Still tinkering with the S1R circuits in relation to the small mower engine. I copied all the tech data from Nathren's web forum of thousands of messages, before it shut down 2019 . It was the 3 technicians that made the circuits for the cars + mower engine to run on water in the carbs, not him. His son, also Nathren, who was a technician, worked with the 2 tech people in their garage/machine shop in Georgia. .Lots of data in the forum but not all. I believe you call it proprietary company information. Nathren was a non-technical person with little educational background, just hands on learning. The techs worked as commercial electricians , and then in the shop spare time on alternate energy projects. A spark plug as zero ohms, and carrying 6 amps adjusted with variable resistor and jumped with screwdriver holds the current steady. With salt water at the plug tips, there is only 1 tenth amp flow. This is why it was mentioned in the forum several times that = > 100 volts was necessary to pass 6-7 amps though the plug.. The 2008 Briggs engine ran on 10 amps.in the 2 videos, but wasn't necessary. All the earlier S1R car conversions used 6-7 amps with retarded timing about -34 degrees. 4 cyl tractor, 6cyl car, and two 8cyl Chevy V8 engines. I'm on stage 5 of 6 with my long-running project. The ignition has to be inductive type , not CDI. The spark time has to be in milliseconds, not microseconds. The factory timing on Briggs 1 cyl is at TDC. It was too much trouble for them to fabricate a curved aluminum plate with curved slot to make the Magnetron adjustable for late timing. They made an "electromagnet" to form a field over the plug wire to force extend timing from zero and on to about minus 34 degrees. The compression of spark plug greatly raises up the high voltage. An accessory in series spark gap forces an increase in Magnetron voltage also. This is necessary because of the required "extra volts" needed to push the amps through plug. That's why the S1R9A9M9 triple coils assembly had that weird winding method and bare copper #12. The crossover leakage induction volts into the red wire from bare wire ignition is in series with the low voltage and is sufficient . I amps required times R resistance of load = voltage required to push the amps through the electrolyte. The S1R coils is inserted, spliced in, and has several purposes at the same time. (Of course there are other ways of doing things) I purchased a low voltage variable meter with resistors and neon bulbs to measure this special voltage. First test says 90-110v. I am trying to get it higher. The low volts would also add to this in series when connected. According to the Waterfuel1978 web forum, all the engines ran on hydrogen gas generated at spark plugs along with some water vapor pressure that contributed to piston pressure. All the cars had a specialized relay PER CYLINDER. It wasn't until years later they found out what the box of 15 relays were originally made for. Utility pole electrical boxes in Georgia for switching the green/red 6v bulbs.of traffic signal lights. Extremely high efficiently made, with Bakelite housings , exterior screws and UNDER VACUUM. Diode---coil L 1.75mh---diode--- coil L1.75 mh ---diode---. to spark plug. The high volts came in exactly at cathode of second diode.radiant energy release. The technicians called them the MAGIC RELAYS. On a per cylinder basis, they were only used for the series of parts,- NOT AT ALL AS A RELAY. Hand made units fabricated by them did not work as well, so the engine conversions were dropped, since replacements are not available. In 3 months I made up a duplicate unit in an electrical Carlon box under vacuum with the parts inside and gauge and terminals on the top. The secrets of Nathren's tech people was in the use of relays and the additional crossover voltage that made the engines run on water back at that time 2005-2008. .
The several car engines converted in Georgia also had the spark plugs changed so as zero ohms. The Champion brand ones come apart to remove resistor and replace with copper segment. The "Extra" volts (over 100) required to push the 6-7 amps through spark plugs also came from crossover inductance leakage volts. The text messages forum had a paragraph that was called "The 60 turn coils". The engine spark plug wires had 60 turns insulated #14 gauge wires over the thick insulated spark plug cables. When the plug fires, there is an induction volts into the coil that adds in series to the half-wave DC volts from the rectified DC output of the DC to 110v AC 400W Inverter box, about 35v, DC Unfiltered. All this data must be the information that was missing years back, and not noticed. When untrained people got hurt trying to duplicate the systems, Nathen and others changed the data on the forum, so some of it was now wrong, so as any further attempts would not work. The S1R9A9M9 You tube videos from 2008, of the ORIGINAL Briggs 18 HP engine running on water can still be seen and heard!.
Where did they get their information from? To answer your question, I am referred back to the thousands of messages on the now shut down web forum, used by Nathren and others. Nathren was a non-technical person - at all., little formal education, just hands on work knowledge. His son, also Nathren, WAS a technician and worked for an electrical company. They had a part time machine shop/garage, where the other 2 TECHNICIANS also worked in their spare time on alternate energy systems-solar, and electrolysis for hydrogen. Therefore, all 4 of them tinkered in the garage/workshop in Georgia. So now you know who designed and built the electrical circuits for the different car conversions and the mower engine that ran on THE SAME type spark plug electrolysis for hydrogen and water vapor pressure. On the Waterfuel1978 forum, Nathren signed in as S1R9A9M9, and son signed in as Nathren. You could tell the big difference by the technical quality of paragraphs written. ( The code S1R9A9M9 came from a metal machining job done by contract for small part used on a previous NASA mission to space. It is a reference to MARS 1999 spelled backwards. That's what he had used to start up the original web forum to tell the public about the TECHNICIAN"S work on alternate energy projects)
More data for those who may be following this S1R9A9M9 project.- I just mounted a small Briggs engine to test compression "USES". Tests done way earlier by another researcher (on Internet), found out that a capacitor charged to 200v and 500uf and fired into salt water at spark plug would move lawnmower engine piston one revolution. The high volts didn't seem to matter to him, though. Notes gathered from the S1R website indicated that a crossover leakage inductance voltage , possibly capacitance effect, did transfer => 90 volts, as indicated by glowing neon bub. Other parts were indicated as used in the 2 SUCCESSFUL 2008 Youtube videos, but not told. I assumed it was diodes and an accessory spark gap. NOW I see a good reason for it. Spark gaps in air are as 3Kv /mm gap. 2mm plug in air is about 6Kv. Under engine compression that would be about 6 X 5 as ratio of a Briggs engine compression is 5.8 :1. Now, if an in line series gap is ADDED , the spark plug stays at the same voltage. (Plugs only fire at the least volts needed) The sum of 2 gap voltages equals the beginning ignition coil output. If the total is INCREASED, then the crossover volts (of the S1R coils assembly) increases past 90volts, so as being in series with the amps current line through the spark plug also. 100-200volts can be realized with the low volts included. Nathren and other 2 shop technicians had said several times, about 100v and 6-10 amps is needed for the electrical circuit for creating sufficient hydrogen gas fuel from spark plug electrolysis. Salt water cell at plug TIPS is about 22 ohms resistance - not zero ohms, and requires higher volts than 12-18vDC to push 6 amps through the tiny electrodes. E / I = R, I needed X R cell = required voltage. E total high volts = E1 plus E2 spark gaps.
Other statements regarding the earlier car engine water conversions in Georgia had told of a special test done with 60 TURNS insulated wire over a spark plug wire and getting crossover volts. This technique may have been used on all those car engines, along with EGR. (They had also talked about interference reactance ohms from crossover leakage as a connected circuit of 12v and 20 amps, through amp gauge being reduced to 12 amps flow through load resistor when plug was fired.)! What do you think now? (Closing in on The 2008 Georgia Briggs 18HP engine that ran on water.)
The electrical circuit for the water powered mower engine has several voltages involved that you have to be aware of.
(1) fully charged battery voltage (2) Inverter box secondary AC voltage (3) AC voltage reducer box voltage output (4) Full wave rectification DC block output power voltage (5) Voltage drop loss adjustable power resistor (6) Voltage drop loss 15KV series diode bank (7) electrical load spark plug conductive electrolysis cell voltage across (8)Ground return line 1 ohm resistor voltage drop back to Inverter ground terminal (9) In series "added" voltage from cross leakage induction volts from S1R triple coils assembly (10) Briggs alternator ring output AC voltage (11) Briggs alternator voltage regulator output DC charging voltage (12) voltage drop loss from accessory in series spark gap with spark plug (13) voltage drop loss from inductor 1.5-1.75 mh in power line
E/I=R, E/R=I , I X R =E Voltage drops in series add up to supply volts.
An electrical meter as multiple neon bulbs ,or digital readout voltmeter will only register the highest voltage at top of the spark plug. What's there, is about 35vDC, 100v added DC, and variable high ignition volts DC. What is also needed, is to measure separately and KNOW the crossover leakage volts that ALLOWS the spark plug cell to make sufficient hydrogen gas. This voltage is adjustable by using the common spark tester with screw that adjusts ,as used by auto mechanics This is the accessory spark gap.and is in line with the 2nd inductor, and spark plug to ground. ( With the plug gap covered in conductive electrolyte such as baking soda water, salt, the plug gap greatly reduces the high voltage. The 1st spark gap can regulate the final gap, and also the needed induction crossover volts that pushes faster hydrogen gas.The S1R9A9M9 coils has the 2 red wire ends that receive the induced voltage. The GAP adjustment is done to get this induced voltage sufficiently high. Remember, the diodes bank must cover the highest volts ,so as no return damage to inverter or battery. The Briggs engine is called a 4 cycle and has what's called WASTE SPARK. During that spark period time of flywheel rotation, of no moisture plug gap,and is an open air gap, the ignition voltage jumps up way higher. Now you see this is a more involved design for a bench set up. Temporarily, I use a small old style Harley motorcycle ignition coil can with push/release points switch and condenser for immediate testing with high voltage.
On the old cars with high mileage, after dark, you lift the hood and see sparking going on with the ignition wires. They are worn out from overheating and needed replacing. The engine was running uneven because of crossover induction. The 1978Waterfuel web forum, that's now shut down, had page reference to car ignition thick insulation cable wire wrapped with 60 turns insulated hook up wire for purposely getting crossover leakage volts!
Speculation On Nathren's Grand Deception ! -- His Briggs Engine Did Run On Water during demonstrated two 2008 Youtube videos! During research for my electrical conversion project to duplicate Nathren's electrical circuit, at stage 5 of 6, this current level has to do with what's called "waste spark". We need to protect our battery from the high voltage. That wasn't done during 2008, and him and his son were in danger of battery acid expulsion. The engine timing fires spark plug WITH conductive solution at plug tips. During waste spark firing, there is no fluid, only dry plug gap. This forms way higher voltage that can reflect back to battery. I was going to use power supply with diode bank for plug firing at protection level of 15KV. The Electromagnet was to be on all the time to ground, according to Nathren. EXACTLY AFTER the 2 videos came out, he answered questions truthfully.on the web forum and the comments section of Youtube videos for VERY SHORT PERIOD ONLY. Soon after, all answers were wrong, and his circuit comments would not operate any engine on water. Not only that, the rest of the needed parts were not told about that were in the plastic tub on side of the Briggs 18HP engine. Several non-knowledgeable people were hurt trying to duplicate system, so at that point,he got in trouble, he gave no more truthful data, and made false answers, even to me. . This is what has impeded interested parties who were also wanting to get into the conversion.
He said the engine was purchased new for a demonstration. Close up pictures show dusty, worn paint, used engine. He then said mower engine came from a used riding mower. It was requested for the part number of engine, so as specifications would be known AND about the alternator. Specs were not given. He said that engine had no alternator. It is well known that all riding lawn mowers have an alternator, and during the 2 earlier videos, the engine 10 amps current had to come from the alternator for the power used, after the battery was completely disconnected..That particular engine had "dual" 1/2 alternators, so that with bridge rectifier mounted, 10 amps could be realized. I have the same type used engine with same alternator..
The earlier 2005-2008 conversions done on 4cyl, 6cyl, 8 cyl cars, and 4 cyl tractor engines all used the 400Watt inverter and dual coils relay per cylinder. The ONLY ground for system was through the spark plug to NEGATIVE ground. There was no separate electromagnet to separate ground on these previous engines. With POSITIVE high volts to negative ground, the plugs would always fire. But never with positive ground , negative high volts., with same time other connections to ground causing plug BYPASS. The ignitions were changed to positive high volts. On the Briggs engine, he said the electromagnet had to be on all the time to separate ground. With negative NORMAL high volts, the single spark plug would never fire.The very EARLY comment said the power current wire was connected to high volts and spark plug top, so as 10 amps would flow through spark plug. The later stories and his other videos DID NOT HAVE THAT! We now know that POWER current HAS TO FLOW THROUGH SPARK PLUG!, not as an induction mode type.as he later said. His later statements were to get people away from a working engine by keeping power current away from plug and through a separate resistance load to ground. The Nathren deception continued with the message board and videos messages section.
It is now believed that separate electromagnet is not necessary on Briggs engine, since all previous engines DID NOT HAVE ANY! Previous engines conversions did not have the S1R9A9M9 triple coils assembly with electromagnet AT THAT TIME period! The necessary magnetic field of the coils is only when plug fires to ground!
There are 2 solutions to the waste spark problem. (1) No separate electromagnet used, with its problem of high voltage danger to battery. (2) Use of electronic circuit counter IC circuit for fire+ not fire, to eliminate point where plug is dry, and greatly increases voltage hazard. A Separate diodes bank to protect separate battery circuit loses 10.5 volts from 12 volts. Just Integrating the power supply output and battery output same time through same diode bank protection - still loses 10 volts from battery. Note- the strength of magnetic field from an electromagnet only has to do with number of wire turns, size of coil and the amps current involved. Nothing about voltage in main formula. - But the wattage is lost.
Therefore : - Power supply of 6 amps flow and separate 4.5 amps electromagnet flow from the battery is reduced down to just 6 amps forward flow through spark plug from power supply only! Nathren and his son, and 2 technicians in their shop used 6-7 amps through all the cars engines spark plugs. 10 amps is not necessary as used on the mower engine of 2008. You can still see the 2008 S1R9A9M9 Youtube videos of his engine running on hydrogen gas from spark plug electrolysis and water vapor pressure contributing to piston compression.
In the past, there has been controversy regarding whether or not the photograph of S1R triple coils assembly from 2008 was hokey- fake, because of the highly unusual winding of the wires. THERE MAY HAVE BEEN ANOTHER DIFFERENT ONE THAT WAS REALLY USED FOR THE FAMOUS 2 YOUTUBE VIDEOS OF 2008. Please refer to the photo of earlier messages. I had made many versions of it over a considerable amount of time. Recently I looked at this in a different light. There are 3 reasons I believe that one SHOWN was the original , and was actually used during the two 2008 successful demonstrations of Briggs 18HP mower engine that ran on mineral water in carburetor.
Get this -- (1) First we were told that the coils had electromagnet that was on all the time. That means a wire had to hook to ground for completed circuit. There was an external extension cord that connected to ground, if the male plug was bridged together. The photo of coils actually shows a wire cut off with frayed ends. SEE The PHOTO FOR THE JOINT, it has 3 wires together with black electrical tape. The unit was removed from plastic tub on side of engine and taken into house for photo to put on Nathren's web forum. Nathren later said he was going to show another video of coils winding method, but showed one of take apart only. The unit placed on the table was the exact same one verified. He had previously removed the THIRD STUB WIRE and retaped up the joint, so as during the take apart video, no one would see the 3rd wire. You can see the difference. He did not want people to know about the electromagnet connection to ground.
(2nd) There were multiple statements regarding an extra 100 volts was necessary going to spark plug along with the 12v battery + 12 magnets powered alternator lower voltages. The bare wire under the insulated wire can cause cross leakage induction of 100 volts - not 6000 volts, due to the GREATLY LOWERED ignition volts from the self powered Magnetron. (The plug IS conductive across the tips)
(3rd) - The end use was not spark plug firing in the air, or under compression with open electrodes of plug. Engine was running on conductive mineral water covering the spark plug tips in combustion chamber. The high volts fired from the Magnetron passes through the triple coils assembly using BARE COPPER #12 gauge wire. The outer wrappings were #14 gauge insulated wire. Normally, high volts from bare wire would jump- cross fire into the TAP JOINT and travel to the side ground , and bypass, not fire spark plug. But now Magnetron sees about 20 ohms of low resistance of conductive mineral water! This greatly lowers the high volts. The lowered voltage now travels through spark plug . The other power wire now WITH THE ADDITIVE 100V IN SERIES, then fires 10 amps through spark plug forming Hydrogen gas electrolysis fuel and fires it. Also water vapor pressure is generated that aids the piston pressure of engine. All this happens in an instant of time. I now believe the ORIGINAL SHOWN S1R coils was viable, and no other coils assembly was used. SiR-coils-Assy.jpg [Thumbnail for SiR-coils-Assy.jpg]
The "Smack" You tube video reference mentioned was about him draining out fluid from the Briggs engine, way after 2008. There was antifreeze mixed with oil + small amount of gasoline. Nathren did add all that ahead of time when the Federal agents were coming to his property to investigate free energy claims. He didn't want to deal with them and get in trouble with national claims on You tube. They smelled the gas, and then were satisfied and left. The engine was then, left in his garage as is, until Smack showed up. To travel 1000 miles, he made too many mistakes while he was there with the engine, that I noticed. - Not a qualified engine man or investigator.
There were, many years back, written statements I found as to 2 other people who had duplicated the S1R engine conversion, and their engines had idled on water in the carburetor. - (Hydrogen + water vapor pressure) A wire inductor 1 millihenry was included in circuit. Another statement I received back, did not give exacting details, but said,-- "YOU WILL BE PLEASANTLY SURPRISED" - which I took as another positive response!
The S1R9A9M9 triple wires coils assembly is an ELECTROMAGNET with extension coil . (Not transformer) The 13 turns coil with core, magnetic field is always on, 100% duty cycle, while the 7 turns coil (with no magnetic core), waits for the high voltage pulse to fire spark plug. The included other inductor is charged, it's following diode is ON, and then the high V. pulse hits the diode cathode shutting it off. The pulse reverts back ,and fires plug. The main 10 amps then goes through plug with ALSO the greater than 100 volts in addition to the battery volts. You see, the S1R coil also gives off cross leakage induction voltage that is in series with main power. In a regular low efficiency electrolysis cell at low volts, it depends on large square inches of electrode area for amps allowed and amount of gases released. The spark plug tips are way smaller electrodes and require way higher voltage to get FASTER gases evolution. This is what the Georgia 3 technicians came up with during 2005-2012.. There are 7 methods to get higher volts to ADD to spark plug. Many parts were in the plastic tub hanging on side of Briggs engine. A small autotransformer same size as S1r coils would also fit in the tub. The web forum mentioned car engines paragraph about 60 turns over spark plug cables for induction into the amps line.The original sealed relay physical size, with 2 coils and diode that was used on all car engines,also fits in the tub. It is now assumed that the S1r coils formed the required magnetic field for spark plug and also at the same time provided the needed 100 volts. The 100 volts was mentioned many times in the web forum. They said the cylinder "process" carries over to the next revolution of piston. The mineral water is conductive and is sustained.
.If you watch S1R9A9M9 video 1 again at low speed , you can see the 3 wires from engine top going down into plastic tub to the other parts. The white #12 gauge wire at bottom of tub takes the High V, the low V, and 100v , and 10 amps to spark plug. (Inside the tub, the amps wire is connected to the High V wire) -- Nathren said so. The ground connection for ELECTROMAGNET comes from the added extension cord connected to ground exactly at plug, and the other end of the " V" to the plastic tub. The cord male plug end is breached together. The starter motor is used for starting engine. Then battery is completly removed. Alternator is running on 12 magnets and provides about 14.5 amps total current requiring bridge rectifier, divided into 10A + 4.5Amp.
There were no safety factors installed on the 2008 circuit and the 2 operators were in danger of battery acid expulsion. JUST after the videos came out, several others got hurt trying to duplicate system . That's when Nathren and his son also Nathren ,changed the drawings and writeups so as circuit would not work. The following Youtube video of back porch same engine attempt failed on purpose as not being connected properly. His other video had to do with taking apart the S1R coils on bench, instead of showing how to put one together. HE EVEN REMOVED THE STUB WIRE IN JOINT SO AS WE COULD NOT SEE IT AS A CONNECTION TO GROUND, AND RETAPED UP JOINT AS ONLY 2 WIRES INSTEAD OF 3. The last video was engine tare down to repair and clear up the STUCK VALVES. Smack never tested the Briggs 18HP engine in the first place, to see if it would even run on gasoline!!!!!!!!!! HE NEVER TESTED IT, ------THERE WAS NO COMPRESSION!!! Of course the engine at that exact time could not run on water! (Right after the earlier two 2008 demonstrations of water running the engine, it was immediately put in garage to rust up- it was not cleaned. )
Hydrogen fires extremely fast and requires late negative timing ATDC. The Electromagnet magnetic field formed, OVER PLUG WIRE BARE COPPER produces a continuous spark from 0 degrees to minus 34 degrees before shutting off . It was just easier for the 3 technicians to make a wire coil than do machining for aluminum curved bracket with curved slot for relocating BRIGGS ignition Magnetron for manual adjustment of timing , like on the old engines of movable distributors. You got it now?
Now looking into part numbers for stainless steel (marine) spark plugs for small engines. The Champion Brand sometimes has a removable top, so as the resistor or wire coil suppressor can be removed, and replaced with copper segment wire. A zero ohms spark plug is needed, that does not rust and add ohms resistance to the series current passing through it. The normal steel type tips corrode and reduce efficiency with mineral water added. The negative ground tip extension is preventing current flow on the meter. Baking soda water with eye dropper will be bench tested for use with SS plug. Nathren from Georgia, (S1R9A9M9) used mineral water gathered from stream on the property and was used on all previous engine conversions 2005-2012.
Updates - notes not given before, - for those following this project. The S1R9A9M9 triple wires assembly was an ELECTROMAGNET serving 2 purposes. The field over the spark plug wire causes the required extension of spark time from TDC to about -late 34 degrees timing. (Mower engines have no timing adjustments) This also provides the needed magnetic field at the plug tips in the combustion chamber. Spark AND CURRENT is on from power supply for about 34% duty cycle. Flywheel goes around until the next firing of 1-cylinder engine 66% off time. The electromagnet is 100% on at about 4.5 draw amps from battery, hooked through it to ground adjust resistor. The original 2008 demonstration used 10 amps through plug. The Georgia technicians that converted several cars and tractor, all used 6-7 amps. Therefore, the circuit now uses adjust 100W resistor for setting of 6 amps. Total battery draw from isolated power supply, including electromagnet and fans, is about a conservative 15 -20 amp fuse. The 2008 demonstration of 18HP Briggs was started with battery, battery disconnected, and engine ran on the under flywheel alternator. Alternator was maximum 15 amps with bridge rectifier, no v regulator. W = E X I. E /R =I. The 2 analog meters were replaced with single, dual digital E + I meter which registers faster than analog with needle, and much cheaper. Diode string protection of power supply done with 2 parallel FR607 fast diodes. 15 diodes is about 2 ohms loss and 10.5V drop loss. The diodes assembly is mounted vertical on top of horizontal .3A fan facing upward in plastic chute. (Heat removal). 500W Inverter used with single metal diode on heatsink for half wave rectification and about 35 volts pulsing DC. The differing ohms resistances in series with water cell spark plug needs to be configured for 6 amps. There was question about the low 6-15KV output of mower engine coil to satisfy the requirement of plasma path needed. The car engines has HEI much higher voltage which allowed the extra amps to pass through the spark plug. The earlier car conversions and Briggs 18HP all had included special relay per cylinder use. Took about 3 months to determine and build replacement in sealed vacuum box ACCESSORY spark gap with N+S magnets, inductor 1.5mh diode inductor 1.5mh and diode. The entrance of the high voltage is exactly at the cathode of the center ON diode. Diode shuts off, High v presses, returns back and onward to spark plug. This releases Tesla's radiant Energy from the diode that passes on down to spark plug, aided by vacuum. This notion is probably what was used causing a successful 2008 You tube S1R9A9M9 demonstration. They had converted a 4 cyl tractor to water in carb also which used the relays , Inverter , and existing ignition coil that was the same 15kv as the Briggs engine!!!!!! Therefore an extra plasma path source was not needed. The radiant energy expulsion takes the place of extra plasma path. I had recently made an assembly for a separate plasma path if needed with a 15KV coil , to allow 6 amps to pass.150W 220v dc converter charging 47uf 400v low esr capacitor through 60 ohm resistor to form time constant discharge with 120ohm resistor. T = R X C as 63% charge and discharge as plasma path with the 15KV. Main power supply also hooks in. The extra spark gap insures the final spark gap fires.The original Chevy V8 converted , had ignition coil in distributor cap changed primary wires around so that only positive high voltage was used. I am using a DUAL CABLES Briggs Magnetron- the modern type with universal epoxied trigger, - not a Briggs trigger. This one is not an autotransformer. The secondary wiring is not connected to the primary side. One cable goes to ground so that other cable is FULL POSITIVE high volts as used for the project. There is a one amp diode string 15kv for postive ignition coil. The 2 adjustable 100w power Ohmite brand resistors are mounted vertical. The Electromagnet is mounted vertical. The modified electromagnet has steel long screw with plastic pull head and inside vinyl tube so as can be pulled upward for timing adjustment of engine. Nathren only said to adjust the number of lower turns. 7 turns 90 degree wind upper, with lower 13 turns 14 gauge wire .The upper has no core on 7t. Pulling upward removes the core so as less magnetic field over HiV wire. Now you see how it's done. See Internet photo of S1R9A9M9 coils as (4) wire ends. Back then, mineral water from a property spring was used on all engine carburetors. Hydrogen gas is generated as spark plug electrolysis, fired and forming water vapor pressure along with the hydrogen. This was their invention back in 2005-2012. Website shut down but you can see again Nathren's 2008 2 Youtube videos of Mower engine running on water in carburetor. Questions??
Dec 1, 2023, I just built the step up type transformer recently. It is not an autotransformer. This one is a small pulse type with 4 terminals. It uses the Amazon ferrite set with bobbin called E I 40 with hand wound wires 15 turns and 60 turns for 1:4 ratio, and needs to be tested , so as proper 24kv plasma path would be available for the following 6 amps through spark plug. The Primary would spark to ground with 2mm 6kv spark gap . By the way, this would also fit inside the plastic deli tub like Nathren used in 2008 with the S1R coils assembly and relay, spark gap, diodes, etc.
The Briggs Magnetron only fires a spark gap as maximum 16,000 volts. I tested this recently as (3kv per millimeter gap.) As 5 1/2 mm gap max in open air . No more. The system is lacking the higher volts for the proper plasma path for amps to pass through spark plug. The back EMF of a coil parts and parts for a capacitor charge and discharge would not fit into the deli tub as used originally in the 2008 you tube videos of 18HP running on water in carb. Therefore, what was used in 2008, was a pulse step up transformer somewhat similar to the S1R9A9M9 magnetic coils would fit along side it, along with a few other small parts. I even had added narrow Neodymium magnets glued on over top of my own flywheel magnet on 12HP to get greater field strength. Of course, a car ignition coil could substitute , but not wanted, since the free energy spinning magnet runs the ignition coil (original type) Magnetron autotransformer. Armature gap was about .012" to flywheel. A higher field in theory, would generate higher volts in primary, which generates higher than -130 volts back EMF to run the secondary of auto transformer, but of course would slightly adjust the timing. That did not work for > 16kv. I just built the step up type unit recently.
It's finally coming together as to theory on the wiring set up similar to the S1R9A9M9 demonstrations of lawn mower engine running on water in carburetor summer 2008. My original idea had to do with the triple wires coils as a step down/up transformer with wire to ground. This would be seem reasonable since there was a possible wire to ground. However, the use of original ignition coil is negative high volts with positive ground. With high v. at metal ground of engine, it would never jump upward of spark gap. It would bypass the spark plug for sure, and travel up any side wire, resistor, or capacitor lead, since the gap requires an effort. Electricity always travels the easiest way.
Now, when examining the old 2005-2012 schematic from Georgia on the car conversions of water in carb as successful, I noticed the polarity was referenced twice as positive high voltage. After purchasing a Chevy HEI coil, the primary wires are exposed, and can be switched around from normal Negative to positive high volts. The HEI ignition is high enough to form it's own plasma path for the following 6-7 pulse amps from the half wave DC Inverter. The regular mower ignition Magnetron as modified for positive only had reduced output volts as done 2 ways, as tested was about 10kv, DC after diode. It's not enough for a good plasma path and would not allow engine to run on water.
I then went back to repeat the original You Tube videos #1+2, at 25% speed and noticed the rusted ignition coil had shiny new screws, which made me suspicious. This means it was removed, and the screws were lost. After the videos , engine was put back the way it was in garage with original ignition with new screws on it. Then I noticed that Briggs 2 plug engines can have 1 or 2 ignition coils on them. The single coil type with (2) cables for each plug fires negative and positive high volts the same time. Then I surmised that this is how the Briggs 18HP was changed to positive high volts ignition, wire negative to ground, just like the earlier cars had positive high volts. This way IT IS ALLOWED TO HAVE an accessory WIRE TO GROUND, and the ignition would always fire the spark plug. The special dual cable type outputs FULL high volts without loss and is a standard type secondary side winding that is not connected to the primary side as in regular AUTOTRANSFORMER type.
The next observation of the original design was mine alone- no one else ever figured this out except me. Right after the 2 videos were done in Georgia, The S1R triple coils assembly was removed and taken into house and photographed on blue graph paper. The circle was traced around the plastic deli tub that it was in , on side of engine. Nathren stated in message there were other parts in tub used as associated with this fuel conversion. (not mentioned) A picture blow up of the removed electromagnet coils shows something extremely important. The joint of the red and gray wires is covered in black electrical tape. There is a stub cut off wire with copper strands sticking out of joint, as 3 wires.
Later Nathren said he was going to show us in video on how to special hand wind this coil unit. Get this,- He only took apart the "verified" original triple wires on camera, not putting one together as a new one like he should of. But what's important is the very first part of video. The same unit placed on back porch table had been READJUSTED. The center stub cut off wire was removed and new black tape was re covering up the joint. He didn't want that piece shown dropped off during disassembly. This tap point on the S1r triple coils assembly is what was needed with separate 1.5Millihenry inductor coil, in the tub, to direct ground. See no#1 +#2 video for the brown extension cord hooked to side of tub, Inverter box, and direct to bottom of spark plug. The wires like that were on all the car conversions as return line back to power source Inverter. The "plug" end on cord was BRIDGED across so as the extension cord twin lead was actually A VERY LONG CONNECTING SINGLE WIRE). This is what was connected to the inductor. When the positive ignition fires plug downward to ground, the side inductor coil discharges as back EMF flyback pulse following the spark, and provides the proper plasma path that the ignition coil could not. The diodes in between plug and side coil are in an ON STATE . The rushing in Hi V pulse tries to avoid the plug GAP and "sees" the other ground point through the diode and side coil. Right after the ATTEMPT forward against diode, the diode shuts off so as it reverses and fires spark plug. The side coil then releases it's fast higher volts back EMF to the plug gap providing the plasma path. At that point the main current 6-7 amps can flow through spark plug.
The fuel generated is water vapor pressure and hydrogen gas from spark plug electrolysis. Proper late timing is required at about -neg 34 degrees. The electromagnet extends the engine timing from zero degrees to about -34 degrees before shutting off. This is the invention of the 2 Georgia technicians and Nathren (S1R9A9M9) from 2005-2012.
I am currently doing ignition coil tests with homemade horizontal spinning wood flywheel with flywheel magnet and opposite balancing lead washers . The brass screw + magnet is matched with brass screw and easily cut lead washers as both even weights as tested on digital gram weigh scales. The auto type heater blower 12 v motor spins with 10A variable DC SS speed control module. The Briggs coil is mounted on used coil bracket so as close enough for an air gap of .012inch using brass non magnetic feeler gauges. This set up allows indoor testing and not causing undue stress on an engine , and repeated recharging of battery due to the huge starter motor pull of amps on lawnmower $35 battery. I have list of 10 tests needed to be done with this.
The Georgia engines shop work from 2005-2012 was experimental, and well known in the rural area where Nathren and the 2 techs had their commercial electricians work base. The alternate energy set ups were done in spare time. As was stated in my earlier paragraph, the relays per cylinder were not used as originally made for. No clicking action, not used as original switching latching method . The interior inductors were used both on high voltage and low volts at same time for purpose of extension of spark time based on inductance value. There may have been dual pulses involved based on the parallel side diode path. Wire coils hold a temporary charge as well as capacitors. The vacuum chamber prevents leakage of energy and electrical contacts react better. The cars tested with water flow had greatly reduced horsepower, but could be used as slower to get up to highway speeds. . The 1978 El Camino was said to have went 3000 miles before being locked up. The car engines converted required the carburetor main jets to be redrilled about 30% larger for more water flow. This for the power mode , which is above idle speed. The drawing of that strange specific relay and it's connections is on Internet as used back at that time, as well as the schematic of its use on engines. I saw 6 sets of contacts, switching armature , and with dual coils with diode built inbetween. This original purpose was for electromechanical Georgia traffic signals switching , pole electrical box with .6ohm each coil from main input pole line 220v AC 60 cycles. The signal lights were 6v auto bulbs up above. Extreme high electrical efficiency for all temperatures and weather conditions sealed in vacuum. There was no part numer or name plate for any purchasing. Black Bakalite housing on all 15 surplus units purchased in Georgia. All search teams failed to find any more. It was assumed they were a special manufacturing order. This is why no final electrical report was issued to the public on the web forum.
This work is a steady long running duplication project . The 2008 demonstration of self running Briggs engine used car battery start with then disconnected , so as idling engine ran on the alternator only with water applied to carburetor. The 3 technicians at that time were the ones who discovered that 2 things operated the engine same time, as water vapor pressure along with hydrogen gas formation . The additional Nitrogen from EGR increases efficiency as on the 2 earlier chevy V8 successful conversions done. It was verified also that the special relays had contributed to the greater efficiency. (NOT used as you normally would at all) and is related to the Radiant Energy applied from either or both methodologies, as diode release from the Hi V against on diode that closes fast, producing radiant energy with current following, or the vacuum present that causes containment of the Radiant Energy that then follows the wiring to plug, They just knew the system worked. The Magnetron ignition is self powered by external magnet. The alternator is self powered by 12 magnets. The timing has to be greatly adjusted as late to -34 degrees. A magnetic field has to be present at the plug tips. They believed that the diodes kept the cylinders HOLDING the system until the next firing cycle. The cars operated on 6-7 amps draw at about 24kv, as from oscilloscope probe tests. The Briggs engine was on 10 amps draw as running engine , but due to reactance added to the low volts line, from the high side, the input had to be higher as about 16amps. The website example showed a spark wiring demonstration called "the 60 turns coil test". 20amp dc battery draw to a separate load was reduced to 12amps flow with the HIV field interferes with the 12v line side. (60 turns over plug hi v cable wire with steel rod core for the electromagnet. The Georgia technicians stopped their final open report to public since no more exact relays were available to purchase. Not only that, many others were hurt trying to duplicate a set up and didn't know what they were doing. You Tube S1R9A9M9 (2) YouTube videos Questions?
If positive only, high voltage SOURCE fires first spark gap of 8mm as 24,000 volts, doesn't the second spark gap IN SERIES to the first as "connected" smaller 2mm gap, fire at the same high voltage also to ground? 1mm/per 3000v spark in air is standard value. Seems as though volts has to go through the first as an EFFORT, just to get to the second one. This is important information needed on bench testing of electrical projects.
The closed S1R9A9M9 website, was a questions and answers message forum regarding the Georgia garage auto engine and lawnmower conversions done for water vapor pressure and hydrogen gas generation. Because of the several problems that happened after the YouTube videos were made in summer 2008, Nathren and the 2 technicians refused to allow further ACCURATE data to be released . Diagrams were changed so as attempts of successful conversions to water in carbs would never happen. Newer failed videos were made and shown. The "Smack" went to the Georgia property after a 1000 miles drive, and filmed his examination of Briggs engine. This young mechanic was not as smart as he thought he was. Many mistakes were made by him. Of course, this is all a learning experience, and even HIS data was necessary to include in the over all tech data surrounding the successful 2008 demonstrations of spark plug electrolysis Briggs 18HP running engine, and alternator power providing engine in self running mode. The website did not provide running list of parts, or exact wiring diagram, or small bits of information relevant to the final design circuit. There is of course, LOTS of data on internet to go over, and take it all in. Nathren even refused money for good or bad parts salvage. Clues were needed to be filled in , in between the lines. The videos can be viewed in 25% slow motion,- REVEALING needed information. You probably don't even know what spark plugs should be used. The plastic tub acted as added capacitance that raised up the INDUCTOR Flyback Back EMF high voltage to a higher level than the Magnetron, so as plasma path was available for the main inrush current THROUGH spark plug. Bench test was done as noted on website message Aug 27, 2008, on the triple wires assembly with bench ignition coil tester box for 30Kv -40Kv output. (Not usual for a standard autotransformer of 10-15KV. ) The earlier car conversions all had HEI ignition which automatically provided ionization of plug gaps for main current flow. The tab shutdown terminal on Briggs ignition coil IS an engine timing pulse of about on+ off -130volts. The fast turnoff of a transistor provided much higher back EMF of a high Millihenry inductor. Evolts = L Henries X Di amps / dt second. Photocopies of relevant sheets were made before the website shutdown. Interested readers of past posts on same subject matter need to study "certain" details to see why the technician's work in Georgia was important. In general,- yes, an engine does not run on water , not without those special circuits and application techniques. Their V8 engine on engine stand with power generator also ran their shop on free power with water line. They figured it out back in 2005-2012. Yahoo, Groups, WaterFuel1978. What about the Wayback Machine lost publications search service?
Astonishing New Update Corrections S1R9A9M9 ! S1R9A9M9 Briggs 18HP Lawn Mower Engine Ran on Hydrogen From spark plug Electrolysis And also Water Vapor Pressure with only water In Carburetor 2008! Over the years studying the technical web forum for circuit information for duplication, I had several long running notions that were ASSUMED, + WRONG!. Their S1R9A9M9 Georgia project was not entirely revealed to the public. After some other people's mishaps directly after the public demonstrations on You Tube, written data was changed, so as no duplication and no liability was left for the 2 technicians and Nathren. The original electrical circuit required magnetic field at spark plug tips, 10 amps flow DC current through spark plug, retarded timing, and High voltage from regular Magneto type Briggs ignition coil , ..... that was max 10,000 volts pulsing forward- not AC.
There was a poster Daveand5 back at that time who did a bench test with Briggs ignition coil Magnetron and separate inductor coil as taken out of previously used "Special Magic Relays" , and the hand wound triple S1R9A9M9 coils assembly, using his standard AC powered ignition coil bench test meter. That box provided internal spark gap for test as spark plug, with range high volts switch, volt meter, and push button to initiate power to ignition coil primary. He tested just the ignition and got the usual 10kv reading. When hooking up the other 2 coils and pushing button, the result was a 30-40KV reading and the 50kv range position on meter was used. The deli plastic tub holding the S1r coil and inductor and diodes also acted as a capacitance added to circuit. These were the parts as used for the 2 water powered engine demonstrations.
Now, it was always originally assumed that since the normal 4000 ohm spark plug was changed to a Champion QC12YC as 125 ohms, that over 1000 volts was required to push 10 amps through plug according to Ohms law formula. It was WRONGLY assumed that the technicians did not know at the time that the Champion Plug Brand can have the resistor removed and replaced with copper for ZERO ohms plug/racing plug. Based on that, it was WRONGLY assumed that the 1300v came from the cross leakage inductance from the Bare copper wire in the S1R wires assembly transferring high volts superimposed on the low 12volts. It was also WRONGLY assumed again that the regular ignition coil would allow passage of the main extra current through spark plug. (from temporary only 12v battery + idling speed alternator)
So........now....... here it is.......... The last spark plug WAS modified so as zero ohms resistance, so as the main 2 power sources at low voltage could push the 10 amps through it. Then , the S1R coils assembly had BARE copper wire on the high volts side for the ONLY PURPOSE for having the closest possible touching of 12v magnetic field over the high volts side line, so as the magnetic field is at tips of spark plug and ALSO forms the DELAY line for RETARDED timing of spark plug cable to about -negative 34 degrees. The old cars could have the distributor turned for timing change, but Briggs engine was factory preset at 0 TDC timing. The topic of Back EMF high volts from inductor coil came up way back in time, but was another WRONGLY assumed bit of information since the math formula didn't allow for high volts due to a WRONGLY included value of Time in 30 milliseconds. Formula E volts = L henries times di amps / dt second. I had way earlier used wrong value of spark delayed ON time rather than the actual switching time of coil L. I used Texas Instruments TI-30SLR scientific calculator and Radio Shack Electronics Data Book for the chart inductance 1.5MH + .6 ohms Reactance +30 cycles frequency. The original special relays inductors were about .6 ohm each. There is also on line calculator for L inductance and ohms resistance(Reactance) and Frequency. We are not ELECTRICAL ENGINEERS AND MAKE MISTAKES. It is the actual transistor switching turn on/off speed of the trigger module embedded in epoxy of the Briggs ignition Magnetron. The .6 microsecond time value when used in Back EMF formula will give minimum 25000 volts and higher from the 1.5MH coil, , that superimposes on the 10kv. (.6usec = .000006sec) This much higher high volts is REQUIRED to form what's called PLASMA PATH that allows the 10 amps passage through zero ohms spark plug. You see,..... both the high volts and low volts passes through the 1.5Millihenry inductor coil and the 10 amps to the spark plug. There is a connection joint for both. A reproduction of the water powered engine would require a series diode protection bank to protect battery and added power supply from the high volts. (Not done in 2008) The PS would be an Inverter with output DC rectification so as there is what's called ISOLATED GROUNDS. (No connection of primary + secondary). All of the Georgia earlier car conversions all used 6-7 amps flow. 10 amps is too high, and will wear down plug electrodes. I modified my S1R coils assembly so as there is same magnetic field using more wire turns , but at the lesser 6 amps DC current, by using simple ratio proportion of currents 10 to 6.
After these corrections, is more likely a successful project would result, for water powered engine. The earlier 1978 Chevy V8 converted already had plasma path as it had HEI ignition with switched primary wires so as POSITIVE HIGH VOLTS to 8 spark plugs. The engine running was improved with EGR added, as recycled water vapor contains embedded COMPRESSED Nitrogen that increases efficiency. 18MPG water on about 3000 miles driven at highway speeds, at lowered horsepower. See images on internet for S1R9A9M9 coils assembly , it's specific strange winding method, similar design instructions method spelled "Megatran", other tech data, relay coil specs, and see the (2) S1R9A9M9 You Tube engine videos running on water in carburetor. See plastic tub containing parts hanging on side of Briggs 18Hp. 3 wires into tub with 2 wires out. Use 25% reduced speed watch. The extension cord mounted, was not used, nor the Inverter box, but both were just left in the background videos, from previous failed test.
Closing in on the replication of S1R9A9M9 engine conversion with water in carb. Magneto left at 10kv even though Nathren (S1R) increased high volts by tiny Tesla coil. Plastic tub with parts was on side of Briggs 18HP in 2008. This step up was to be able to get PLASMA PATH, that regular Magneto can't do. (And maybe a little RE) The 1978 car v8 conversion had HEI coil in top of distributor which had huge voltage capability for plasma path. I'm using separate circuit just for plasma path with isolation grounds, diodes protection, separate main PS source for 6 amps , diodes protection, isolated grounds, and the regular ignition kept at low high volts. Ignition changed over to POSITIVE high volts. Rebuilt triple wires S1r coils assembly, Zero ohms spark plug along with time constant from plasma path about 30 milliseconds as per 5 X R X C . Resister charge for cap,and cap discharge through timing resistor. All this is seeking the water vapor pressure along with Hydrogen from spark plug electrolysis, at about -neg 34 degrees timing. I'm using dual cable 4 terminal Magnetron as from 2 cyl engine , on the one cyl. The neg volts goes to ground, while the positive goes to plug. (Verified with hi v diode as positive, AND - AND we get full secondary volts, contrary to the regular magnetron of AUTOTRANSFORMER TYPE. The dual type has no connection between prim and sec. The secondary fires both same time as + and - outputs! The low high volts allows for less diodes string that allows less PS voltage, that allows for less amps pull from battery input. When engine actually running, the PS is disconnected, alternator runs 6 amps, ignition keeps running along with separate plasma path board.
The S1R9A9M9 car engine and lawn mower conversions to water in carbs back in 2005-2012, required what's called PLASMA PATH for the subsequent main energy going into the spark plugs. (To make it work) The Chevy V8 had a different, stronger, ignition coil called High Energy Ignition that was about 20-40Kv, instead of 10-15KV regular coil. A low high voltage does not allow extra, unusual, heavy current to pass through spark plugs. The Elcamino had this HEI built into the 1978 distributor cap. They then switched around the primary 2 wires so as the output would be positive, rather than regular negative high voltage. The special relays were then added per cylinder with input of both low and high volts + many exterior diodes. The 400Watt inverter changed the 110v AC to half wave DC using one diode, at about 45V DC. The car ran with lower power but about 18 miles per gallon of plain water. With the late timing and magnetic field that was added, The complete set up worked.
Then Nathren (S1R9A9M9) converted the Briggs 18HP riding mower engine to water, which is on the (2) 2008 You Tube videos. The common solid state trigger with (inductive type ignition) Magnetron coil on engine produced about 10kv while under compression. It's not enough to get the required PLASMA PATH for the forthcoming 10 amps current through spark plug. The added engine parts were enclosed in small plastic tub on side of engine. The hand wound S1R triple magnetic coils assembly, accessory spark gap, and other parts that would be needed for plasma path such as ---a peaking PF high volts capacitor across plug, OR high volts doubler circuit, OR 20kv blocking diode with small cap charge circuit to about 200v that would release fast energy through spark plug previewing the main 10 amps current. A CDI high volts type ignition cannot be used as the output is in Microseconds, while the spark plug electrolysis for Hydrogen requires Milliseconds time for contact of water with the current. These options would be better as it is best to only use the lowest voltage possible for the isolated power supply for the project. If using an extended length series diodes safety protection bank of 20-25KV, that requires a higher input from power supply to counter the larger voltage loss through diodes string. This is more data for those following this issue.