capacitor added. Nathren had said in the web forum, that there was no capacitor in his circuit! He however, being non-technical person , may have meant "condenser" , as a play on words! Sen me your comments and questions. I will try to keep you updated.
I just wanted you to understand here about this 100v as another added in requirement for the Briggs water engine. The original web forum in Georgia started with the car engine conversions and the paragraph was about the car engine fender test (60turns coil test). 60 turns wire over steel core and also on the heavy THICK insulation of car plug wire. 12v DC through coil to series amp gauge reads 20 amps to an electrical load. When high volts fires, it induces reactance ohms into coil that reduces the current to 12 amps. (on + off 20 to 12A) There was no statement as to why it was done. We also know that there is about 100 volts induced into the low volts line. Now,,,,, on the mower engine, the S1R9A9M9 triple coils electromagnet has BARE copper wire that induces 100v into regular insulated hook up wire. Because of no insulation, the other coil is NOW ONLY 6-7 turns. I meter measured this several times with high volts pulses, and we always get about 100v transfer leakage induction with less or just some insulation. The Bare does occasionally short, regular insulation also occasionally shorts, 30kv insulation has no transfer, I am now using 10kv China white cable for tests and it should give 100v. This may be how the 3 tech people got their 100v on 4cyl tractor, 4cyl, 6cyl, (2) v8 cars, v8 engine stand, mower engine, and with diodes added, for the tiny electrodes for spark plug DC electrolysis. Either that, or a 2nd separate wound transformer was used as earlier mentioned.
Can Radiant energy pass THROUGH a spark gap and on through series circuit , if it's in a small vacuum chamber? There is way less dissipation into ambient air, and the energy may be useful downstream. In 2005-2008, A sealed extreme high efficient vacuum dual coils relay , as originally for an electrical 60 cycles traffic signals pole box, was used with engine experiments, to generate more efficient hydrogen gas from water. The engines would run with spark plug electrolysis, but only with the special relays applied to pass both high voltage and 7amps current! (not used for a relay purpose, but for contacts, diodes and inductors) I recently built one with Carlon sealable 4" box, vacuum gauge, valve, and Tesla spark gap with magnets, 1.75millihenry coils, diodes, cap and hand vacuum pumper tool. Not tested yet. See one of Nathren's / S1R engines running,- S1R9A9M9 You tube videos 1+2. It was started with battery. Battery disconnected. Engine ran on the 12 magnet alternator , - self running sustained with 10amp draw. The high V. came in exactly after the cathode of diode inbetween the 2 series coils, then spark plug. The 4 technicians in Georgia called them "The Magic Relays". The web forum shut down. They never figured out the secret!
####Nathren used his triple wire hand wound electromagnet to pass 12DC and SUPERIMPOSED 100v pulse to follow same output to spark plug. He said about 2008, that lawnmower engines would fire spark plugs and actually RUN at electrolysis for forming hydrogen fuel and fire same , for running engines. 6-7-10 amps plus 100 volts was required. His set up did not show any other parts capable of 100v. So,,,,,,, with a bare copper wire at high ignition voltage with inductance leakage transfer voltage of superimposed 100v across to the 12v line of insulated #16 gauge wire, the amps are AIDED by the 100v transfer? I actually measured this with neon bulbs meter.Several other guys got 100v shocked while holding the 2 insulated wires! The spark plug electrodes are tiny in engine, - for cell generating hydrogen, but he said that 100 volts was required. He MAY HAVE added an inductor coil to get get flyback volts, but requires extreme short pulse, such as fast switch. The only other option is the "Tab" terminal engine shut off ,underneath coil, on opposite side of the Magnetron ignition. The primary negative minus 130 volts is what runs the secondary of Magnetron. I found out from bench tests, that adding a resistor to terminal, it can be used as source voltage , without shutting off engine. The duty cycle is only 34% on the flywheel. See his engine running at You tube video 1 +2 S1R9A9M9. Ignition high voltage is a type of AC. See image of s1r coils assembly (electromagnet).
His 1978 V8 car conversion for water to hydrogen, had 110v inverter with series l coil, diode. l coil. diode to plug. RADIANT ENERGY pulse from the abrupt turn on of diode after high volts pressed EXACTLY on cathode in between coils, diode off, and released back to spark plug, when diode back on. !!!
Another update regarding the S1R9A9M9 system. I rechecked the bench set up for the "capacitor 70" add on circuit . I got it working to fire spark plug at about 10kv in air. The secondary side was also through 2 FR607 series diodes and through the anode side, and through a China inductor 2.1millihemry. The Diodes represents 1/2 of a bridge rectifier from a dc power supply. The inductor is used as another required means for slowing the spark time. The value of PF caps in series increases the spark strength. First ADJUSTABLE spark gap tester fires from initial ignition coil. At same time also charges up the PF caps in series with primary 8 turns 20kv white China cable.on ferrite closed loop core. The other end wire goes to ground. Alltronics UU ferrite core set with measure and cut 1/16" peel and stick rubber roll strip 2" wide to protect windings from the high volts touching metal core. The 2 halves are held together with 2 spring type hose clamps 11mmm center. The secondary was 30 turns #16 gauge solid hook up wire as it has to carry 6-7-10 amps to the small engine ZERO ohms resistance spark plug.. Other end of secondary goes to ground EXACTLY at bottom of spark plug, as using exact size lock ring and wire. "Plug removal tool will be at upper ,higher level". . .As secondary fires, of step up voltage transformer, it is supposed to go through the PS 1/2 of bridge rectifier and on it's way through the S1R9A9M9 electromagnet coil, and the L coil and to engine spark plug. The methodology of this circuit is to allow for partial ISOLATION and eliminate the power/energy wasting series protection diodes bank that would be inbetween PS and ignition voltage.A higher PS output voltage needs higher current draw from battery. A lower battery draw is the resultant if using the Capitor70 circuit according to him. You need the internet calculator for L C resonance frequency near 649KHZ .Also calculator for capacitors in series. 1245-1700PF. The rated volts adds up in series for caps. Primary coil as 100 microhenries. A hand meter for capacitance and inductance is needed. In air, spark gap is 3KV per mm. A Briggs engine has listed as compression increase of 2-5 times higher voltage spark. The low cost China oscilloscope and probe divide by 10,000 allows for measuring the high voltage. DSO 138 and plug in PS ,and Hantek divider probe HT-25.The China high frequency inverter (part of PS), had transformer replaced with hand wound type for DOUBLE type isolation. I am hoping to integrate this new Cap70 circuit WITH THE LOW VOLTS PS into the original planned S1R9A9M9 final circuit on Briggs engine. (Questions??)
This update, in reference to the 2005-2019 Georgia engine conversions to water, is to clarify further information not generally known. The 2008 Internet photos of the S1R9A9M9 triple wires assembly was a hand winding to show roughly what the original one looked like, but not with exacting details. The 3 technicians and Nathren did not want all tech information released to the public. They were not going to show everything. For example, the many AUTO conversions done, had the schematic electrical connections modified so as for us to see about 35v half wave DC from the Inverter box, rather than the original full wave DC to get the 100 volts.
On the lawn mower conversion of 2008, the ORIGINAL (2) hand windings used in summer 2008 You tube videos, , were actually step up and step down autotransformers. What that means is, there has to be a steel core nail, or long steel screw under primary and secondary windings of BOTH. These and other small parts were inside the opaque painted plastic tub on side of Briggs mower engine. You can see Internet picture of the 2008 "ALLOWED" S1R9A9M9 coils assembly, and see 7 turns wire over the 5 turns #12 wire and along with the other 13 turns.. There is no core under 5 and 7 wires.. That would show an electromagnet only from the 13 turns. To operate the engine like in 2008 You tube videos, it would require ignition high voltage, 10 amps DC , about 100 v DC, magnet field over plug wire, late timing 34 degrees, and zero ohms spark plug. The same amps creates the field and timing delay, and goes through the spark plug. The dual alternators on Briggs engine only turns on at idle speed RPM. Therefore a separate means is necessary to get a "pulsing" on + off method to make the 3 terminal autotransformers work, without those alternators being on to begin with. The CAR BATTERY as shown, has to run the vibrators first , and when the alternators get up to speed, then BATTERY IS COMPLETLY REMOVED. Each AC alternator can produce only 4 Amps DC with one diode on each side at a goodly high RPM. The ratio of turns as up or down can still be done with 2-3 amps designed in. The 2 shop people and Nathren's son, were knowledgeable technicians, and did ALL OF THE ELECTRICAL WORK, not the Father Nathren S1R9A9M9 as a non technical person. The other thing was, that it was never explained why the Inverter to 110v AC box was not used on the mower engine, as Briggs 18HP was a 4 cycle engine, just like all the other car engines converted. 4cyl Pinto, 4cyl tractor, 6 cyl car and (3) V8 car engines.
It is commonly known that a half wave DC pulse 50% duty cycle will run a hand wound step up and step down 3 terminal autotransformer. A small relay with double sets of contacts as used with capacitor can form a temporary vibrator buzzer, which has DC input. The opposite set of contacts can open + close so as can run primary of transformer using the battery power first, then the alternator takes over when battery is disconnected. (2 vibrators and 2 autotransformers) The Briggs dual AC alternators on same ring are used with diode on each side. Some people are not knowledgeable about Briggs engineering adjustments for alternator stators. The 2 systems as described above in the web forum work, and mentioned as LOW POWER but useable, as extra energy to the hydrogen, is in the evolved water vapor pressure in combustion chamber.
As another example, The carbon DC current arc in under water cell will generate hydrogen fuel, oxygen, carbon monoxide fuel and is AIDED to be overunity, by the inherent use of Deuterium. Most people don't know that every 1 of 5000 molecules of water is HEAVY WATER , that acts as a catalyst to improve the efficiency of reaction. These electrical power generators are then self running, but owners need to purchase expensive carbon rods.
It's the same thing as the earlier overseas engine overunity conversion of 3 cylinder truck to electrolysis of water cell by aluminum decomposition. The electrical valence of plus 3 is very reactive. The alternator recharges the 40amps 24volts used. The US Patent recommends pure type aluminum wire feeding from roll as to under water sparking against carbon roller, similar to the common welding practice roll wire. Purified aluminum is expensive. There is also Deuterium present in the reaction.
There was a 1978 El Camino v8 that was converted to run on hydrogen (water through carb) back in 2006. Owner drove around for several thousand miles at low power, before locking in storage garage. Shop in Georgia used obsolete dual 1.5MH coils relay per cylinder,and diodes, and passed 6-7 amps current through spark plugs same time as spark, using Inverter with half wave diode. Champion plugs cross reference with same REACH can be taken apart at top to exchange 6kohm resistor for copper wire substitute- like a racing plug. Timing was retarded to minus 34 degrees. Will start and run Idle speed but for acceleration power, the carb was uncovered to increase size of main jet redrilled about 30% bigger for more water. The EGR assisted the efficiency, but later on they found out that just some of the exhaust water would also smooth out engine running if reused! The exhaust has compressed in Nitrogen from air that boosted efficiency. (Air is 78% Nitrogen) Web site shut down, but couple videos 1+2 are still there on him and son running lawnmower engine on water. S1R9A9M9 -Nathren) I studied the whole thing. He now only runs V8 on engine stand for 24hr hooked to electrical power generater, with water line .
Need data suggestions regarding small electrolysis cell of opposing plates. With 12v DC applied and 6 amps on meter to ground, it is assumed that the cell has about 2 ohms electrical resistance. E / I = R. When electrodes are changed to 1/8th size, the amperage reduces on meter. Does this assume that the cell, without any other changes, has HIGHER resistance? (It's the same electrolyte and spacing distance) If voltage is increased to 60 volts, the cell may produce the same amount of hydrogen gas, at 6 amps again. R X I = E volts. What do you think? The S1R9A9M9 engine conversions of 2005-2012 all used the engine spark plug tips as the water cell electrodes of electrolysis to Hydrogen gas fuel. The old forum said that 100 volts was needed at 10 amps, on the lawn mower engine. The 3 technicians in Georgia work shop did all the CAR conversions with 6-7 amps current flow, using box Inverter at 110v AC changed to either full wave or half wave DC. Garage oscilloscope was used on engine tests. The number of cylinders determines the amount of wattage pulled, due to the duty cycle of firings of plugs. (Not full wattage) The 18HP Briggs was at only flywheel 34% duty cycle. Wattage times .34 power draw.
Original question only asked about HOW to get the same current flow through an electrolysis cell with smaller electrodes,- MAYBE by increasing voltage to 60 volts? Everybody already knows about huge inefficiencies involved as is very old style process. Salt water at gap increases resistance of 10-22 ohms against a zero ohms gap as bench tested. Years back, 2005-2012, technicians in Georgia said that 100 volts at 6-7 amps was needed for electrolysis using salt water and very small electrodes. There was also talk about injecting a Plasma Path using high volts pulse to allow a low volts current to pass. Measurements were done with oscilloscope probe. I wanted to know if this was true about increasing the voltage input. The web forum was closed down 2019.
S1R9A9M9 Discrepancies And Lies, And Corrections From 2008
This section is a grouping of data collected from the YouTube videos and original web forum called Waterfuel1978, regarding mostly the TRUE AND SUCCESSFUL 18 HP Briggs mower engine demonstrations that ran on water during summer 2008 Georgia. Those who are following this particular hydrogen gas conversion need to know these things I found out over a long period of time.
Nathren + son also Nathren, gave data as the shop work progressed through various adjustments on cars and mower engine. Majority of thousands of messages tech data is true. Once a viable system is first completed, general information is given to public, but controlled to an extent. Priority confidential parts hook ups are kept out of released info. These changes and misrepresented parts have been verified by very diligent observations of all data found over time. Here is what you missed or didn't know --- Nathren (father) was uneducated as people can see from his writings on web forum. The son WAS a technician who worked in the Georgia shop with the two technicians on projects. The father Nathren gave impression in web forum messages that he was responsible for these conversions and gave directions to the tech people. Not so. He did not know specially how sections worked as he was not the brains behind these engine conversions. His sentences had to be gone over several times, just to figure what he had really meant. Yes, it was that bad. The conversion parts during 2008 summer demonstration were contained in a plastic deli tub, on side of engine, spray painted gray to keep eyes out of needed information on the Briggs 18HP engine conversion to hydrogen gas and water vapor pressure. There were several other parts in tub not talked about. ( figured as accessory spark gap, diodes, wire connectors. After considerable amount of my comparisons done on this special wind of S1R9A9M9 triple wires assembly, It has been found out that the picture shown in color, of the coils is really the original one used in the YouTube videos , (basic frame) but modified before being shown to public on that graph paper photo. The wiring directions have also been changed,- not only of the coil itself, but also the wire ends function and hook up. The original unit used had a BENT steel nail as core. See photo, as original. Others are copies with straight nail. When unit was removed from engine after the 2 videos, the wires JOINT extra wire with the red and gray, was snipped off leaving a stub wire with frayed copper sticking out . You can actually see that on enlarged photo on the graph paper. This was a separate connection used on engine. An actual ground connection, because this whole thing was originally a step down autotransformer type to increase current TO spark plug with ratio step up of 7 to 20 current from 3.5 to 10 amps. The alternator without modifications was pulsing DC 3.5amps maximum. The exterior extension cord has a Y with one end hooked to ground under plug, while other end goes to the tub. The main cord plug is breached with jumper so as this becomes one very LONG wire to ground for the transformer tap point. Now the high voltage bare wire of coils assembly, hooks both to ignition and to white #12 wire to plug. This 2nd joint actually had 3 wires- white 12 gauge + bare #12 wire + red #14 gauge together. The main other joint also had 3 sections. Power comes in on the one gray wire from both battery and alternator. Battery start was necessary to get alternator up to idling RPM for useable current output, to get the pulsing DC from the one diode to actually run a transformer. Either AC or pulsing on + off DC will run a transformer. The red wire and High Volts go to spark plug. NOW******The original S1R9A9M9 coils unit used ( NEVER SHOWN) had to have had 7 turns parallel wound TOGETHER with the 5 turns ignition side. That makes the whole unit a transformer with steel core under both primary and secondary. With this particular step down voltage autotransformer, the 2 coils 13T and 7T together is the full Primary. 20:7 as 20 turns to 7 turns ratio. 2.8 to 1 as step up current ratio as 3.5 amps primary side from idling alternator before transformer effect to 10amps. An autotransformer type, has 3 terminals only. Nathren had taken the original from engine and loosened- removed the RED coil from the 5 turns high V as being in parallel, and changed it to 90 degrees wind , so as there would be no core for the red wire, and then no transformer to use. This then, does not disturb the main joint that still has the stub wire. They did not want proprietary information let out, on how their system actual worked. He then said he would later show video on how to wind one of these. What he did though, on video was a "take apart" only. It was noticed that when comparing the so called original photo, he had removed the STUB FRAYED wire and retaped up the joint just before the take apart. You can see this in start of video with coils setting on table. (stub removed and retaped up differently. He did not want people seeing this 3rd wire piece falling out during video. (That was the ground wire tap for an autotransformer!)
In the 1st of the (5 ) S1R9A9M9 You tube videos, you can see the power wire coming down from engine upper plastic cowl going down into the plastic tub with the high volts ignition wire. Run video at lowest speed and see open spot where the black electrical tape had pulled down exposing the 2-3 wires. The heat of summer, engine heat, and the weight of tub of parts had loosened the glue , allowing the tape to slide down. By playing video back and forth , you can see the wires actually moving around. This power source was the FIRST proof of Nathren's real video! The old battery in video 1, was poor, so he hooked up a battery charger to add volts to run the starter motor. The water hose from bottle was placed in carb top chute. The hose was pinched slightly to get proper flow of water. Engine ran best during the later part of Video number 2. (That's the part that will make you smile!)
The purpose of the (2) 2008 videos was to show an engine running on water only, using battery for start only, then battery completely removed, with engine self running as OVERUNITY, running on formed hydrogen gas and water vapor pressure. The on board ring dual alternators under flywheel powered by the normal 12 magnets provided the lower 3.5 amps that was subsequently increased to 10 amps. All the earlier technicians car engine conversions had 6-7 amps through spark plugs. The 10 was not really needed. My own triple coils made, has slightly more turns, as it will use 6 amps , but using the same level magnetic field generated, by increasing the number of turns on both sides by the same increase ratio of current 20:1. The required timing change is based on this same level strength of MAGNETIC FIELD to time extend the spark in milliseconds to about negative late 34 degrees. The tap to ground runs primary as the higher turns section , with the lower turns section being the increased current side. This is what Nathren didn't want you to know. It fooled me for a long time until I figured it out.
The related "Smack" videos, relating to the same 2 demonstrations, show the NON original, modified type unit as it has a STRAIGHT nail, and the joint is removed. It's the one that has the 90 degree winding. (non transformer). Smack came 1000 miles to Nathren's property to see an engine that ran on water, but was disappointed. Nathren never intended to show how it worked. The fool Smack never even tested engine to see if it would at that time even run on gasoline. The engine had sat in garage for long time before he got there, and it had seized up valves, no compression, from not being cleaned before storage with salt water from the original 2 demonstrations. He wasn't as smart as he thought he was , just like other young guys who think they know it all.
Nathren's other porch video was coils unit connected to engine improperly as 'in induction mode", which would never work. In the 2 original S1R9A9M9 You tube videos, the green 400watt Inverter box was NOT connected as any power. That was there, in background to mislead people watching. That box was only used on only all the car conversions using special dual coils relay per cylinder, as parts use-, not for relay type use.
I had way earlier asked him for the engine model number. (For more data for me to collect.) He did NOT comply and wanted to know WHY I wanted that. I was concerned about what type alternator was on his engine. He replied that engine did NOT have an alternator and the flywheel had no magnets to run it. More lies. (Everybody knows that all riding lawnmowers have a working alternator to recharge the battery.) He also said he purchased the engine new just for the videos. Upon closer checking of engine surface, it was dirty, and it was a used engine removed from a riding mower chassis. With the battery disconnected during both videos,-there was no way to power the engine conversion circuit. It would not work without an alternator. The salt water as electrolyte at spark plug tips, allows more current to flow with common electrolysis at spark plug tips. During piston downward thrust, the water becomes "VOLITILE" and changes to pressure vapor and expands also for more piston pressure. This all happens during about negative 34 degrees late timing, caused by the magnetic field over the inserted bare spark plug wire part of the coils assembly. Some of the field travels down to plug tips also. Exactly at the time of You tube videos release during 2008, Nathren was truthful and properly answering questions. Abruptly he changed stories and had redesigned coil, photos, and hook ups so as repeat performance of an engine on water would never happen again.
They said back then, the initial car V8 conversion of 1978 El Camino was on 18 miles per gallon water only, road tested for 3000 miles, using required EGR to get the Nitrogen from exhaust to improve engine performance. Engines will start and idle on water, with way lowered power output, but no power acceleration mode unless carburetor jet is increased/redrilled about 33% larger hole for more carburetor water to engine. With an appreciable amount of RESISTANCE OHMS in the electrolyte being there at plug tips, (10-22 ohms) a higher volts is needed to push the 6-7-10 amps through the spark plug. I X R = E volts needed. That's what the UNUSUAL bare #12 wire was for in the S1R9A9M9 TRIPLE COILS ASSEMBLY. It's called -----crossover leakage induction voltage , and in series with the low volts to raise it up so as full current can be realized. Nathren said several times in the forum to use 10 amps and 100 volts, but neglected to say how it was done. The several previous car conversions done there in Georgia, with zero ohms spark plugs with saltwater/ baking soda also needed a much higher volts to push 6-7 amps. The web forum had only one paragraph saying 60 turns #14 gauge insulated wire over spark plug thick insulated cable as a test for "show". I believed that was a HINT on how it was done on all those other earlier engines. (4 cyl tractor, 4 cyl car, 6 cyl car, 1978 V8 cylinder car, and the V8 engine on engine stand self powering their full electric for the workshop with large generator attached, and just the water line. Engine ran 24 hours all the time, never shut off. Engines must have EGR with adjustable valve added . Questions?