S1R9A9M9 18HP Briggs riding mower engine ran on water( 2008)
Started by unknown · · 128 posts · last reply 24 August 2025
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#1 ·
My water engine project is on going. I'm duplicating the 2008 mower engine conversion set up of Nathren, Georgia) as S1R9A9M9. Maximum 20-24kv DC, maximum 6 amps DC through spark plug, and diodes protection for power supply and battery. Timing has to be after TDC. I'm using 12hp Briggs riding mower engine that has ring dual alternator . Capacitor discharge ignition type, is in microsecond output range, while induction type ignition coil is in milliseconds. The S1R9A9M9 coil assy provides magnetic field that stretches the spark time, so as more compatible with conversion of water to water vapor pressure. 18HP Briggs engine is on You tube from 2008 + sounds like a water pump. I studied his set up with series inductor coils in Hi Voltage line, and web site, so as can answer a few of your questions.
From Russ ..New York.
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#2 ·
There was a guy who visit Nathen and got the original engine in hands. Together with Nathen they tried to re start it again.
It did not work.
The question is why......
Is making a youtube movie of a fake water using engine so funny?
Or did Nathen really not wanna share?
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#3 ·
after all these years of collecting info and doing tests, my best gues would be that you keep a dc current on the sparkplug in such a way that it creates a bit of hho in a constant way, probably similar to the Meyer sparkplug injector.
Then add on top of the dc the normal ignition voltage for the bang spark....
Then you have that plasma spark amd a bit of hho that would create a reaction with the waterdrops..
a thermo explosion reaction.
Run you engine first hot on petrol before you do the watertesting.....Believe me....it makes a diff.
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#4 ·
You Tube video #4 was regarding a retest of same 18HP Briggs using the S1R9A9M9 coil assy , water, and light bulb as circuit electrical load ohms resistance. You have to back up a ways to understand what really happened. Nathren was owner of electricians service shop business , but a non technical person. He had actual technicians that did most of work in his shop on the 1978 car conversion, v8 engine on stand conversion, and 18HP riding mower engine conversion to water vapor pressure. He had a write up on the circuit done and a legal format, so that it's dated as his work at that time. The website is only a question and answer message board, not a detailed method. He never wanted to reveal outright the total designs. For Video #4, only the originator would fully know all the wiring done and reasons why, to make it work. Nathren had hooked his transformer up from DC battery through the primary side of transformer and through DC light bulb. This would never work for video #4. All techs know that only AC or Pulsing on + off DC will run a transformer. Also later on, when his visitor "hot shot" mechanic came to his address from 1000 miles away to check claims on Briggs engine, Nathren briefly agreed to show his mower engine but only to a point. During that next engine video, it was never tested to see if it would run at all on any fuel. No proof that there was any compression. The engine didn't run. The later video #5 engine tare down showed stuck valves, so as compression not viable. So much for visiting self claimed qualified mechanics . That later time Visitor was told about a resonance between one side of coil (primary) and 12vDC fan motor used as resistance load when hooked to battery and engine would run. Of course it didn't run then either in that video. In the workshop, another means could have been used, if the real ORIGINAL MOTOR armature had two points of wire snipped on commutator at 180 degrees apart, the wave form of spinning motor on oscilloscope shows on + off DC when connected to ground. This would run a transformer and have an inherent self resistance.
Video #1 -2008-The plastic tub hanging on side of engine contained the S1R9A9M9 coils, and a double coils relay for Hi V line. Two wires enter at top - Hi V line from alternate higher voltage ignition coil set up , and Plus 12vDC line from battery on the ground. They are covered with spiral black electrical tape. White wire at bottom goes to spark plug. The extension cord wire attaches to tub, but only used in video #2 if induction was needed, and grounded. When started, battery disconnected, and engine runs on power from "dual" on board alternator DC 10 amps. (Inverter box not connected)
No, it was not funny to see a video #4 made with a non running engine, unless Nathren decided not to share data, and put end to this, and his techs project by showing non running engine. He was also afraid of other people getting hurt from car battery explosions trying to recreate the circuit. He could of also hooked it up wrong because he did not at all know the proper way to run a transformer.
Video #1-2008 used direct connection of high voltage through circuit to battery terminals during starting of #18 HP engine . It worked, but dangerous.
Video #2 -2008 used some (type) of induction method for primary because he (Nathren) said it ran both ways in both videos. His website on Yahoo- Groups- WaterFuel1978 was written up as circuit ONLY by induction method. I'm inclined to believe his 18HP ran with direct connection in both videos #1 + #2 on You Tube video. S1R9A9M9. There is a lot more data I discovered during study of his particular project (sparking water)if one sends specific questions.
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#5 ·
it seems you did your homework well on that setup.
Do you have any idea when you might try it?
cheers -
#6 · date not recorded
The S1R9A9M9 engine conversion to water in carburetor may relay on Radiant Energy flowing down circuit to spark plug chamber. The earlier Patented ignition circuit that uses Radiant Energy release from modified CD ignition was from the 2nd. discharge of residual capacitor content into transformer primary that passes through capacitor diode that is connected to High Voltage output. The diode is open, then closed. When the accessory current passes .through, the Radiant energy from diode also goes out. Nathren's 2005-2012 conversion of V8 engine and the Briggs 18HP was different circuit, but may have had same influence to spark plug. The cars had dual coils relay, per cylinder with many diodes. The half wave DC charged the inductor with diode output. The CHARGE is released when plug fires but uses the coil energy INSTEAD of a capacitor type energy. The engines ran on water vapor pressure + fired Hydrogen gas from plug electrolysis. The coils inductance was necessary because of the desired on time in Milliseconds, not Microseconds as with cap discharges. His car tooled around for about 3000 miles on 18 miles per gallon water, until locked up in security garage. The 3 technicians there in Georgia said the Relays sealed in vacuum were worth their weight in gold. It seems they were just lucky to have it hooked up right. They did not know how they actually worked ! The AC traffic signal control pole relays were not used as normal click type method.The contacts and L + L coils passed HIGH VOLTAGE and also low voltage. The Briggs 18HP riding mower engine had to have an added triple magnetic coils assembly since there was no easy way to change timing from preset TDC to -34 degrees late timing. The cars' distributor turned easily to change timing. There was data saying from the now shut down web site, that parts added to plastic tub on side of Briggs, was referenced to the Tesla Hairpin circuit that formed Radiant Energy. The high volts ignition fired accessory spark gap with capacitors , so that other side of caps produce Radiant Energy transferred to primary of S1R triple coils primary. The passing through high volts to plug carried this radiant Energy along with approx 10amps current. Briggs started with 12v battery, then completely disconnected. The engine ran on just the dual alternators output, since there were 12 MAGNETS under flywheel for free power , as long as the crankshaft was turning. Nathren neglected to say it was self running. The Yellow + Yellow wires or Black + Black wires Briggs ring alternators can produce 14 amps and higher with bridge rectification. One diode would allow just about 10 amps half wave DC current. The original relays are discontinued and no longer available to purchase. Diagram of same is on Internet with (2) 1.5 Millihenry inductors with centered in series diode.. The technicians back then hand made 2 relays to simulate the originals, but failed. The built relay circuits were in open air, not vacuum. The vacuum holds in the white Radiant Energy generated on the enclosed diode output as 90 degrees perpendicular to wire concentrated, so as can follow further down the circuit. The Necessary Magnetic field over Briggs plug wire carries down to spark plug electrodes, as does with auto engine. They called it "Electromagnet". After about a year tinkering, they finally found out how to make engine run smoother , by the type engine used as having An EGR system mounted.The Nitrogen content of expelled moisture is reused as from compression of air into water which is 78% Nitrogen. See again the 2008 S1R9A9M9 (2) You Tube videos of mower engine running on water that sounds like a water pump! -
#7 ·
On the NON affirming / opposition side,- upon deep review of original circuit drawing, for their auto conversion, the center diode between the inductors is only rated 600v, with ignition minimum 10kv against it, and diode facing the wrong direction. The low voltage facing was positive, while the ignition was negative as also called positive ground. Also, an inductor does not HOLD a charge like a capacitor does, as normally used with the expelling Radiant Energy as from diode releasing capacitor energy the same time. It seems now, that the original circuit was contributing just low voltage 7A DC current, -34 degrees timing, high voltage DC , and required magnetic field for the 8 spark plugs of the 1978 Chevy V8. If there was no Radiant Energy produced within the vacuum of the so called "Magic Relays", this may be just minerals water spark plug electrolysis for Hydrogen, with associated formed water vapor pressure addition, and the inductors magnetic field that all operated the engine with alternator recharging the 2 batteries on car. Was there a conspiracy there in 2005-2012 Georgia back then, with the main schematic shown on Internet being modified, so as duplication would be harder to do? I can see the relay inductors being used for the extension of spark TIME, and contributing the magnetic field for end use, but why not also add Neodymium ring magnets to the plugs? The N or S magnetism would carry down to the tiny tips in combustion chamber. Maybe the magic was just that. -
#8 · date not recorded
On the other hand, the regular type ignition coils are what's called autotransformer. That means there are 3 terminals-, not 4. In general, the common autotransformer type has one end of primary hooked to one end of secondary. The engines normally have positive ground, meaning the POSITIVE high voltage jumps upward from ground to center spark plug electrode. The ratio of internal wire turns is set up that way. If input + and - terminals are switched around, the output would be positive high voltage at top of plug, but at a greatly reduced voltage . Therefore, it is possible, on the High Energy Ignition coil for the 1978 Chevy V8 engine with coil mounted in top of distributor cap, to be switched over to be able to get high voltage positive. The HEI (4 ) terminals are plus 12v positive, timing , safety spikes ground, and output center terminal facing the rotor. Nathren's web tech forum did not tell people everything. Some of the work by the 2 technicians in the Georgia shop was not told to Nathren. He may not have known of this ignition change that was done, based on the original schematic THAT SHOWS only positive and positive being used on engine. He didn't even know what spark plugs or modified ones were mounted on the ElCamino car based on the ohms resistance. There seems to be more to this old story from 2005-2012. The Inverter box on car was insulated from ground and the alternator charged both batteries.. After extensive driving period at 18MPG water only, he removed old El Camino gas tank and replaced it with welded steel box with exhaust drippings saved. The vent allowed some hot vapor release. This allowed the Nitrogen embedded content water to be reused at HIGHER efficiency, allowing less frequent water fillings, and the last statement was then ,about 300MPG. The wife ordered her car locked up in a security garage. The electrical circuit was based on using a 110v AC output Inverter, - changed to half wave pulsing about 45vDC, special design switching obsolete relays per cylinder, and exterior mounting of about 10 diodes of 600v each. Internal diode was between the 2 inductor coils. When the technicians left the shop due to harassment, Nathren then decided to build a substitute for all that, and converted a lawn mower engine to water which was successful and can still be seen on Youtube videos,- S1R9A9M9 videos 1+2. -
#9 · date not recorded
Way back in time, Aaron showed a diagram that the microwave diode hooked to only 2 series diodes to ground would give the same effect for spark plasma.. This may be an error. His US Patent has a charged capacitor releasing EXISTING left over residual energy through a high voltage diode to make larger spark. His other data talks about high volts pressing against an ON diode that shuts off and reversing back to spark plug. It seems to me that a diode needs a small voltage on it to be in an ON STATE, and a MUCH higher volts just to get the higher spark blast.?
My original assumption was that Nathren (S1R9A9M9) also used one set of dual coils relays on the Briggs MOWER engine, since the sets also worked on the earlier car conversions.Then there is also OHMS law for circuit total resistance required for the 10amps flow through the 125 ohm spark plug. I have his original statements from the website about extra parts included in plastic tub on side of mower engine, with the S1R triple coils and an Inductor from a relay of about 1.5Millihenry. He would have also included accessory spark gap, diodes, and a 400v distributor CONDENSER, --- as a play on words, as he said "no capacitor was used". The charged condenser with diode output would also add EFFECT to the firing spark plug, as long as there was somewhere a ground point in behind diode. His final report was not forthcoming, and we are left to figure it out on our own work benches. Does any one know if Aaron's special circuit would work with coil inductor on voltage, or if it would "hold" a charge like a Cap does?
The twin conductor extension cord was hooked to exact ground under spark plug as part of the "Y" with other end hooked to plastic tub. The male plug was probably bridged. This was either a LONG required ground return line back to the Batt/ Alternator, or an actual ground for the tub circuit. There were 3 wires entering tub with 2 output wires. The high and low volts was ajoint inside the tub. (Yes-- the ignition volts was on the Battery and alternator as a hazzard.) The Briggs engine started on the battery, then battery completely disconnected, and circuit then ran on the under flywheel dual alternators with the revolving 12 MAGNETS. See his mower engine again, self running on water in carb. S1R9A9M9 You tube videos 1+2.
Nathren's schematic diagram for water powered circuit for auto 8 cylinders shows certain facing diodes, so that the negative firing 1978 HEI ignition coil would not fire spark plugs. Ignition bypasses plugs and goes to ground through 2 diodes. The old style coil in distributor cap type could have had the 2 primary wires switched around , so,as having POSITIVE high voltage output, which then would fire the plugs. The low voltage power in was halfwave pulsing DC , so as no diodes of a Bridge Rectifier there for a source to ground for a special separate diode discharge.
The 2 technicians in the Georgia work shop did not tell Nathren everything. He even believed the car spark plugs with 10 flowing amps were original copper Autolite type with 6000 ohms resistance. As him being a non technical person, I can see now why a detailed work booklet was not going to be available to the public. -
#10 ·
I understand. i think.
The whole idea is to get HV and some kind of amps.
That is possible, because we talk here about interrupted elektrolysis and sparks.
In opposite to the waterfuelcell, who is always on, a spark related system never always sparks...
That gives you the time to store joules for the amps.... -
#11 · date not recorded
S1R9A9M9 from 2008, used 6-7 amps through zero ohms spark plug, to produce water vapor pressure along with electrolysis Hydrogen at spark plug in engine. His v8 car was on low power , about -34 degrees late timing, but was on 18 miles per gallon only mineral water, for about 3000 miles, until locked up in security garage. His Briggs 18HP mower engine was on 10 amps through spark plug of 125 ohms. He used cross leakage inductance high volts from the triple magnetic coils assembly to raise up the low volts to over 1300v , so as the 10 amps would go through spark plug. Ohms law 10a X 125 ohm = about 1300v required. (The shop technicians did not know certain plugs can have the resistor removed, for a racing zero ohms spark plug.) Too many amps burns out the tiny electrodes of spark plugs. They said to use 6-7 amps as best. The capacitor discharges are too fast. Needs time for contact of water with the current discharge. That's why inductive ignition is required - not CDI. S1R9A9M9 Cars and mower engine conversions to water, all used Inductive ignition with 3 terminal autotransformer. This is my bench project for a while now. See my other data messages on Energy Science Forum and Free Energy forum.
Aaron's special circuit had to do with adding it to water spark plug design, so as there is a proper/ better plasma path for spark plug electrodes. Very low value capacitance, but about 200volts DC charge. This is separate circuit than the major amps. It has to come from a bridge rectification so as there is a ground through 2 of the diodes, so as the 15kv high voltage transfer diode can reference that path, before it slams shut and hi V reverses back to the spark plug. This is Patented. This was CDI type type ignition primary and secondary transformer, , but parts could be added to your design without being CDI, just to get this better plasma path.
The Water Fuel Cell company by Meyer, had the best Hydrogen generator . 3000% efficiency. PLAIN ONLY Water cell was a capacitor and was in resonance with the( 2) L inductor coils with pulsing DC > than 1500v.. The added inductors after pulser transformer, can perform back EMF for a much higher voltage to cell. The inductors were resistance wire- not copper. . His Patent on this was commonly now called VOLTROLYSIS. The VW car drove around first on a water cell, then later changed to complicated water injectors per cylinder with circuit boards. Sensor circuit added to keep water level same for first water cell, for same resonant frequency of the water capacitor. This is for ionized HHO free fuel which has more energy content - not common H2 + O2. -
#12 · date not recorded
A successful conversion of a small mower engine to run on water in carburetor, is based on several actions at the same time. The ignition type has to be inductive ignition, not capacitor discharge ignition. This means the amps flowing through the spark plug must be from a DC power supply. The speed of CDI is too fast for proper contact with water molecules to MAKE hydrogen gas and water vapor pressure. The current has to be low, so as the tiny tips of plugs don't get burned out. The best setting was called 6-7 amps DC pulse according to S1R9A9M9. Nathren , in 2005-2012 worked with the 2 technicians in the shop for testing building alternate energy related set ups. Ignition primary wires can be switched around to get the opposite output polarity high volts. One man was his son who had the same name. They both contributed tech data on the previous website that is now closed down. So you have either positive or negative high voltage, diodes facing proper direction, proper resistance in circuit based on OHMS Laws, time delay lines added for way late retarded timing to -34 degrees, required magnetic field that travels down to plug tips ,and 6-7 amps DC current. The high volts pulse is NOT good enough to provide a proper PLASMA PATH for the expected current to pass through plugs. What is used is an added small circuit that has a SMALL capacitor charged with about 200v DC against a blocking 15kv FAST diode , hooked to the capacitor output. The initial high V. pulse out, in split second ,sees a different path rather than the effort for the spark gap. It presses against the ON diode that abruptly shuts off , compressing the high volts against the diode , that then reverses back and fires spark plug.. It takes with it, the small cap discharge very fast, providing energy path for the waiting main current. The delay line is provided by wire turns over the plug wiring, and also an inductor coil of about 1.5Millihenry in the high volts line. The Briggs mower has preset non adjustable timing at TDC. The Mag field stretches the firing time out to -34 degrees along with the the extra L coil.(see data on the S1R9A9M9 triple wire coils assembly that has several purposes same time). The MAIN power supply is to be called ISOLATED grounds, as is done with an Inverter box with a transformer separate secondary side with output single diode for about 45 volts pulsing half wave DC output. No filter capacitor. Output has to go through a safety series bank of 15kv total protection diodes . This short length series diode bank rests vertically on horizontal 80mm 12v fan .3amp, with see through plastic shroud. The heat released is blown upwards away from the diodes. Either FR607 with dual set screws European type wire terminal connectors, or fast flat plastic DTV32F plastic damper diodes on narrow aluminum heat sink. The inverter isolation separates the battery ground with the output power ground. The miniature added P.S. is a 150 watt 20khz open board inverter with fast bridge rectifier you add on. Two output.wires are soldered to the appropriate terminals for 200v AC. .The high volts sees the 2 diodes in the bridge through the ON 15Kv diode. It wants to bypass the plug gap effort, by going different route seeking the opposite high V polarity terminal. But the microwave diode stops it, and reverses back to plug. This technique is US Patented, US8555867B2 and has this output diode added to the capacitor that is on a regular type CDI . The left over energy, from firing Primary of ignition coil , goes through high volts diode along and goes with with the high voltage that fires plug. (Just firing ignition does not allow extra main energy current to pass to plugs. ) The small board power has to have enough watts and current to keep recharging the minimum 45uf 400v cap in between firings. The MAIN extra energy comes from the Inverter power supply. The ignition voltage has to be extended in time of milliseconds for more contact with the water. The CDI type deals with microseconds. The 15KV diode is said to also release RADIANT ENERGY that travels down to the combustion chamber. Tesla worked with this and had written about other special circuits for that purpose. See data on Tesla Hair Pin circuit that has extra spark gap and 2 capacitors output that releases radiant Energy. The earlier Georgia S1R9A9M9 car conversions all used special dual coils relay per cylinder, and they were IN VACUUM. I just assumed that the radiant energy if provided, was enclosed and not lost in the air, so as it would travel with the circuit all the way to spark plugs. They had diode, coil, diode, coil , diode to output. The high volts came in after the 2nd diode. Th L coil charge from inverter was in front of the 2nd diode. They called them the "Magic Relays'. The required magnetic field came from them and traveled down the wire. (Also, a North + South neodymium magnetic ring type magnet fits over a steel spark plug and field is also there at the tips in combustion chamber-just another idea. -
#13 · date not recorded
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. -
#14 ·
Fuel injection cannot be used with the duplication of the S1R9A9M9 mower engine conversion. The water/water vapor has to be DRAWN IN by engine vacuum for the point where the H20 becomes "volatile" at the LOWERED PISTON STROKE DOWNWARD and has the required plasma path, and subsequent 6-7 amps DC current max through spark plug. This was Nathren's and the shop technicians' new system back in 2005-2012 Georgia. You have not been reviewing the previous tech data on S1R9A9M9. The requirement is a riding lawn mower single cylinder Briggs engine, about 12-18 HP. They have interchangeable stronger alternators and dual alternators. The 17, 18HP has oil filter. Flywheel interchangeable with one with larger magnets one, for higher alternator output. Late Timing is in the range of about negative 34 degrees ATDC. The magnetic coils do that, or a built bracket to hold the adjustable Magnetron. The main power supply "isolated" is used at higher wattage to start engine, supply shut off, and then alternator self runs with full wave DC generated current from the 12 magnets under flywheel. Filter capacitor raises voltage. No V regulator allows higher volts and can be used also with V regulator same time, for battery charging at 14v. I ALREADY have a bench set up with 12HP engine, S1r modified triple magnetic coils assembly, P.S., modified alternator, adjustable EGR set up, Plasma path circuit, series protection diodes bank + end resistance circuit including zero ohms spark plug. The system has been changed over from Negative high volts to Positive high volts. Easier to work with and less chance of spark bypassing plug which it would absolutely happen with any cap or resistor or wire to ground that has positive ground spark. Accessory spark gap in series is a must. An engine would start /run idle speed , but would need 2 more things done. Main jet in carb later needs re drilled about 33% larger hole for power use , unless using gravity feed water hose to carb with brass adjustable needle valve. An EGR adjustable flow type needs to be applied to engine. 12v water valve and EGR vacuum valve controlled by adjustable vacuum switches for turn on +off. The embedded compressed Nitrogen from air is reused to increase engine efficiency and lower erratic running. 3rd Key switch position runs starter with water valve. Presence of vacuum keeps water flowing.There are 3 ways to get positive high volts from Briggs ignition Magnetron/Magneto. I built 19 attempts of power supplies, 4 of which that work as isolated grounds with sufficient output to counteract the diodes losses. I have built 40 different models of the S1R coils assembly. It does several things at the same time. -
#15 ·
How to increase number of turns for same value magnetic field strength 12 volt electromagnet of original 10amps DC + 7 turns and 13 turns, being changed to 6 amps DC worth of SAME magnetic field? (Simple proportions always come out for less turns.) It uses copper core of 7 turns connected to 13 turns 4mm rod steel core all on 10 amps. There is an electronics formula method that uses different constants for air, copper, steel, iron , and ferrite cores, that may not be needed. My guess calculation may be wrong. (I was thinking on 12 turns and 24 turns) -
#16 · date not recorded
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. -
#17 · date not recorded
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.
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#18 · date not recorded
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? -
#19 · date not recorded
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. -
#20 · date not recorded
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? -
#21 · date not recorded
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. -
#22 · date not recorded
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.
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#23 ·
Good luck with testing!
My 2 cents on the SR techno and probably of some others, like Meyer, who was also dealing with sparkplugs and so on.
We all know that water and a sparkplug, is NOT going to run an engine alone.
So, you have two options left.
1. You inject waterdrops AND HHO in the cylinder.
2. You create a hollowe sparkplug anode that is runs by a DC Bias and HV.
I explain: The hollowe plug is a small electrolysis cell that needs to create HHO all the time, as it is a small cell. The injecting system will then inject waterdrop, rich on hho. Then the timed HV kicks in and ignite the mix
These are the only ways to do it....
cheers
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#24 ·
More tech notes for those who are still following this subject - if you recall, regarding the original S1R9A9M9 triple coils assembly from 2008 lawn mower that ran on water in carb, the construction of unit was quite peculiar and caused many peoples reactions and disbelief. The photos are still on internet for review. The high volts side used bare copper wire. The lower half of electromagnet had no steel core. The reference was that the engine ran on negative high voltage. You may also be thinking about inventions only partly shown to public, without exacting information or changes done before actual release photos. After many had failed to duplicate the process with wire turns, voltage source and amps load, I surmised that the originator had probably used a only similar, but DIFFERENTLY constructed S1R coils assembly. Most US Patents and drawings are only a high % accurate so as not to divulge propriety information. Therefore , I am presenting here today further data for you to chew on. I am still actively pursuing this project. The blow up of original unit showed a stub- frayed wire cut off from the joint of (2) #14 gauge wires. When Nathren's next video came out he had removed the stub and re taped up the joint, .... before the take apart video was done. I had way earlier dismissed the notion of a transformer, since a High Positive volts from ground would not allow spark plug firing with a side line wire to ground.(Electricity always goes up a bypass if it is less effort that way.) The study of documents regarding the earlier cars conversions showed that the ignition coils were firing positive voltage to ground. Why not the Briggs 18hp engine? The change over to a double cable Magnetron as used on the twin cylinders allows the use of one cable as ground and the other as positive high volts on 1 cylinder lawn mower. . This now allows a Sir coils assembly to be a possible transformer. Next, - The car conversions all had very high output ignition coils as minimum 24KV or higher. The Briggs Magnetron is only 6-15Kv and not AC output- Very hard to raise up the voltage. (cap+diodes multiplier can't be used.) What was needed was a PLASMA PATH extra method applied . This is either a back EMF higher high voltage from charged inductor 1.5MH or a charged capacitor with output time constant to last the required .030second. I took another look at the data from the expired old web forum , and I remembered the page regarding the (60 turns coil test). The talk was about reactance ohms added on low volts side, from high volts side, that causes the 16 amps capability input to reduce down to the 10 amps going through spark plug. The demonstrated engine videos both started on 12v battery. Nathren said that all information was in the web forum to duplicate his work!!!!!!!!!!!!. A final data sheets set was not going to be released, due to too many people getting hurt tryin to do the conversion. So now, after reviewing all this, I surmised that the other 2 methodologies for getting plasma path WOULD NOT HAVE THE PARTS ACTUALLY FIT INSIDE THE small PLASTIC DELI TUB ON SIDE OF ENGINE IN THE 2 You tube VIDEOS.What was left ,- if regarding positive high volts firing downward to ground negative of spark plug, was that an ignition coil CAN fire into another step up pulse transformer to send an even higher high voltage output! Now get this,---- The original S1R coils as used in the (2 )2008 videos is not what was shown to the public. A similar one may have been actually used.- but different construction. I say 13 turns primary, and 47 turns as PART of secondary as full secondary is 60 turns total,(13+47) as being a 3 terminal autotransformer step up type. The end of primary goes to accessory spark gap in the tub, that fires to an outside ground wire. There was a cable to ground in the videos. The 2nd triple wires assembly shown was notorious with bare wire, missing lower core present, no talk about the joint, nor the outside cable,, or actual polarity of spark. With about 6kv firing the first primary spark,3kv per 1mm gap, the ratio step up could be greater than 24kv. (ratio 1;4.6) This similar unit will fit in the plastic tub, and form the proper plasma path for the subsequent 10 amps through plug. I also surmised that he dropped the number 4 on the triple wires assembly and reduced the length of core steel. 13+ 7 = 20turns. All his changes disallowed a transformer effect and not enough wire turns. The current model I made is for 6 amps as all the other car engines conversions in Georgia had used 6-7amps flow. The number of turns of the added on #16 wire required magnetic coil on top, was increased by same ratio as amp decrease. , so as 13 to 22 turns. The magnetic field travels down to spark plug chamber to enhance the reaction. I also had put neodymium ring magnet on steel spark plug.
I am currently looking into possibility/ not possibility, using bundled thin soft iron wires together in vinyl hose to use as iron core , rather than steel long screw. The residual magnetism removes itself in between pulses- contrary to steel nail or rods.Residual may be needed. I'm using floral wrapping iron wire roll.
In the original (2) S1R9A9M9 You tube videos, the battery was disconnected after engine idling, and the under flywheel alternator provided the electric flow from the free energy 13 magnets. Nathren neglected to say it was self running on the developed water vapor pressure and Hydrogen gas at spark plug electrolysis. -
#25 ·
More new data accumulated over time regarding the 2008 S1R9A9M9 (2) videos on Briggs 18HP mower engine that ran on water in carb. Several things have to be in place get the required water vapor pressure and hydrogen fired at spark plug for self running using the battery and under flywheel alternator supplied current. The Magnetron ignition volts 6-15kv, has to be raised up to minimum 24000volts. First the coil has to be changed so as to get the final POSITIVE high voltage. The twin cables type Briggs autotransformer Magnetron will do this. Next, this now positive high volts has to be increased so as more usable. A pulse step up type autotransformer will do this. The plastic deli tub as used, hanging on the Briggs back in 2008 was small, so as the enclosed parts had to suffice. My original ideas of inductor back EMF high volts and the capacitor charge and discharge parts would not fit in that tub. The pulse autotransformer would! We were shown a triple wires assembly that was associated with that engine and did several things at the same time, ..... except increasing the voltage . I propose a 2nd hand wound autotransformer was in the tub along with other parts , such as the hand wound S1R coils, accessory spark gap,Dayton inductor 1.5MH in the ignition line, resistor, and diodes. They will all fit. There was an outside cable capable and connected to original engine ground as could be used for the transformer primary. The use of positive high volts ALLOWS the side wire to ground to operate, and still fire plug. The #14 gauge wire joint on S1R coils had been cut off and had enclosed a stub wire. This was then probable as being the ground wire for the electromagnet magnetic field wire to resistor and ground, so as always on all the time. The firing of spark plug with same current 10amps was for about 34% of the time of flywheel rotation. You will have to learn the difference between a regular 4 terminal transformer, and a 3 terminal hand wound autotransformer. -- Uses 4" long 10:28 steel screw for magnetic core, with wire wrappings over 3/16" ID vinyl hose for voltage increase. This refers to the data from the old web forum regarding "the 60turns coil test". The 60 refers to the secondary turns. The primary is only part of that in ratio. The S1R coils of 13 turns + 7 turns = 20T for original electromagnet, is similar copied for the step up autotransformer 13T + 47T = 60 turns. I used 18 gauge white thermostat wire .05" diam from 2 wires loose in package- not twin connected wire.The RATIO BECOMES 1: 4.6, SO AS THE ACCESSORY SPARK GAP OF 13T PRIMARY FIRES TO GROUND ABOUT 2MM FOR 6kv IN AIR. This should result in step up to about 25KV THAT THEN ENTERS THE S1R coils to get the impressed magnetic field. The field extends the spark time to about .03second and 34 degrees late timing ATDC. Power draw from 12v battery would be 6-10 amp constant on through the resistor, and then 6-10 amps for spark plug only 34% of the time. The spark is off 66% time of flywheel going around. The cross reference for spark plug to Champion is needed so as can remove resistor from the top. and substitute copper piece. The now racing spark plug is zero ohms and can pass the amperage for electrolysis at spark plug tips. I use NGK B2LM .for short reach spark plug already zero ohms. Nathren had said the system used about 15 amps.To be able to get lower 6 amps worth of magnetic field instead of 10a, I changed the electromagnet wiring from 13 turns to 22 turns as in same ratio as current change. After battery ran the starter and engine was idling, the original battery was removed, so as the magnets powered alternator ran the system in the summer 2008 You tube videos. See the videos again . The 2 power wires and Hi V cable come down from the upper metal engine cowl and are wrapped in spiral black tape and enter the plastic holder tub. The ground wire is on the right, the lower white wire goes to spark plug with high V and 10 amps. His 2008 set up did not have battery acid protection using diode bank, from the ignition voltage going in reverse.