Water Spark To Water Vapor Pressure

[russwr]

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

[Aaron Murakami]

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

Thanks for sharing that here - a great topic!

An attempt to figure out what S1R9A9M9's circuit was is what led me to developing my plasma ignition method. If you look at his convoluted diagram he posted that hardly anyone could figure out - it is basically connecting the half rectified out put of an inverter over the spark plug gap - and it was a large appliance relay that made the right connections. When the hv spark is made, the lower voltage high current from that inverter jumps the gap and that is what his ignition is.

Everyone claimed the inverter was needed to make the effect and some tried with capacitors. Capacitors worked, but they also thought it had to be connected to the inverter still to get the effect. Because of John Bedini's old diagrams of the Gray motor with the reversed diode at the top of the HV rod, I instantly knew all those explanations were false and posted the first evidence ever showing the capacitor could be charged with a power source and be completely disconnected from the power source (free floating potential) and then applied to the ignition coil and it worked. So not only did it prove the connection to the inverter (ac power source) was irrelevant to the effect, it also proved that I could simultaneously use the same capacitor as the input power source to the primary of the ignition coil and also act as the low voltage source that would jump the gap after the hv spark was made.

I don't know what "other capacitor discharge method" you are talking about that is supposed to be "too fast for proper operation", but my own method is of course extremely fast - but the primary plasma discharge method is basically the same as what S1R was doing wit his circuit.

That plasma doesn't necessarily expand water, it instantly dissociates the hydrogen from oxygen so that is where the expansion comes from, then the hydrogen detonates very fast and very hot and that is what ignites the rest of the freed hydrogen and further dissociates more hydrogen from water, etc...

Revizal was the first to use this kind of plasma ignition to run an engine just on water after all these experiments and it was a small motorbike engine. It ran on tap water for maybe 20-30 seconds. But the plasma needs to be pretty big for that to the point it will destroy plugs fast and will explode and chip other pieces of metal it touches - most likely like the edges of valves, etc... So running an engine on water is not a problem if you have a big enough discharge but will simultaneously destroy your plug and engine. I would like to see that S1R engine torn apart and examined to see what the longer term situation is.

Here is an old "choking" method that I posted years ago from Ralph Bergstresser, a friend of Tesla:

It can extend the time that the spark is at the gap.

Do you have a pic or video of the Georgia man's methods?

[Faraday88]

Thanks for sharing that here - a great topic!

An attempt to figure out what S1R9A9M9's circuit was is what led me to developing my plasma ignition method. If you look at his convoluted diagram he posted that hardly anyone could figure out - it is basically connecting the half rectified out put of an inverter over the spark plug gap - and it was a large appliance relay that made the right connections. When the hv spark is made, the lower voltage high current from that inverter jumps the gap and that is what his ignition is.

Everyone claimed the inverter was needed to make the effect and some tried with capacitors. Capacitors worked, but they also thought it had to be connected to the inverter still to get the effect. Because of John Bedini's old diagrams of the Gray motor with the reversed diode at the top of the HV rod, I instantly knew all those explanations were false and posted the first evidence ever showing the capacitor could be charged with a power source and be completely disconnected from the power source (free floating potential) and then applied to the ignition coil and it worked. So not only did it prove the connection to the inverter (ac power source) was irrelevant to the effect, it also proved that I could simultaneously use the same capacitor as the input power source to the primary of the ignition coil and also act as the low voltage source that would jump the gap after the hv spark was made.

I don't know what "other capacitor discharge method" you are talking about that is supposed to be "too fast for proper operation", but my own method is of course extremely fast - but the primary plasma discharge method is basically the same as what S1R was doing wit his circuit.

That plasma doesn't necessarily expand water, it instantly dissociates the hydrogen from oxygen so that is where the expansion comes from, then the hydrogen detonates very fast and very hot and that is what ignites the rest of the freed hydrogen and further dissociates more hydrogen from water, etc...

Revizal was the first to use this kind of plasma ignition to run an engine just on water after all these experiments and it was a small motorbike engine. It ran on tap water for maybe 20-30 seconds. But the plasma needs to be pretty big for that to the point it will destroy plugs fast and will explode and chip other pieces of metal it touches - most likely like the edges of valves, etc... So running an engine on water is not a problem if you have a big enough discharge but will simultaneously destroy your plug and engine. I would like to see that S1R engine torn apart and examined to see what the longer term situation is.

Here is an old "choking" method that I posted years ago from Ralph Bergstresser, a friend of Tesla:

It can extend the time that the spark is at the gap.

Do you have a pic or video of the Georgia man's methods?

Hi Aaron,
Excellent case study!!! Infact it reminds me of Stan's obscure 'Wiper arm'' Variable Inductance in his VIC circuit
the Magnetic Interaction in that 'Variability' is actually a Temporally variability rather than Spatial one in the sense of its 'wiper arm'like in variable resitor or rheostat.
and yes just as you rightly point out, the Ignition System of 1976 was not of CDI origin hence the High-Voltage attend was of Inetrrupter type (Switched Inductor if i may so call it) and this coil Inductor is meant for that type of HV Spike (Parallel Resonant) and not for the Switched Capacitor Discharge type (Series Resonant). i'm sure if one underrstand the Interaction of the coil it can be designed to work just as well with the CDI type may be with the Inclusion of a Capacitor along with it.
I still belive S1R did use the Alternator along with the Enhanced Capacitor Plasma Ignition system that you describe, it is just that it can be done many ways...he chose to disclose the inverter while still keeping the core stuff with him (Alternator) Sine wave from an Alternator is pure Magneto electric and not susceptable to disrruptive Discharges that initiate Tesla Impulse power surges (Modern Engineers would call it Reactive power Impulse or Transients) but an Inverter is very susceptable...the rough secreat is High-Voltage Sine wave and Low-Voltage 'Square-Wave'' the mix of which gives you the Tesla Impulse..
be it for Liquid dielectric Polarization or Gaseous/vapour polarization, the Alternator is the key to produce the sine wave High-Voltage for the 'method of conversion'.
Rgds,
Faraday88.

[russwr]

Website reference to 1978 El Camino V8 water vapor conversion:

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

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

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

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

[russwr]

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

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


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

[russwr]

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

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

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

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

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

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

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

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

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

[russwr]

Update Summer 2021 on S1R9A9M9 Briggs engine conversion to water.

My current bench set up for testing is nearing completion. 12HP Briggs used for high volts and 6 amps same time through spark plug. This uses the S1R magnetic coil and also the replacement for the S1R special "Relays" which is 2 inductors, diodes and spark gap. The original relays were 6 v AC dual coils relay used on traffic lights 6v 60 cycles, to switch green + red light signal. The points contacts inside vacuumed sealed relay acted as spark gap. I'm still adjusting the ignition coil for Positive only high voltage DC using Magneto not regular Negative SS Magnetron coil. 28vVDC converter and battery protected by FAST diodes bank of 15KV. (No battery acid expulsion danger!) EGR with adjustable valve necessary for smooth running, which adds compressed air embedded 78% Nitrogen from exhaust moisture recirculation. The 2008 videos used battery for starter and main circuit , battery removed, then alternator + bridge rectifier ran circuit 10 amps for idling engine continuously. Only Briggs "riding" type lawnmower engine has interchangeable alternators, and flywheel with bigger magnets! Approximately 1 ohm line resistance with 12 volts, originally. Late timing minus 34 degrees ATDC required to get expanded water vapor pressure and some hydrogen gas. See 5 drawings S1R Megatran transformer then add adjustable power resistor for electrical load with inductor about 2.2MH. S1R workshop had free electricity with V8 engine on stand and power generator running on water line. S1R in jail as of last year2020

[russwr]

S1R9A9M9 ran his Briggs 18HP mower engine idle speed on water in carb, 2008. See You tube videos 1+2, and associated. videos. Website shut down. I have most of his data collected. Working on similar conversion for 12HP. Yes, lower power out, but his v8 old conversion El camino tooled around town back at that time also. Adjustable EGR required while exhaust drippings contain embedded Nitrogen that improved efficiency, and about 6-7 amps DC added through spark plug. Timing retarded to about -34 degrees. High voltage Battery protection diodes set required, with series 2MH inductors + S1R hand wound magnetic triple coils assembly over spark plug wire. His unusual new process forms water vapor pressure generated with also small amount hydrogen gas! Must verify no/low ohms spark plug.

[Ron Hammar]

Hi all, I have a need for help. I was reading on one of the forum were there was a link of a video of a patent about using water as a fuel by heating it up, The USPTO #3,939,814. Can any one recall reading about it? It dealt with heating up water over 1000*F and it caused it to cause the H2O to separate and the H2 burned off so the water being injected into the chamber keep the temp high so the action would keep on heating. I think the posting was some time ago. Thank you for any help in this. Ron

[russwr]

Have you heard about the used oil furnace from 1950 that ran on water? Patent was issued to army service men in Texas for ONLY adding water line to T fitting for used oil burner on used jeep engine oil, to get 50% increase in efficiency. That was not what was written in their application for Patent. SS coil tubing in brick insulated firepot of oil burner hooked to input common water line. Oil furnace started. Temperature gauge monitored for temp up to 1500 degrees F. Then valve opened so as superheated steam is allowed in T fitting with oil to nozzel. Nice burn flame runs constant. Then oil line shut off. Furnace still runs. Shock wave from 90 lbs pressure to AMBIANT zero in firepot forms hydrogen and oxygen torch flame that also heats heat exchanger. Normally water molecules separate at about 3-6000 degrees which is too much energy. The vibration shock wave allows for disassociation at lower temperature. Electric motor with dual shafts ran 2 oil pumps at 90lbs. If water shut off, and cooled down, the furnace has to be restarted on oil. (US patent office not allow overunity for public.)

[russwr]

The now shut down website of S1R9A9M9 told of certain obscure tests done , as related to the triple coils assembly , as used on the 18HP Briggs engine from riding mower that ran on mineral water in carburetor 2008. A high voltage pulse through high voltage cable that is wrapped in 60 turns of insulated hook up wire and steel nail core, with 20 amp draw from 12v battery and .6 load resistance - will change to 12Amp draw as reactance in .4 ohms is CREATED in the 60 turns. That means that an old style ignition ballast resistor of .6ohm with 12v will draw 10amp for going THROUGH the engine spark plug, due to .6+.4 ohm in circuit, as 1.2 ohms total. The Champion spark plug internal 4kohm resistor is removable from top, as then zero ohms with copper insert replacement. Other parts in plastic deli tub on side of engine besides the triple coils and resistor, would be accessory required spark gap, and 2 diodes as voltage drop from 13.5volts charged battery. Once started, the alternator to DC bridge rectifier 14.9A ran the circuit as battery had been disconnected. Magnetic field 10A impressed on cable extends timing from 0 to minus 34 degrees while electrical field impresses .4 ohm on same main circuit. (2 power sources same time) Of course S1R knew there was danger due to temporary acid expulsion from battery with the ignition high volts there, until the battery wire was removed after engine started. That's why he changed the wiring diagram so as it would then not work, since people got hurt practicing with circuit and not knowing what they were doing. The S1R coils was to be the replacement for the obsolete dual coils 60cycles AC relays as used on the car conversions. YouTube videos 1+2 BY S1R9A9M9

[russwr]

S1R9A9M9 (Nathren), had what was needed as ISOLATED GROUNDS power supply. The 400w 60 cycles Inverter had electrically separated secondary side which can be used as AC or DC. There is no clashing of 2 power sources together if isolation is used. All those Boost DC converters advertised can't be used as final power. A cheaper way is to use battery to run boost converter which runs the 500Watt inverter open board with 3 sets AC output terminals. The on board IC oscillator as dual phase outputs to the MOSFET switching transistors runs the transformer . The 5V internal regulator will accept the higher input 19v. The on board 16v filter capacitor has to be CHANGED to 50 VOLTS rating. The output 18v terminals will produce 28.4V AC isolated with input of 19vDC from booster converter. Then add a hand made high frequency bridge rectifier for final 27vDC output. The higher voltage is required to overcome various voltage drops and for the series diode protection from high volts , water, and other resistance in main circuit to spark plug. Inverter is fast 20Khz , so as fast recovery diodes have to be used as FR607, to send the 6-7 amps to spark plug. Nathren had no protection in original circuits. It will run power resistors which is nichrome wires on insulator. Test circuit was 4.5ohms. Ohms Law E/R = I. Voltage measurements have to be used on old style analog meter with needle and face scale, so as can accept high frequency. Extra Meter Victor VC921 has setting to read just the frequency, but not that type of voltage. Inverter needs 4 wires to solder on, and spot solder for jumper for switch. Put switch and fuse in red positive line input. Amazon sells items and is quicker than china shipping. A practice motorcycle old style cylinder type ignition coil mounted on board with spring back points and condenser can be used as practice. Output Hi V through hi v diode and accessory spark gap and double inductance 3MH is about 6KV pulsing DC. The low voltage current jumps in when spark plug fires to ground. Enhanced / amplified spark is what he used on car engines and lawn mower engine with water to hydrogen conversion with the additional water vapor pressure. Engine is self running and battery is disconnected. In earlier times, people were sparking their spark plugs with capacitor discharges. That is in microseconds time. The DC plain current added by Nathren to spark is extending time in Milliseconds and giving more time of current to contact the water. Zero ohms spark plug NGK-B2LM allows passage of 6-7 amps current on mower engine of short threads reach.

[russwr]

Over the years there has been speculation regarding the S1R9A9M9 triple coils assy. I worked on this many times, studying Briggs engine and alternator and all tech details from website before it shut down. Nathren, who was in jail in Georgia 2020 had said that no final report with exacting details would be given on the 18HP Briggs running on water through carb. The cars and mower engine conversions was his best work, according to him. All needed data was just in the message board- (from questions and answers). I finally figured out why the high volts line of 5 turns was just bare #12 wire. We all figured it was just poor judgment, and would probably cause leakage induction. There was a couple obscure original paragraphs regarding what was called the "60 turns coil test". Insulated high volts cable wrapped with 60 turns insulated hook up wire with 12v 20 amp passing through 60t hooked to load resistance, would change to 12amps on connected series meter. Ignition fired through it's cable. He said that current would be induced in high volts line carried to spark plug. Not believing that because there is no complete circuit for a secondary of a transformer for this. Not only that, a spark bypass would happen with direct line to ground of negative ignition on engine. The web pages , several times indicated that to run engine on water, it was required to have about 100 volts and 6-7 amps to plug with about -neg 34degrees ATDC. 18HP had plastic tub with several parts hidden, of witch he only showed triple coils assy. Later I figured other parts to be accessory spark gap, diodes, resistor, dual coils relay ,and (1) extra inductor from previous broken relay. He distinctly indicated cost as about $3 per cylinder for conversions. The cheap way was leakage inductance to get the series inductor with 3 diodes to force forward a back EMF flyback voltage as about 100v to plug. The magnetic field over HiV cable on engine was static constant on unchanging. When reactance ohms in main line changed, the modified signal in main line created action that allowed inductor to release higher volts forward. As the first 60turns insulated coil test passed earlier, he then used only bare #12 to get better effect for the L coil. The input current to S1R coils assy was 12v battery at about 15Amps for the final reduced value spark plug 10 amps, for starting purpose. When Nathren said he was going to show us how to wind properly, he removed black tape + the stub frayed wires, and re wrapped in tape. That is what is shown to be same bent nail coil assy with tap point frayed wires removed, which is on you tube videos as "take apart" on porch scene. He did not want people to see these pieces removed during making his video. The lawnmower engine alternator has no real power during starter cranking RPM and main circuit relies on 12v car battery for start purpose. Different plastic ring alternators of higher amps are available as well as different flywheels with stronger magnets for output power. The standard water cell electrolysis uses very low volts and variable current with surface area of SS plates to make hydrogen bubbles. The combustion chamber electrolysis of 18HP engine only has small spark plug electrodes and requires much higher VOLTAGE. ie - Flyback inductor. His method replaces the earlier car conversion parts with 110v AC Inverter box with half wave DC diode for about 40V DC for the dual coil relay per cylinder. The dimensions of coils L as 60 cycles switching armature relay as solid core with winding of #21 gauge magnet wire as about 1.6Millihenry as .6 ohm as 3/4" by 1 3/4" coil , similar to China coils .8mm wire as cross over inductors. The high volts went through both coils in series on just the mower engine with 3 diodes, one was in between. Relays were intended supposed to be for traffic signals switching in street pole electrical boxes in Georgia. Nathren said so. Reason has to do with further reduced timing, as cars had had adjustable distributor timing, the Briggs has none. Video 1 at 1/4 speed will show the 3 power wires going down from engine upper cowl to the plastic tub.The summer heat and engine heat of 2008 had melted the glue on black tape, so as 3 wires are visible. This conversion method would work because of the change of neg high volts and positive ground , to POSITIVE high volts and negative ground. The Briggs Magnetron had wires reversed so as plug rubber boot hooked to casting ground , and magnet type magnetron was insulated from casting with plastic washers and plastic metric screws. Cable then hooks from metal of ignition to 5 turn S1R coils assy. The starter then receives positive 12v with black neg battery cable hooked to casting for ground. System circuit may not work with neg high voltage unless starter insulated from engine. Reference here is the (2) YouTube videos of S1R9A9M9 and tech data gathered.

[russwr]

I'm still tinkering with the circuit for Nathren's water powered mower engine. I spent 3 months designing replacement for the old style dual coil relays that always worked before in Georgia. The sealed Carlon box is in vacuum with DC high V, with Tesla type magnetic spark gap + cap, with series Crossover inductor 1.6MH, as per originals. The idea is that Radiant Energy is generated, kept in by vacuum , and follows wiring out to spark plug. He said they were worth their weight in gold. The shop technicians could not replicate homemade relays to work efficiently. That's why no final papers were ever released. He was in jail during 2020. The original traffic signal lights poles relay were new replacements long ago. It was only the smooth running V8 engines and Pinto 4Cyl WITH EGR + the Relays, and magnetic field at plugs tips, that were acceptable. The Nitrogen compound in exhaust gases back into intake was the key to non surging engines. I studied the website and copied data before it shut down. Currently working on the Briggs mower conversion only. I changed low volts to Positive and also the Ignition volts to positive. This way one battery can be used, and starter motor can use casting for ground negative. My power supply is half wave DC doubler voltage from 500W open board 20khz inverter with Fast diodes. Therefore the coil L in series can have back EMF higher volts pulse. One L coil in vacuum with Hi Volts, while other coil L is mounted outside with low volts. The Georgia shop technicians + Nathren said that circuit required 100v and 6-7amps through spark plug. There is a back EMF higher volts generated from inductor that could be used for that purpose. Also flyback effect of Magnetron ignition that runs secondary is about -130v. Magnetic field from inductor carries all way to plug, while I also added neodymium Ring magnet over plug. The field is exactly at plug electrodes. Water in carb was to change to water vapor PRESSURE at -34 degrees ATDC timing with some Hydrogen gas formed and fired for piston pressure. The S1R9A9M9 triple coils assembly serves 3 functions and is NOT a transformer. I built about 40 different models over time until I figured it out. His original spark plug of 4Kohm was changed to 125 ohm Champion while it COULD have been taken apart later with resistor changed to copper segment. This way plug is zero ohms and can carry 6 amps. The S1R coils had formed"Leakage inductance "higher volts into 7+13Turns , so that superimposed higher volts over 12v would push 10amps through plug. The 15A first capable - was reduced to 10A with the Reactance induced in 7+13T coil from the electrical field of Hi V cable pulse. He gave example in his website called- "the 60turns coil test". With the battery disconnected after engine start, the dual alternators under flywheel ran the circuit for spark plug amps. In 2008 You tube videos 1+2, he neglected to say 18HP Briggs engine was self running , and was to be inferred

[russwr]

Power Supply for lawn mower water conversion.


Final design necessary for electrical conversion of Briggs engine to Hydrogen spark plug electrolysis Hydrogen + water vapor pressure, is an ISOLATED type power supply, so as primary and secondary of an inverter transformer is what's needed. Then, DC is derived by adding either diodes bridge or 1 diode as half wave rectifier. - That's what was used back in 2008 Georgia for the car + mower conversion. (Power On Board 400Watt Green Inverter 12v to 110v AC.) With on and off DC, an inductor 1.5MH in series produces a higher back EMF volts which is added to plug as second pulse with parallel diode to ground. > 100v superimposed, is necessary because of tiny plug electrodes. Self oscillator Inverter type or IC dual osc DRIVEN SG3525 operates center tap Primary of step up transformer for 12v to 28 volts to DC. Resistors and diodes in circuit require higher volts than 12v battery. Since about battery draw of 16amps required, The switching MOSFET transistors IRF3205 need pull up of gate drive to same battery 12volts. This was called a totem pole pull up intermediate stage between Osc and gates of transistors. Add proper fuse between bat + the power supply parts mounted on wooden board. Operation of 20khz allows for smaller ferrite core ring toroid FT-240-31, as transformer with #12 gauge wire. (10) high voltage diodes in series protects power supply from the ignition 10KV. The other, hand wound triple coils assembly with magnetic field over plug wire, using same 6-7amps current through zero ohms spark plug, then allowed timing retarded to about -34degrees ATDC. Small water tank with hose and adjustable hand valve to regulate amount water flow to carb air inlet. FOR IDLE SPEED ONLY. Power mode requires carb chamber main flow jet to be redrilled larger X 1.3, same as was done with earlier car conversion carburetor 1978 El Camino so as road worthy.