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

[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]

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]

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]

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]

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]

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]

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]

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]

Another update regarding the S1R9A9M9 system. I rechecked the bench set up for the "capacitor 70" add on circuit . I got it working to fire spark plug at about 10kv in air. The secondary side was also through 2 FR607 series diodes and through the anode side, and through a China inductor 2.1millihemry. The Diodes represents 1/2 of a bridge rectifier from a dc power supply. The inductor is used as another required means for slowing the spark time. The value of PF caps in series increases the spark strength. First ADJUSTABLE spark gap tester fires from initial ignition coil. At same time also charges up the PF caps in series with primary 8 turns 20kv white China cable.on ferrite closed loop core. The other end wire goes to ground. Alltronics UU ferrite core set with measure and cut 1/16" peel and stick rubber to protect windings from the high volts touching metal core. The 2 halves are held together with 2 spring type hose clamps 11mmm center. The secondary was 30 turns #16 gauge solid hook up wire as it has to carry 6-7-10 amps. (Zero ohms small engine spark plug) As secondary fires, it is supposed to go through the PS 1/2 of bridge rectifier and on it's way through the S1R9A9M9 electromagnet coil, and the L coil and to engine spark plug. The methodology of this circuit is to allow for partial ISOLATION and eliminate the power/energy wasting series protection diodes bank that would be inbetween PS and ignition voltage.A higher PS output voltage needs higher current draw from battery. A lower battery draw is the resultant if using the Capitor70 circuit according to him. You need the internet calculator for L C resonance frequency near 649KHZ .Primary coil as 100 microhenries. A hand meter for capacitance and inductance is needed. In air, spark gap is 3KV per mm. A Briggs engine has listed as compression increase of 2-5 times higher voltage spark. The low cost China oscilloscope and probe divide by 10,000 allows for measuring the high voltage. DSO 138 and plug in PS ,and Hantek divider probe HT-25. Other items needed as jumper wires, dual set screw wire connectors, fuses / holder, and determination. I am hoping to integrate this new circuit into the original planned S1R9A9M9 final circuit on Briggs engine. (Questions??)

[russwr]

####Nathren used his triple wire hand wound electromagnet to pass 12DC and SUPERIMPOSED 100v pulse to follow same output to spark plug. He said about 2008, that lawnmower engines would fire spark plugs and actually RUN at electrolysis for forming hydrogen fuel and fire same , for running engines. 6-7-10 amps plus 100 volts was required. His set up did not show any other parts capable of 100v. So,,,,,,, with a bare copper wire at high ignition voltage with inductance leakage transfer voltage of superimposed 100v across to the 12v line of insulated #16 gauge wire, the amps are AIDED by the 100v transfer? I actually measured this with neon bulbs meter.Several other guys got 100v shocked while holding the 2 insulated wires! The spark plug electrodes are tiny in engine, - for cell generating hydrogen, but he said that 100 volts was required. He MAY HAVE added an inductor coil to get get flyback volts, but requires extreme short pulse, such as fast switch. The only other option is the "Tab" terminal engine shut off ,underneath coil, on opposite side of the Magnetron ignition. The primary negative minus 130 volts is what runs the secondary of Magnetron. I found out from bench tests, that adding a resistor to terminal, it can be used as source voltage , without shutting off engine. The duty cycle is only 34% on the flywheel. See his engine running at You tube video 1 +2 S1R9A9M9. Ignition high voltage is a type of AC. See image of s1r coils assembly (electromagnet).

His 1978 V8 car conversion for water to hydrogen, had 110v inverter with series l coil, diode. l coil. diode to plug. RADIANT ENERGY pulse from the abrupt turn on of diode after high volts pressed EXACTLY on cathode in between coils, diode off, and released back to spark plug, when diode back on. !!!

[russwr]

Can Radiant energy pass THROUGH a spark gap and on through series circuit , if it's in a small vacuum chamber? There is way less dissipation into ambient air, and the energy may be useful downstream. In 2005-2008, A sealed extreme high efficient vacuum dual coils relay , as originally for an electrical 60 cycles traffic signals pole box, was used with engine experiments, to generate more efficient hydrogen gas from water. The engines would run with spark plug electrolysis, but only with the special relays applied to pass both high voltage and 7amps current! (not used for a relay purpose, but for contacts, diodes and inductors) I recently built one with Carlon sealable 4" box, vacuum gauge, valve, and Tesla spark gap with magnets, 1.75millihenry coils, diodes, cap and hand vacuum pumper tool. Not tested yet.
See one of Nathren's / S1R engines running,- S1R9A9M9 You tube videos 1+2. It was started with battery. Battery disconnected. Engine ran on the 12 magnet alternator , - self running sustained with 10amp draw. The high V. came in exactly after the cathode of diode inbetween the 2 series coils, then spark plug. The 4 technicians in Georgia called them "The Magic Relays". The web forum shut down. They never figured out the secret!