Water Spark To Hydrogen And Water Vapor Pressure Ran Engines 2005-2008

[russwr]

This update in reference to the 2005-2019 Georgia engine conversions to water, is to clarify further information not generally known. The 2008 Internet photos of the S1R9A9M9 triple wires assembly was a hand winding to show roughly what the original one looked like, but not with exacting details. The 3 technicians and Nathren did not want all tech information released to the public. They were not going to show everything. For example, the many AUTO conversions done, had the schematic electrical connections modified so as for us to see about 35v half wave DC from the Inverter box, rather than the original full wave DC to get the 100 volts.
On the lawn mower conversion of 2008, the ORIGINAL (2) hand windings used in summer 2008 You tube videos, , were actually step up and step down autotransformers. What that means is, there has to be a steel core nail, or long steel screw under primary and secondary windings of BOTH. These and other small parts were inside the opaque painted plastic tub on side of Briggs mower engine. You can see Internet picture of the 2008 "ALLOWED" S1R9A9M9 coils assembly, and see 7 turns wire over the 5 turns #12 wire and along with the other 13 turns.. There is no core under 5 and 7 wires.. That would show an electromagnet only from the 13 turns. To operate the engine like in 2008 You tube videos, it would require ignition high voltage, 10 amps DC , about 100 v DC, magnet field over plug wire, late timing 34 degrees, and zero ohms spark plug. The same amps creates the field and timing delay, and goes through the spark plug. The dual alternators on Briggs engine only turns on at idle speed RPM. Therefore a separate means is necessary to get a "pulsing" on + off method to make the 3 terminal autotransformers work, without those alternators being on to begin with. The CAR BATTERY as shown, has to run the vibrators first , and when the alternators get up to speed, then BATTERY IS COMPLETLY REMOVED. Each AC alternator can produce only 4 Amps DC with one diode on each side at a goodly high RPM. The ratio of turns as up or down can still be done with 2-3 amps designed in. The 2 shop people and Nathren's son, were knowledgeable technicians, and did ALL OF THE ELECTRICAL WORK, not the Father Nathren S1R9A9M9 as a non technical person. The other thing was, that it was never explained why the Inverter to 110v AC box was not used on the mower engine, as Briggs 18HP was a 4 cycle engine, just like all the other car engines converted. 4cyl Pinto, 4cyl tractor, 6 cyl car and (3) V8 car engines.



It is commonly known that a half wave DC pulse 50% duty cycle will run a hand wound step up and step down 3 terminal autotransformer. The Briggs dual AC alternators on same ring are used with diode on each side. Some people are not knowledgeable about Briggs engineering adjustments for alternator stators. The 2 systems as described above in the web forum work, and mentioned as LOW POWER but useable, as extra energy to the hydrogen, is in the evolved water vapor pressure in combustion chamber.


As another example, The carbon DC current arc in under water cell will generate hydrogen fuel, oxygen, carbon monoxide fuel and is AIDED to be overunity, by the inherent use of Deuterium. Most people don't know that every 1 of 5000 molecules of water is HEAVY WATER , that acts as a catalyst to improve the efficiency of reaction. These electrical power generators are then self running, but owners need to purchase expensive carbon rods.


It's the same thing as the earlier overseas engine overunity conversion of 3 cylinder truck to electrolysis of water cell by aluminum decomposition. The electrical valence of plus 3 is very reactive. The alternator recharges the 40amps 24volts used. The US Patent recommends pure type aluminum wire feeding from roll as to under water sparking against carbon roller, similar to the common welding practice roll wire. Purified aluminum is expensive. There is also Deuterium present in the reaction.

[russwr]

According to the old written documents from 2005-2019 Georgia, The several car engine conversions were done all the same way . Input power was 6-7 amps pulsed DC , through spark plugs from 12v dc input 400 watt inverter box. The AC was converted to DC 110v DC as full wave , so as to get maximum amps. This provided the necessary 100 volts due to the small electrolysis electrodes. The operation at negative minus adjustable 34 degrees timing along with 2 series inductors 1.75mh caused a time extension of spark time so as further contact of water with current. The salt water separated into both water vapor pressure to move pistons, as well as hydrogen gas evolution and fired as pressure. The car mostly talked about was his, as the 1978 V8 Elm Camino. After driven at highway speeds at slow acceleration, at low power, it was put in storage by Nathren S1R9A9M9, after 3000 miles and 18 miles per gallon water. The converted engines require EGR on them with adjustable hand valve. Reused water from exhaust also increases efficiency due to nitrogen being compressed into the expelled water and reused. The required inductors were inside a dual coils relay that was under vacuum and were made as high efficient type for AC power pole Georgia electrical boxes. They had 15 units. Engines will start and run at idle with proper timing, but for power mode with throttle, the carb tops are removed and main jet is removed and redrilled for 33% larger hole for water- not gasoline. The engines can be kept running using water, or if shut down , they must be reran on gasoline and sprayed inside with lubricant. He had used bottled baby oil. His property had a creek in the back, so he had carried out spring -mineral water for his projects. Conductive water makes more hydrogen gas. Box inverter was isolated from car frame and used a 2nd battery for main power. The V8 engine alternator charged both batteries. Another V8 was on shop engine stand with electrical power generator providing electricity for shop on water line.


The other conversion done was the Briggs 18HP riding mower engine with dual coils alternators under flywheel. They didn't use a separate power supply to run the conversion and then recharge the battery with alternator. The 12v battery provided the INITIAL only 10 amps directly, while the starter motor was turning at low RPM . When at idle speed, the car battery was completely removed, and the mower engine ran off the alternator. Remember now, the circuit requires a lower 6-7 amps while Briggs was set for 10 amps. Then 100volts pressure is required because of the small electrode tips of zero ohms resistance Champion converted spark plug. The ignition fired the spark which had the time extension on it provided by the added on magnetic field of S1R9A9M9 triple coils assembly. The steel core and insulated turns were over the plug wire. You see ,- he did it that way because Briggs engines are pre set at factory for zero timing, non adjustable. The old cars had adjustable distributors for timing. So the timing started at zero and extended spark to late 34 degrees. Late timing is also required for running on hydrogen fuel. You can still see this engine running on water in the (2) S1R9A9M9 Youtube videos. The internet web forum is shut down. A 4-1 power ratio of engine size to an electrical generator is required due to the low power of running on water. The Magnetron ignition voltage was self powered by 1 magnet on flywheel. 2 Alternators self powered by 12 magnets on underside of flywheel Now, each side of the dual alternators was used for main power ONLY WHEN AT IDLE speed from the starter motor shut off. The battery had ran the 10amps direct, ran the hand wound step up autotransformer for 100v AC and then DC, and the other side AC line ran the hand wound step down autotransformer to get the 10 amps for the spark plug WHEN battery was disconnected. Ratio current going up is same as voltage going down. This has 3 terminals , - not 4 for the autotransformers. There is a ground point connection for the primary sides. You can see the extension cord in videos going to ground. The ignition high volts touched battery terminals only during start mode. He made no safety precautions fot the 2 demonstrations on You tube videos. A single diode rectification of AC provides a required PULSE on/off type that will run transformers, - not full wave type. The plastic deli container on side of Briggs engine contains majority of small parts. He feeds in the water to carburetor with the hose pinched with fingers to regulate water flow. The set up in his back yard was to just show it was possible to run lawn mower engine on water.

[russwr]

Earlier data on the conversion circuit called "capacitor70" has been researched and recently partially bench tested. It was hoped that the use of this would aid the ongoing conversion of Briggs engine. The set up was a Capacitor70 pulsed step up transformer using PF capacitors in series and discharging into primary of ferrite step up torroid transformer. The positive ignition high volts entered accessory 1rst spark gap and charged up the PF capacitors same time, and then caps pulse discharged into primary to ground. The secondary side was higher voltage depending on the ratio used. Engine compression also raises up voltage at spark plug. The secondary positive higher volts output connected to the anode side of power supply bridge rectifier. The cathode side connected to top of spark plug. Therefore, the secondary side was in series with the bridge rectifier, and spark plug. Spark plug connected to casting ground, which is same as the ground for positive ignition coil. Separate wire at plug metal, with clamp, went up and was the return line to secondary, and was then on through secondary coil to anode side of rectification. (return line of power supply)
This set up was to increase the voltage of ignition coil and to also eliminate the use of battery power wasting series string protective diodes bank. He said his earlier use of diodes had melted it's solder and was not good.
After doing this set up, I found out 2 major flaws. The capacitor discharge circuit was operating in microseconds of time instead of the required milliseconds. Also the pressing of about 24KV against about 2kv diodes indicates only a very short useful time period, due to overvoltage damage. Any protective 75v enclosed spark gaps added on, would only not allow DC to proceed and find only AC. The high volts + DC current (with 100v) have to happen at the same time flowing through spark plug. Also, the initial Capacitor70 torroid shown in picture had only magnet wire on the bare metal surface with the flowing very high voltage. This overall, seemed not a viable circuit, and not done by a COMPETENT technician.
His earlier diodes type circuit was on 3 separate small motorcycle engines , running on water to hydrogen at electrolysis spark plug. His last statement, was regarding reverting "back" to the diodes design type circuit. Another party had earlier stated his use of the "capacitor70" circuit and was mounted on Volvo car engine and running on water to hydrogen at spark plugs.

[russwr]

Water Power Engine

See data regarding S1R9A9M9 from 2005-2019. The Georgia work shop converted several cars to water , of 4,6 8cyl engines along with Briggs 18HP mower engine. See his several briggs videos on Youtube. Web forum shut down. Electrolysis of zero ohms sparkplugs with salt/baking soda water. Low power, but it works. Battery for start only. Then battery completely removed. Engine then ran on alternator with special made triple coils step down transformer and a few other parts. Timing changed with magnetic field over plug wire. Lots data available. (Hydrogen gas and also water vapor pressure both contribute to piston pressure . (Late timing was about Zero continuous to -negative 34 degrees at 10 amps . The 3 technicians in workshop said 100v + 6-7 amps required per pulse, at about 34% duty cycle for one cyl engine. ) The flywheel has to go all around for next high volts pulse. 2 ways for power supply.
Either fully ISOLATED inverter to dc with using 30kv series diodes protection bank that requires more input battery power to overcome 20v voltage drop, OR, less wattage ISOLATED Inverter to DC and using no protection diodes section, but with Varistor about 18v DC , with sealed tube spark gap 18v, open spark gap about 750v and using all those with the added CAPACITOR 70 STEP UP HIGH VOLTS FERRITE PUL;SE TRANSFORMER with PF capacitors,at LC resonance, and initial spark gap adjustable. The S1R9A9M9 coils assembly has underneath plug cable that allows --- cross leakage inductance voltage of 90-120 volts in series with the low volts line. See pictures of the S1R coil USED ON THE BRIGGS ENGINE .- You have to understand that both primary and secondary of hand wound step down autotransformer requires full core steel under both sections. The coils picture made public only has metal under the primary side 13 turns. (Picture was not the original) The shop people did not disclose everything! Also most people don't know that alternator parts are interchangeable to large magnets type flywheel as on 16-17HP engines , also with the double yellow wires ring alternator of Maximum current output. The 18HP one Nathren used, had dual 1/2 alternators with 4, 4 amp capability. You got it now? The step up was for 10 amps usaage.
His old car converted was V8 1978 El Camino that ran on 18MPG water for about 3000 miles before being locked up in security garage. Inverter insulated from car metal. Two batteries used on car with alternator charging both. Free electricity for workshop with v8 on engine stand running on water line with power generator. Water vapor pressure with the small Hydrogen produced and fired at spark plugs. 7 amp pulses on oscilloscope.These engines have to have EGR adjustable valve., or added on. The cars had 400watt inverter with many diodes, and (2) in series 1.75millihenry inductors inline to spark plug. The High V comes in exactly at cathode of center diode between the coils. There is also an effect here called radiant energy at that point so that follows down to plugs. (Coils and diode were under sealed vacuum in a Bakelite chamber.) These were referred to by the technicians as the "Magic relays". Not used as functioning type relays, just for the inductors as passing high voltage and low voltage through them.

[russwr]

At the point when the higher volts DC is applied, and is at the cathode of the ON state diode of lower voltage supply, the lower volts supply shuts off., until other is removed. The S1R9A9M9 coils assembly from 2008, used High volts pulse inducing into the low volts wiring without extra diode. I had measured 90-120 volts on quality neon bulbs automotive test meter with large range. I assumed this was how it was done back then, to raise up the 12v to over 100 volts. Maybe I should leave out the extra diodes on 120v supply.. Presently rewinding very small China Inverter transformer from the open board, with ferrite toroid, and using #16 gauge way LARGER wire, so as the low volts supply can pass current through the new 110v supply secondary winding for 6-10 amps DC. (in series) What about the higher voltage AS DC, applied farther back near the beginning of main circuit, with lower volts supply following later, and then accepted? (DC + DC)

[russwr]

AI answer to question of combining 2 power sources together in the same time to electrical load, such as for instance firing spark plug as electrolysis with small electrodes requiring much higher voltage.
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How well is the superimposition of 110 volts low current separate source, over low volts high current circuit to resistor load? This is to increase voltage for the second source, because a high wattage single source power supply at 110v is not available.
ChatGPT

Superimposing a 110V low current source over a low voltage high current circuit to a resistor load to increase the voltage for the second source is a challenging approach and is generally not recommended due to practical and safety concerns. However, theoretically, it can be considered. Here’s an analysis and a method to achieve this in a controlled manner:
Conceptual Analysis:

Voltage Addition:
When combining a 110V low current source with a low voltage high current source, the total voltage across the resistor will be a combination of the two sources. If the sources are in series, their voltages will add up.

Current Flow:
The current through the resistor will be determined by the combined voltage and the resistor’s value. The resistor must handle the total power dissipation.

Isolation and Compatibility:
The sources must be isolated properly to prevent damage and ensure they work together. This can involve using transformers for AC sources or proper DC isolation techniques.

Practical Approach:

Using Transformers (for AC sources):
If the 110V source is AC, use a step-down transformer to reduce the voltage to a safer level that can be combined with the low voltage DC source.
Rectify the AC to DC if needed to match the DC source.

Series Connection (for DC sources):
Connect the low voltage high current DC source in series with the step-down transformed and rectified DC source.
Ensure the polarities are matched correctly to add the voltages.

Example Scenario:

Let’s consider:

Source 1: 110V AC, low current (0.5A)
Source 2: 12V DC, high current (10A)
Resistor Load: 10 ohms

Step-by-Step Process:

Step-Down Transformer:
Use a transformer to step down 110V AC to a lower AC voltage, say 10V AC.

Rectification:
Rectify the 10V AC to obtain 10V DC.

Series Combination:
Combine the rectified 10V DC with the 12V DC source to get a total of 22V DC.

Calculate Current:
The current through the resistor: I=22V10Ω=2.2AI=10Ω22V=2.2A.

Power Dissipation:
Ensure the resistor can handle the power dissipation: P=V?I=22V?2.2A=48.4WP=V?I=22V?2.2A=48.4W.

Alternative Method:

DC-DC Converter:

Input: Use a DC-DC converter to boost the 12V DC to a higher voltage.
Output: Adjust the output voltage to the desired level (e.g., 22V DC).
Current Management: The converter will manage the current draw and provide the necessary output current.

Conclusion:

While theoretically possible, superimposing a 110V low current source over a low voltage high current circuit to a resistor load is complex and risky. The primary concerns are safety, compatibility, and the practical challenges of combining different voltage sources. Using a transformer and rectifier to step down and convert the voltage, followed by combining the sources in series, can work, but it requires careful design and isolation.

A more practical and safer approach would be to use a DC-DC converter to boost the voltage from the low voltage high current source to the desired level. This method offers better control, efficiency, and safety.
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The triple coils assembly of S1R9A9M9 , in 2008, has 5 loops turns of high voltage ignition volts that HAS INDUCTION of 100 volts into the 12v battery line, 7 turns coil,,(in series) going to the spark plug of the Briggs 18HP mower engine. The old web site had ALSO said they showed a car fender test with 60 turns wire over spark plug cable . This also was to increase the voltage in the outer line separate power source, as (was assumed) also going to spark plug. These 2 increased voltage methods were assumed, since the web forum had no statements in any order, or parts list for conversion of engine to water in carburetor. (hydrogen gas + water vapor pressure) I believe this is how it was done on the previous cars and mower engine conversions. Ebay sells miniature isolated Inverter boards, low wattage, for AC+DC 120v capable to use as IN SERIES with main low voltage source , -- rather than dealing with the high voltage line. Nathren had said -- that other design coils would work also.

[russwr]

Currently hooking up the capacitor70 toroid pulse transformer circuit in conjunction with isolated DC to AC to DC power converter, so as can discharge 6 amps through spark plug using the stepped up higher, high voltage . There are 3 spark gaps total. The high volts is to fire through the outer section of N.P. filter capacitor+ protective Varistor , and the 2 diodes in the bridge rectifier. The Cap70 circuit is to allow NO series diodes protective bank that loses 21 volts at 30kv, and would greatly increase the power input from battery. Statements from the Internet said others had used this Cap70 circuit successfully. The (2) toroid cores FT240-31 are isolated transformers at each end of circuit. Now Nathren, S1R9A9M9, had earlier used thin copper washer under spark plugs with wire attached, so as can have a direct return line back to power source, without going through the engine block. I have a spring steel squeeze 3/4" hose clamp opened with vice grips and #12 scraped magnet wire underneath, so as there is a direct line bottom of plug going to power supply ground. It's like the high volts pulse goes through certain section of P.S. secondary side and when at plug top firing ignition, the amps also follows. The P.S. first toroid has high volts 30kv cable on opposite sides of toroid core. There are several types of isolation here. Way back in time, experimenters were shorting out their Inverter boxes. They need the old style ones that have no circuit board on the secondary side. Mine is one better, and is the cheaper, China model open board 500Watt PLAIN INVERTER. The existing SMALL transformer is removed. The original inductance of 1/2 primary was 31uh on inductance test meter. At the 20khz frequency preset, you just add about 4 turns+4 turns centertap windings for primary of Toroid transformer. The end filter capacitor is the low ESR type as non polarized, polypropylene 20uf At using high frequency, you get to use very low count of hand windings.The lower the primary windings, the better is the ratio, for less turns on secondary side needed. Final output should be about 12-18 volts DC, (instead of 35vDC to overcome voltage loss). Current through the spark plug should be 6-7 amps., at about 24kv. The adjustments of final high volts come from the section of PF series capacitors + the gap distance of 1st adjustable spark gap., and gap of engine plug. The L + C together is also the frequency of primary firing. Use computer calculator for series capacitors formula, as about 600pf total with L inductance of primary. When testing spark plug under compression, use Snap-on MT-2700 neon bulbs high volts voltmeter. The proper higher volts will suffice for PLASMA PATH to allow the amps to pass through electrolyte at plug gap. During the 4 cycle waste spark, volts may be higher as way less moisture at that time. With spark in air, plug is 3kv per mm. The Briggs engine under compression would be 2-5. times higher volts applied. I personally prefer the isolated power supply put together, rather than the pre-made Boost DC converter as non isolated, easy to mount, that requires a 2nd battery, because the grounds are the same at both ends.The Briggs engine from 2008, had 12v battery temporary only, then removed, and on board alternator was completely running the conversion circuit. This means that, with using cap70 circuit and output voltage closer to battery voltage, the on board Briggs alternator would then be allowed to recharge a battery, since there is no 21 volts diodes bank loss. I hope you can use some of this data that relates to the duplication of S1R9A9M9 lawn mower18HP engine that ran on water to Hydrogen during summer of 2008 YouTube videos.

[russwr]

Ok, so as of now, there are only about five questions left unanswered regarding the S1R9A9M9 wiring set up on the Briggs 18HP mower engine.

1.-- Why wasn't the same 400 Watt Inverter box used, as was on all the other many earlier car/tractor engine conversions? 110v AC with half wave or full wave rectification. Resistance in circuit is required for 10 amps. The spark plug electrolyte was about 10-22 ohms. There were MANY series diode voltage drops in the autos circuit schematic. The dual coils relay used per cylinder, in the cars, was about 1.2 ohms total of #21 gauge wire. Nathren said that it couldn't be used on mower engine ,as it came in at a frequency and would just bog down and shut off. If he tried to hook it up himself instead of the real technicians, then he didn't know what he was doing. The change over was then done with car 12v battery.

2.- Why did Nathren mention many times in his Forum that 100 volts and 10 amps was required to get an engine to start and run on water to hydrogen fuel gas. Did he, as ignorant, mean that he was talking about the 110v Inverter box? He also should have known that all the earlier engines were running on 6-7 amps per cylinder only ,as per the technicians. (garage oscilloscope and hand meters) Salt water Electrolyte at plug tips as about 10 ohms resistance.

3.-Why wasn't EGR applied on lawn mower engine for the 2 demonstrations of summer 2008. EGR with recirculated Nitrogen from exhaust smooth's out the earlier engines tested idling RPMS. Adjustable valves were added for control on the cars.

4.- If the increased high voltage from the Capacitor70 circuit provided that proper Plasma Path to allow heavy amps transfer through spark plug, then what was the Bare 5 turns copper #12 gauge coil be used for in that S1R triple coils assembly? Was that needed too? (crossover leakage inductance voltage, I tested, (90-200v) After being miffed ,I then decided that what might have happened, is this,--- After the 2008 demonstrations were over, Nathren clipped off the ground wire that was hooked to the extension cord. That left a stub wire in the black electrical tape with frayed wires you can see in the graph paper photograph. Blow it up to see. He then unwound the proper parallel 7 turns from the secondary side and rewound them directly over the bare copper wire as a 90 degree wind. Now there is no transformer effect as no steel core underneath 7 turns. Do you agree? Nathren was attempting to hide the pertinent data from the public. The final photo as on the graph paper is the converted one as shown to the public. What do you think?

5.- Why didn't Nathren run the mower engine on just battery power continuously, with the addition of alternator voltage. There are 2 halves of alternator with (2) AC outputs. Battery was used for starter motor and initial circuit start up circuit, so as engine was idling at lower RPM. Battery was completely removed for some reason. (Besides the high volts being on the battery as danger, no safety) The alternator is just wires with rectifier pulses. The extra wire on the starter terminal, going around back of engine, also ran the main circuit when the red positive battery cable clip touched it. Maybe the technicians wanted mower engine to also be self running, just like the V8 on engine stand in their shop running 24 hours-7days, with large generator attached, and water line. - Free electricity for shop.

[russwr]

I finally found a reference on how to increase ignition high volts, like S1R9A9M9 Nathren, quite easily, from lawn mower Magnetron output. Data is from 2008, where poster Capacitor70 placed several notes regarding the method. It has to do with adding in 3 capacitors and firing an additional mounted ADJUSTABLE TYPE SPARK PLUG TESTER The wiring hooks to a 2 1/4" Diameter gray ferrite toroid core FT240-31 as step up transformer with 8 + 24 turns. The secondary side hooks to the main spark plug, and also the additional power supply amps. The transformer wires should be insulated high voltage silicone cables. I am using white 30kv and red 30kv. Winding directions polarity have to be figured. (Automotive ignitions are usually quite high in volts, contrary to lawn mower engine's Magnetron). A Briggs Magnetron is a pre1982 Magneto with a solid state trigger module epoxied in, and is all a one-piece unit. Total capacitance in series as less than 1000pf, near 500PF, at 6kv to 24kv total. Has to do with speed of resonance of Primary L and C. Suggested use was 2200pf+3900pf+7500pf. Use electronics formula for capacitors in series. The transformer will work for both negative and positive high voltage. While High V is going, must slowly adjust the first gap, to get the second gap to fire. EAY purchase orders less costly than Amazon that has minimum $35 order for no shipping charge. Some separate electronics companies have a minimum dollar order plus shipping plus sales tax. Someone back at that time had converted a Volvo 4cyl car engine to water, using the toroid method. Capacitor70 converted 3 different motorcycle engines that ran on water in carbs.HE said the new method was better than string of series diodes that overheats and melts the solder joints. (I don't see this toroid as any protection for main power supply.) He said there is an isolation factor. I also don't really believe it was just coincidence that the (2) S1R engine demonstrations came out in the same time summer 2008 as the capacitor70 tech data! Several drawings on Internet are wrong for the spark plug hook up for capacitor70 circuit. SEE THE ACTUAL TOROID CORE PICTURE FOR ORIGINAL USED AS GREEN WIRE HOOKED TO ACCESSORY FIRST SPARK PLUG TOP! The higher turns brown magnet wire is secondary step up as volts 1:3. The secondary side should hook to spark plug top and ground, CONTRARY TO THE OTHER INTERNET DRAWINGS. The circuit will allow for PLASMA PATH for the following amps injection. See other notes about the S1R coils as an actual hand wound STEP DOWN transformer ratio 13: 7, to use the low amps pulsing DC output of dual alternators ring, to raise it up to flow the 10 amps as stated, when only at idle speed RPM. The 7 turns WOUND SAME WAY AS 13 turns, REQUIRES THE STEEL NAIL/SCREW CORE underneath for proper magnetic field.) The exterior extension cord that's split,in the videos, allows connection to ground exactly at plug ground. Ground point same for both 1rst spark gap and tap to ground for S1R coils . The electromagnet also provides the needed field that EXTENDS the spark time- slows it down for zero to minus 34 degrees proper late timing. A separate L coil about 1.75millihenry is also in the high voltage line for further time extension. (Car battery first allows current, then removed.) The plastic sealed deli tub on side of 18HP Briggs engine contained BOTH the S1r coils assembly + the step up high voltage type pulse transformer with spark gap and capacitors. Nathren had said there were no capacitors used. He was untrained, and ignorant, and was thinking about CONDENSERS - the old wording. The 3 actual technicians in Georgia shop designed and built all the circuits,- not him. He said so. All this has to do with electrolysis at spark plug for hydrogen gas and water vapor pressure for self running engine, as was shown on Youtube video - S1R9A9M9 (2) videos and Nathren's now shut down web forum.

[russwr]

Tests done recently showed a bad spark leakage in the S1R triple coils assembly. A Suzuki car ignition was used instead of the Briggs mower Magnetron ran by spinning magnet. Therefore, either the ignition was wrong, and too high volts, or the 2008 documents +,photo of S1r coils is not EXACTLY what was used during the 2 successful Youtube Briggs engine demonstrations of running on water. (Proprietary information) I am presently assembling another S1R coil with insulated high voltage soft cable instead of bare copper wire as the original one allowed to be shown. The tests, however, did show, in general, good cross leakage induction volts on neon bulbs meter of 110-220volts and higher. The crossover is necessary in series to add to the low volts , so as it can push 6-7 amps through the spark plug electrolysis cell of 10-22 ohms electrolyte. (making hydrogen and in an engine,- water vapor pressure in addition).
The technicians and Nathren in Georgia had some kind of method they used on all those previous car engines to increase the low volts. Their diagram showed half wave DC of about 34 volts from Inverter box 110v AC. (not enough). Therefore, they may have really used a bridge rectifier for 110volts DC , and not allowing the public to know that. The shut down web forum did have a paragraph about a test for show, using 60 turns insulated #14 wire over spark plug cable for a demonstration of spark.They called it ball flash of light at plug tips. This may have been used, as cross leakage induction, on all those previous car engines that ran on water in the work shop 2005-2008. What do you think?

[russwr]

Continued --


The related "Smack" videos, relating to the same 2 demonstrations, show the NON original, modified type unit as it has a STRAIGHT nail, and the joint is removed. It's the one that has the 90 degree winding. (non transformer). Smack came 1000 miles to Nathren's property to see an engine that ran on water, but was disappointed. Nathren never intended to show how it worked. The fool Smack never even tested engine to see if it would at that time even run on gasoline. The engine had sat in garage for long time before he got there, and it had seized up valves, no compression, from not being cleaned before storage with salt water from the original 2 demonstrations. He wasn't as smart as he thought he was , just like other young guys who think they know it all.


Nathren's other porch video was coils unit connected to engine improperly as 'in induction mode", which would never work. In the 2 original S1R9A9M9 You tube videos, the green 400watt Inverter box was NOT connected as any power. That was there, in background to mislead people watching. That box was only used on only all the car conversions using special dual coils relay per cylinder, as parts use-, not for relay type use.


I had way earlier asked him for the engine model number. (For more data for me to collect.) He did NOT comply and wanted to know WHY I wanted that. I was concerned about what type alternator was on his engine. He replied that engine did NOT have an alternator and the flywheel had no magnets to run it. More lies. (Everybody knows that all riding lawnmowers have a working alternator to recharge the battery.) He also said he purchased the engine new just for the videos. Upon closer checking of engine surface, it was dirty, and it was a used engine removed from a riding mower chassis. With the battery disconnected during both videos,-there was no way to power the engine conversion circuit. It would not work without an alternator. The salt water as electrolyte at spark plug tips, allows more current to flow with common electrolysis at spark plug tips. During piston downward thrust, the water becomes "VOLITILE" and changes to pressure vapor and expands also for more piston pressure. This all happens during about negative 34 degrees late timing, caused by the magnetic field over the inserted bare spark plug wire part of the coils assembly. Some of the field travels down to plug tips also. Exactly at the time of You tube videos release during 2008, Nathren was truthful and properly answering questions. Abruptly he changed stories and had redesigned coil, photos, and hook ups so as repeat performance of an engine on water would never happen again.


They said back then, the initial car V8 conversion of 1978 El Camino was on 18 miles per gallon water only, road tested for 3000 miles, using required EGR to get the Nitrogen from exhaust to improve engine performance. Engines will start and idle on water, with way lowered power output, but no power acceleration mode unless carburetor jet is increased/redrilled about 33% larger hole for more carburetor water to engine. With an appreciable amount of RESISTANCE OHMS in the electrolyte being there at plug tips, (10-22 ohms) a higher volts is needed to push the 6-7-10 amps through the spark plug. I X R = E volts needed. That's what the UNUSUAL bare #12 wire was for in the S1R9A9M9 TRIPLE COILS ASSEMBLY. It's called -----crossover leakage induction voltage , and in series with the low volts to raise it up so as full current can be realized. Nathren said several times in the forum to use 10 amps and 100 volts, but neglected to say how it was done. The several previous car conversions done there in Georgia, with zero ohms spark plugs with saltwater/ baking soda also needed a much higher volts to push 6-7 amps. The web forum had only one paragraph saying 60 turns #14 gauge insulated wire over spark plug thick insulated cable as a test for "show". I believed that was a HINT on how it was done on all those other earlier engines. (4 cyl tractor, 4 cyl car, 6 cyl car, 1978 V8 cylinder car, and the V8 engine on engine stand self powering their full electric for the workshop with large generator attached, and just the water line. Engine ran 24 hours all the time, never shut off. Engines must have EGR with adjustable valve added . Questions?

[russwr]

S1R9A9M9 Discrepancies And Lies, And Corrections From 2008


This section is a grouping of data collected from the YouTube videos and original web forum called Waterfuel1978, regarding mostly the TRUE AND SUCCESSFUL 18 HP Briggs mower engine demonstrations that ran on water during summer 2008 Georgia. Those who are following this particular hydrogen gas conversion need to know these things I found out over a long period of time.


Nathren + son also Nathren, gave data as the shop work progressed through various adjustments on cars and mower engine. Majority of thousands of messages tech data is true. Once a viable system is first completed, general information is given to public, but controlled to an extent. Priority confidential parts hook ups are kept out of released info. These changes and misrepresented parts have been verified by very diligent observations of all data found over time. Here is what you missed or didn't know --- Nathren (father) was uneducated as people can see from his writings on web forum. The son WAS a technician who worked in the Georgia shop with the two technicians on projects. The father Nathren gave impression in web forum messages that he was responsible for these conversions and gave directions to the tech people. Not so. He did not know specially how sections worked as he was not the brains behind these engine conversions. His sentences had to be gone over several times, just to figure what he had really meant. Yes, it was that bad.

The conversion parts during 2008 summer demonstration were contained in a plastic deli tub, on side of engine, spray painted gray to keep eyes out of needed information on the Briggs 18HP engine conversion to hydrogen gas and water vapor pressure. There were several other parts in tub not talked about. ( figured as accessory spark gap, diodes, wire connectors. After considerable amount of my comparisons done on this special wind of S1R9A9M9 triple wires assembly, It has been found out that the picture shown in color, of the coils is really the original one used in the YouTube videos , (basic frame) but modified before being shown to public on that graph paper photo. The wiring directions have also been changed,- not only of the coil itself, but also the wire ends function and hook up. The original unit used had a BENT steel nail as core. See photo, as original. Others are copies with straight nail. When unit was removed from engine after the 2 videos, the wires JOINT extra wire with the red and gray, was snipped off leaving a stub wire with frayed copper sticking out . You can actually see that on enlarged photo on the graph paper. This was a separate connection used on engine. An actual ground connection, because this whole thing was originally a step down autotransformer type to increase current TO spark plug with ratio step up of 7 to 20 current from 3.5 to 10 amps. The alternator without modifications was pulsing DC 3.5amps maximum. The exterior extension cord has a Y with one end hooked to ground under plug, while other end goes to the tub. The main cord plug is breached with jumper so as this becomes one very LONG wire to ground for the transformer tap point. Now the high voltage bare wire of coils assembly, hooks both to ignition and to white #12 wire to plug. This 2nd joint actually had 3 wires- white 12 gauge + bare #12 wire + red #14 gauge together. The main other joint also had 3 sections. Power comes in on the one gray wire from both battery and alternator. Battery start was necessary to get alternator up to idling RPM for useable current output, to get the pulsing DC from the one diode to actually run a transformer. Either AC or pulsing on + off DC will run a transformer. The red wire and High Volts go to spark plug. NOW******The original S1R9A9M9 coils unit used ( NEVER SHOWN) had to have had 7 turns parallel wound TOGETHER with the 5 turns ignition side. That makes the whole unit a transformer with steel core under both primary and secondary. With this particular step down voltage autotransformer, the 2 coils 13T and 7T together is the full Primary. 20:7 as 20 turns to 7 turns ratio. 2.8 to 1 as step up current ratio as 3.5 amps primary side from idling alternator before transformer effect to 10amps. An autotransformer type, has 3 terminals only. Nathren had taken the original from engine and loosened- removed the RED coil from the 5 turns high V as being in parallel, and changed it to 90 degrees wind , so as there would be no core for the red wire, and then no transformer to use. This then, does not disturb the main joint that still has the stub wire. They did not want proprietary information let out, on how their system actual worked. He then said he would later show video on how to wind one of these. What he did though, on video was a "take apart" only. It was noticed that when comparing the so called original photo, he had removed the STUB FRAYED wire and retaped up the joint just before the take apart. You can see this in start of video with coils setting on table. (stub removed and retaped up differently. He did not want people seeing this 3rd wire piece falling out during video. (That was the ground wire tap for an autotransformer!)


In the 1st of the (5 ) S1R9A9M9 You tube videos, you can see the power wire coming down from engine upper plastic cowl going down into the plastic tub with the high volts ignition wire. Run video at lowest speed and see open spot where the black electrical tape had pulled down exposing the 2-3 wires. The heat of summer, engine heat, and the weight of tub of parts had loosened the glue , allowing the tape to slide down. By playing video back and forth , you can see the wires actually moving around. This power source was the FIRST proof of Nathren's real video! The old battery in video 1, was poor, so he hooked up a battery charger to add volts to run the starter motor. The water hose from bottle was placed in carb top chute. The hose was pinched slightly to get proper flow of water. Engine ran best during the later part of Video number 2. (That's the part that will make you smile!)


The purpose of the (2) 2008 videos was to show an engine running on water only, using battery for start only, then battery completely removed, with engine self running as OVERUNITY, running on formed hydrogen gas and water vapor pressure. The on board ring dual alternators under flywheel powered by the normal 12 magnets provided the lower 3.5 amps that was subsequently increased to 10 amps. All the earlier technicians car engine conversions had 6-7 amps through spark plugs. The 10 was not really needed. My own triple coils made, has slightly more turns, as it will use 6 amps , but using the same level magnetic field generated, by increasing the number of turns on both sides by the same increase ratio of current 20:1. The required timing change is based on this same level strength of MAGNETIC FIELD to time extend the spark in milliseconds to about negative late 34 degrees. The tap to ground runs primary as the higher turns section , with the lower turns section being the increased current side. This is what Nathren didn't want you to know. It fooled me for a long time until I figured it out.

[russwr]

I need an electrical circuit for using only a standard lawn mower Briggs magnetron to increase high voltage output to 24,000volts! The flywheel magnet instills 5-8v PULSE ONLY, trigger shorts the primary to ground, then back EMF creates negative -130 volts to run the secondary side for negative 12,000volts. The primary is very low .2 ohm resistance. The metal core end connects to ground for secondary side and trigger side, + the trigger connects primary to ground. The open tab terminal is accessible for primary wiring . Can this be attached to 12 volts DC to superimpose on the 5-8volts, to get a higher secondary output? How? Mower ignition is called autotransformer with 3 terminals only. The aftermarket solid state trigger module called Stens operates when the voltage is indicated going into primary from the North pole magnet. The internal transistor switches on temporarily to ground. This connection maybe could be used for another transistor to instill 12v DC superimposed onto the magnet voltage. This would then instill a higher back EMF that runs secondary side for higher, high voltage. Also, a different burst oscillator mode, for single pulse desired, could be used and then shut down by the trigger. Maybe the 12v DC has to be triggered in, so that it doesn't short the primary winding to burn out. That's the problem. Ideas??? I have magnetic hall switches to operate a transistor to switch in the 12 volts. ( A voltage doubler circuit requires only AC input) The small unit being sold for autos is a high frequency oscillator that raises also up to 16 volts pulse to the ignition, - was called firestorm for as $8 to $75. A man in England on YouTube was adding parallel capacitor to TV fly back primary to raise up high voltage as the resonant frequency of wire and ferrite core is way higher, and run from high frequency oscillator.
I already tried increasing magnetic field by adding neodymium multiple magnets on top of North pole magnet with no volts increase. ((After 1982, The Briggs ignition coil had built in solid state transistor and trigger coil under the epoxy, and then all are called MAGNETRONS. - Uses same name as the glass tube oscillator in a microwave oven.)) The other model ignition Magnetron, with 2 ignition cables, has secondary side not connected to primary side. That dual cylinders Briggs engine fired one side negative high volts while the other spark plug fired positive high volts. The system is still single pulsed based,- NOT AC.
The way earlier pre-1982 Briggs ignitions were called MAGNETO with points + condenser, that used plain autotransformer without any solid state. I had earlier contemplated to add a south pole magnet next to North pole one, to get AC to run the Primary of a MAGNETO transformer, and use double universal triggers with blocking diodes to get it to run. Only then, can the common AC voltage multiplier be used to increase the high voltage on the secondary side. That is also still a primary+ secondary auto transformer system. If that was used , the secondary side has reduced high voltage, as the metal core has to be mounted upside down to get positive high volts. - The primary is not then part of the secondary when fired. Any ideas?

[russwr]

Where did they get their information from? To answer your question, I am referred back to the thousands of messages on the now shut down web forum, used by Nathren and others. Nathren was a non-technical person - at all., little formal education, just hands on work knowledge. His son, also Nathren, WAS a technician and worked for an electrical company. They had a part time machine shop/garage, where the other 2 TECHNICIANS also worked in their spare time on alternate energy systems-solar, and electrolysis for hydrogen. Therefore, all 4 of them tinkered in the garage/workshop in Georgia. So now you know who designed and built the electrical circuits for the different car conversions and the mower engine that ran on THE SAME type spark plug electrolysis for hydrogen and water vapor pressure. On the Waterfuel1978 forum, Nathren signed in as S1R9A9M9, and son signed in as Nathren. You could tell the big difference by the technical quality of paragraphs written. ( The code S1R9A9M9 came from a metal machining job done by contract for small part used on a previous NASA mission to space. It is a reference to MARS 1999 spelled backwards. That's what he had used to start up the original web forum to tell the public about the TECHNICIAN"S work on alternate energy projects)

[russwr]

This was a circuit from 2008 on a mower engine that purposely allowed crossover leakage induction volts from a 5 turn wire onto an adjacent 7 turn wire, WITHOUT core, so as the in series volts is increased from 12 to over 100 volts. Was this brilliant, or just a cheap method of increasing a lower voltage. See photo of S1R9A9M9 triple wires assembly electromagnet on internet images. The LOWER only section of 13 turns had steel core. This was in reference to HIS (2) YouTube videos that can still be seen. . (On old, worn out ignition cables, they spark across in the dark at night when you lift the hood on bad ignition cables.) He put the inserted section with spark plug cable to use for his project in 2008. Is this type called capacitive voltage induction? My first test on this showed a neon bulb glowing with at least 90v, FROM ONLY THE 7 TURNS WIRING, not electrically connected to 5 turns.

The next step is to add accessory spark gap, which does not affect spark plug firing. As the input Ignition coil is then forced to INCREASE to compensate, the leakage crossover volts would also go higher. ( I believe NOW THIS IS THE SECRET how Nathren and the 2 technicians successfully ran the Briggs engine on hydrogen generated in combustion chamber electrolysis and fired for piston force. If this is so, then all their other car conversions done earlier had made use of stated 60 turns over EXISTING spark plug cables!! E higher volts needed = 6–7 amps X Resistance of tiny salt water cell at plug tips.- about 23 ohms. Briggs had 5 turns bare #12 wrapped with 7 turns insulated, and then for the other autos,- thick insulated ignition cable wrapped with 60 turns insulated #14 gauge wire coil! What do you think?