Water in carburetors ran engines 2005-2008 Georgia

[russwr]

Tap water to old car carburetors with accessory 6-7 amps current passes through spark plug along with high ignition volts. Small Hydrogen generated at spark plug gap acts upon water , so as vapor pressure is ALSO available to run engines. 0-34 degrees late timing ATDC required. Car driven 3000 miles, about 18 miles per gallon water, at lower power level, and lower RPM. (Engines must have EGR applied and adjustable. (Nitrogen impressed in moisture from compression aids engine efficiency) Data was gleaned from web site/ message board before it shut down in Dec 2019. Battery and 24v DC power supply converter needs diode bank to protect battery and power source, along with fuses. (2) 2 Millihenery inductors inside vintage traffic lights controller vacuumed relay, per car engine cylinder, and diodes ,were the secret on the cars. ! Some S1R9A9M9 information is on internet, and related You tube videos. I studied, and figured out most of it from the old messages forum, and slow motion frames. The new replacement magnetic coils assembly in the hanging plastic container with accessory spark gap, on his other Briggs 18HP mower engine was a hand wound 13T over 3/16" steel screw 4 1/4" long, + 7T wound 90 degrees on 5t, with the 7T magnetic field over the high volts cable to slow the spark , so as more milliseconds time for water + current at plug. 3 terminal triple coils for 6-7 amps through spark plug. Side line constant on DC with resistor, and other line with current limiting resistor through spark plug My Attempt at bench assembly of Briggs engine near completion. Have you read or heard about this topic?? His Engines would start , but need carburetor main jet drilled larger for more water flow, for off idle/power mode of engine. Nathren's lawn mower engine was also self sustaining , running on the dual alternators 10A output current and water drawn in, after battery disconnected from starter and engine.( Current Flow was the Peak higher current as seen on garage oscilloscope.) Check You tube videos ..#1 and #2...S1R9A9M9

[russwr]

Update- The conversion design for S1R9A9M9 water in carburetor - for small hydrogen and water vapor expansion pressure generation, is to be modified to have what is called a hand assembled grounds isolated DC power supply. 18v AC 500watt 20KHZ Inverter "small board" hooked to hand wound 2nd ferrite core transformer and bridge rectification+ filter capacitor , so as there is perfect isolation of two ground wires of two power sources used same time in spark plug circuit .(The battery + PS) Isolation transformer is 2 transformers together. The first is from the inverter output. Under 20 amps battery power draw and modified alternator on Briggs riding lawn mower engine is to keep battery charged. Regular DC power supply will short and burn out without extra isolated transformer circuit added. The high voltage ignition is self contained with positive ground at bottom of spark plug. Another return line from plug bottom goes DIRECT back to power supply positive volts. In the original demonstration of the 2 Youtube videos of 2008, Briggs 18HP engine running on water, the alternator powers the circuit after battery runs circuit first, along with starter motor. Then battery removed. The Timing modifying triple coils and accessory spark gap and diodes are in plastic tub on side of engine. At lower end of piston stroke after ATDC, moisture expands and adds to the pressure of the hydrgen combustion SAME TIME. ( EVENT discoverd by S1R9A9M9 and also cited as tested on tractor, 4cyl, 6cyl, and 8 cyl cars tested 2005 and onward in Georgia. EGR allows improved engine efficiency with 78% Nitrogen embedded exhaust, as was used on large engines, but not put on mower engine for that demonstration. Website shut down, with some data still on internet. Some guys are firing plastic tube syringes with water fast expansion to vapor, from triggered charged camera photo capacitor to small metal electrode screws for piston movement outward. Lab tests years ago showed energy over unity , but only with certain controlled resistance in series line, for more milliseconds time value of current contacting the water molecules. What do you think!

[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]

S1R9A9M9 has 2 videos from 2008 showing his conversion of Briggs 18HP riding mower engine to water in carb. Engine starts on car battery, then battery disconnected. Circuit runs on alternator under flywheel. About 10 amps to make hydrogen + Oxygen electrolysis at spark plug. Timing was delayed and also water vapor PRESSURE generated that helps keep engine running at idle speed. 4 people worked on this in Georgia. His 8 cyl 1978 EL Camino car also tooled around town at low power until locked up in security garage.It was to be "inferred" that this was self perpetuating/ overunity without stating that. Autos plugs fired with 6-7 amps along with ignition high volts and using 1.5MH inductors to extend timing. Triple coils assembly with 20Turns magnetic field was over Briggs ignition wire to cause late timing ATDC -34 degrees, because ignition Magnetron coil was rigid, non adjustable. The car, later on, had some water drippings saved and reused (EGR) because of the Nitrogen compounds compressed into the water and allowed a smoother running engine. See data on internet, and You Tube videos. 12v battery had to be removed completely from circuit after starting, so as the 12 Magnets operated alternator would then provide the free power / current for the conversion. Also, there was the same connection point of HIGH VOLTAGE and battery same time only during the start mode. This was dangerous to operator from expulsion of acid as battery would pop apart. They, at that time of 18HP Briggs, did not use an ISOLATED inverter + diode power supply, as was used on all previous car conversions. Safety first! (electrical load should probably be 28V pulsing on + off DC half wave only, with about 4.5ohms load to spark plug and ground that includes diodes protection bank). This will allow 6 amps flow. Half wave DC allows for inductor back EMF, the 2nd pulse additional higher volts needed superimposed. Woods spring water with minerals was used for better current flow in all his carburetor engine tests. I forgot to add, that the inductor coils in series with current for spark plug were necessary because of needing a higher voltage derived from back EMF higher voltage FORWARD from coils in addition to the bat/ Alternator volts. In general, a common hydrogen generator water cell relies on surface area of plates/ pipes to get more gas at very low volts. The tiny electrodes of spark plugs require over 100v to compensate for that. This was how they designed system for several old cars and the Briggs vertical shaft engine. This of course, required the same grounding system as the regular current. A DC to AC inverter such as the China open board 500W unit is ISOLATED because of the secondary winding, so as the circuits following do not interfere with inverter or battery!! Nathren's car engines used the Green Power ON Board 400Watt 12v to 110v AC inverter with diode output for about 40 volts DC output. Website shut down but some data is on Internet. Most likely the best Inverter to purchase is 400 - 800Watt 12v DC to 110v AC unit because of the secondary side winding gauge of wire. It needs to carry 6-7 amps for electrolysis. The end use circuit is 50% half wave half the time on, , and is also for one cylinder mower engine as about 40% duty cycle on, of flywheel going around, so as actually way less wattage than 400W. The idea is to get the wire gauge for about 220W. See wire gauge chart circular mils. 700 circ mils X Amps X duty cycle = Circ mils of gauge wire. Watts / 110v AC = current available output of Inverter. The ones saying modified sine wave means low frequency as well as those 100% sine wave 60 cycles type. The China open board 500W inverter is 20,000 cycles and can be used if 18V or 110v AC output is changed to DC with Fast recovery 1kv diodes FR607. High frequency AC only, doesn't like direct connection inductive loads and has interference.

[russwr]

Power supply mower engine water carb conversion


Two designs power supply now built as half wave DC for the end circuit firing lawn mower spark plug on water. The half wave is necessary for the following 1.5MH inductor that's used for the back EMF high volts pulse that adds to plug. 6-7 amps + > 100v needed. First design is China open board 500W Inverter hooked to half wave voltage doubler for about 28v DC out. The 2nd design is DC converter at 30 v DC fired as forward type going through 1:1 transformer as secondary side with single output diode, as also isolated- same as secondary of the Inverter. This means that the 2 grounds of same circuit do not clash. (spark plug firing has battery ground + PS ground same time) This data is the improvement over the original circuit of S1R9A9M9 from 2008. - See his You Tube videos. Air , mineral water, amperage and ignition volts combine at retarded timing of -38 degrees to make water vapor pressure along with hydrogen gas and it's pressure from the burn. Nathren's back yard video was dangerous without safety precautions in place. High volts on car battery!. Common electrolysis cell needs square inches metal electrodes area for gases at low 3 volts. The spark plug tip is much smaller and needs way higher volts. His same circuit with redirecting diodes and inductor from 6v Relay, was used on the 18HP Briggs as well as the several car conversions done in Georgia at that time with 400Watt inverter and output diode. 18miles per gallon water on cars , and engines ran smoother with EGR applied using the Nitrogen embedded water from the exhaust . Web site shut down, but some data still on Internet + the original videos!

[russwr]

The S1R9A9M9 conversion of cars and 18HP Briggs mower engine , about 205-2008 Georgia, to water in carbs, all had a second spark gap. They all used 6v relay sealed in vacuum, per cylinder, that the high volts jumped the internal contacts as spark gaps. The redirecting diodes added to circuit had the back EMF > 100v added to spark plug also, from the series 1.5MH inductors inside the the relay. 6-7 amps average current necessary THROUGH spark plug with time delay line inherent coil - like in relay. Half wave DC necessary as from inverter output, one diode, and grounds ISOLATED, because of secondary winding.The relays were electromechanical type as used in AC traffic pole circuit boxes for Georgia signal lights. The old style engines also had spinning rotor in distributor cap that had 1st spark gap . His 2 sparkings is what assures smoother spark plug RPM without skips. Timing retarded to minus 34 degrees. Engines run on WATER VAPOR PRESSURE GENERATED + Hydrogen gas generated and ALSO fired. This was Nathren's invention successful circuit design. EGR applied increased efficiency by providing embedded nitrogen from air from compressed exhaust gases. 18miles per gallon on 1978 V8 car. He later replaced the obsolete relays with a triple winding coil, as used on car and Briggs. Web site shut down. See his You Tube video on Briggs running on water! The triple coil and other parts are inside the plastic tub , on side of engine. Battery disconnected after starter use. Power is from the MAGNETS activated flywheel alternator and diodes. He neglected to say it was self running!

[russwr]

This is more clarification for those still interested in the S1R9A9M9 mower engine conversion of water in carb as was done in 2008. Simple adjustable brass valve was not used for water line in that back yard test. The 2 people just squeezed the tubing for the amount of water flow to be allowed. The water upside down water bottle had loose cap so as air can bubble upward into bottle as the water flowed downward. LOW amount of water must be allowed to be pulled in by the vacuum of engine at carb top. (So engine not fowl the plug) The idling engine ran on electrolysis for hydrogen gas at spark plug in combustion chamber, aided by water vapor pressure same time. The EGR was not applied as per the previous car engines done, but was supposed to be added with adjustable valve. (Air compressed into water is is 78% Nitrogen aids engine efficiency) The 18HP Briggs engine normally used 4000 ohm resistive spark plug. It has LONG REACH threads that screws in to threaded hole. Nathren and 3 technicians in Georgia only found spark plug of 125 ohms - same threads. At that time they did not know about Champion spark plugs that can come apart. They could not make engine run on 5amps dc since 12-14 volts could not push current through a high value resistance. That's why circuit had added a triple S1R9A9M9 magnetic coils assembly that provided several uses the same time. (1) magnetic field over plug cable 21 SPECIAL turns extends spark time to late negative 38 degrees. (2) 5 amps DC average- Peak 10 amps DC current - same amps for field also as going through spark plug . (3) Timing change done different way since Briggs ignition coil Magnetron is not adjustable as on older car engines turning the distributor. (4) The use of Ohms law E = I X R says can't pass 5 amps through 125 ohms with about 14 volts. About 63 volts required that's not normally available. The wire for high voltage passing through the S1R coils was only bare copper wire. The insulated low voltage wire was SPECIAL wrapped over it. There was cross leakage inductance of higher voltage induced in the low side. This is how the current passed through the spark plug at higher pressure voltage. At that time they did not know to remove resistor from top of a long reach Champian plug and replace it with copper segment, and form a zero ohms plug, or RACING spark plug. Farther down the line, the two output wires go together to plug top. Thre is a magnetic fiel present at combustion chamber that aids the process. There is a "return ground" wire present so as low volts does not return through the casting of engine, as the high volts does. See in video the extention cord "Y" that connects as very long wire from under spark plug to side of plastic tub on side of engine. The separate return line was used on all car conversions with the 400w inverter box. Time in micro/milliseconds is saved by this method and less ohms resistance. Engine started on 12 battery, then battery removed. Engine ran on the under flywheel alternator and DC from diode(s) half wave or full wave DC. The quick positive engine demonstrations Videos 1+2, did not have ANY preventive safety measures as the 10KV was across the battery and dangerous for acid explosion only when battery connected to starter motor. After several non tech people got hurt by acid or burnt shorted wires, they changed the written data on web site so as a duplication wouldn't work . The 3rd video on back porch engine test did not have wire of 5 amps connected to spark plug. The other Youtube videos of "The Smack" testing same engine at Nathren's property also did not have 5 amps wire hooked to spark plug top, but to an alternate resistance load as fan motor. On the first running engine video you can see the 3 power wires coming down from the upper cowl into the plastic tub on side of engine. The heat of the 2008 summer, the heat of engine, had melted the spiral black electrical tape glue so as the heavy tub slides downward, exposing the upper power wires. The S1R coils are in the tub along with other parts such as required accessory spark gap . Nathren's, and tech friends invention was shown working , running on water, but he neglected to say it was self running from the 12 +1 MAGNETS under the spinning flywheel . (The Plus red cable from battery was removed.) That Briggs 18HP had "dual" alternators as originally for one side for 5A for riding mower AC headlights, and 4 A for battery charging. They can be put together for higher amps out, up to 16 amps Full Wave DC, idle speed. Web site shut down. Most of the tech data was on the car conversions using one relay of dual 1.5MH coils per cylinder using the 400W DC to 115vAC inverter source power with one diode output. The 15 relays they had were obsolete- non purchaseable . That's why the S1R triple coils was the replacement and using 12v DC instead.

[russwr]

S1R9A9M9 - AC Inverter Box Not Used On Briggs Mower Engine 2008 ?

There was another small mystery regarding the S1R9A9M9 web forum and You Tube videos on why the 110v AC Inverter box was not used on the last electrical conversion for the Briggs mower engine. All earlier car engines conversions in Georgia had used same inverter box and same set of special relays transferred to each vehicle. Statements were made as it could not be used on the Briggs 18Hp even though it was also a 4 cycle type. It rather bugged me, and I had set aside the notion for later on. After many design types of S1R triple coils that I made over a period of years tinkering, I surmised that the ORIGINAL triple S1r coils that you saw in Internet photos MAY NOT of also been the only one. Many people wrote in and complained about the original bare wire the High volts went through. I just assumed Nathren was too lazy to build it right, even though it still worked. Most people know that engine conversion that uses hydrogen requires LATE timing. All the earlier cars in Georgia had the distributor turned so that late timing was about 34 degrees ATDC. The Briggs lawnmowers have mounted ignition coil called Magnetron that does not move. That's what one of the purposes the magnetic triple S1r wire coils was for - to force extend the spark ON TIME so as start fire at zero on to near -34 degrees shut off. Nathren, in the Georgia shop knew about the necessary timing change , and had built this triple coils in conjunction with an inductor as was also used on the car engines that was inside the relays, for further time extension. So here comes the answer!
In the 2008 2 videos, the AC 400watt Inverter Box and Power clips are on the ground not electrically connected, and brown extension cord is seen in background. He did say they were not used for the lawnmower demonstrations of water in carburetor. These things were just left there in the videos after initial FAILED Box tests, and were not removed as they should be before the final You tube filming. The series resistance of spark plug firing of auto engines tested 2005-2013, had about 1.4 ohms of the 2 coils in the relay per cylinder from approximately 43Volts half wave DC source power. There were voltage drop losses from the several diodes in circuit. The spark plugs were changed to cross reference to near zero ohms spark plugs without the R in code, instead of 6000 ohms. Pulse peak current on garage oscilloscope was 6-7 amps. Now, the 18HP Briggs normally used 4000ohms spark plug. The one chosen as replacement used was long reach QC12YC as 125 ohms. The "Smack" You Tube follow up videos showed the same engine with this 2nd spark plug. Engine needs what's called long reach threads type, and they, probably in 2008, could not get a zero ohms replacement spark plug. Based on Ohms law formula, I X R = Voltage required, 10 A X 125 ohms is 1250 volts . The 60 cycles inverter output DC after diode is only around 40 volts. Inverter could only produce about .3 amp. (not 10A). I SURMISED that there was another FIRST S1R coils assembly that had ALL insulated triple wires. After the Box test failure , a 2ND triple coils was put together to make use of cross leakage induction of High V from BARE COPPER WIIRE into the insulated low voltage side to raise up superimposed voltage from battery over 12v to be able to get the 10 amps for the Briggs firing of spark plug, for more Hydrogen fuel generated. He said to vary the number of turns for varying magnetic field over the plug wire so as point is reached for smoother running. (At that time period 2008, he may not of known that the Champion brand spark plugs as cross reference can COME APART to remove the high resistor and get a zero ohms racing plug. )
Therefore,.... if proper zero ohms spark plug was used on 18HP engine with in series other parts, and more "highly" insulated wire cables are on magnetic coils, then the Inverter box of about 40volts DC could actually have been used, instead of the direct 12v car battery in the 2008 demonstrations. The high voltage also probably interfered with the 60 cycles circuit output of inverter and bogged it right down. There was no set of 10kv protection one way series diodes in the circuit. He said the plastic tub on side of engine also contained other parts besides the triple coils, as accessory spark gap, rectifier diodes, Inductor, for use with the dual alternators on the engine under the flywheel. 12 Magnets ran the charger output underneath flywheel for free power when crankshaft was turning. When battery was completely removed, the engine ran on both alternators output as self sustaining (over unity) performing electrolysis in spark plug chamber. Nathren was in general, a non technical person contrary to the 2 techs working in the shop. The WaterFuel1978 Yahoo Groups web forum of statements, tech questions and answers, was shut down, mostly because a further source to purchase of the exact relays could not be found. That's why a parts list was not given to the public. See again the S1R9A9M9 (2) You Tube videos of lawn mower engine actually running on water to hydrogen + water vapor pressure. It sounds like a water pump!

[Aaron Murakami]

Russwr, I know what S1R9A9M9 (Mars 1999) was doing with his ignition. I was all figured out back around 2007-2008 timeframe. In his car, it's appliance relays allowing an initiating spark from the ignition coil to jump, which ionizes the pathway then rectified DC from the AC output of an inverter then jumped the gap. That's it.

My plasma ignition is identical in principle, which was discussed fully in my other forum energeticforum.com

[russwr]

Aaron M. - There were no appliance relays. That was a notion suggested by an elderly service man about switching input power control of faulty compressor motors of commercial air conditioning. The actual high efficiency relays were found in a Georgia electrical pole box for the 6v AC 60 cycles traffic signals flashing lights. The lights did not work at a commercial parking lot, until one of Nathren's was used / donated as a replacement. The 2 electrical technicians were out on a commercial contract job and decided to service the faulty lights control box. So now they knew what the same exact relays were originally used for. The modern fast microsecond CDI type ignition does not take into account of EXTENSION of on time of spark as necessitating a regular induction ignition and also late milliseconds ATDC timing with in series inductor. (more contact time with water molecules) Accessory spark gaps - 2 total, also help extend spark time, working with the time extension greater .080" plug gaps.. The special relays used back in 2005-2013 contained 2 inductors (about 1.5MH each) with diodes and allowed several PURPOSES the same time during sparking. Not having this knowledge is just another example of later attempted water conversions that did not work as duplication's. Also Nathren - the father, signed in as S1R on the web forum, while his son also Nathren, signed in as Nathren, who was a technician contrary to his father. The code S1R9A9M9 was referenced to a machined part that was used on a space capsule during 1999 to Mars. And yes, I am aware of your Patented Ignition that uses up the residual energy of the main charge/discharge capacitor to further benefit just propane and gasoline engines during fast ignition.

[russwr]

The S1R9A9M9 engine conversion to water in carburetor may rely on Radiant Energy flowing down circuit to spark plug chamber. The earlier Patented ignition circuit that uses Radiant Energy release from modified CD ignition was from the 2nd. discharge of residual capacitor content into transformer primary that passes through capacitor diode that is connected to High Voltage output. The diode is open, then closed. When the accessory current passes .through, the Radiant energy from diode also goes out. On the NON affirming/ opposition side,-upon deep review of original circuit drawing, the center diode between the inductors is only rated 600v, with ignition minimum 10kv against it, and diode facing the wrong direction. Also, an inductor does not HOLD a charge like a capacitor does, as normally used with the expelling Radiant Energy as from diode releasing capacitor energy the same time. It seems now, that the original circuit was contributing just low voltage DC current, high voltage DC , and required magnetic field for the 8 spark plugs of the 1978 Chevy V8. Nathren's 2005-2012 conversion of 8 cylinder engine and the Briggs 18HP was different circuits, but may have had same influence to spark plug. The cars had dual coils relay, per cylinder with many diodes. The half wave DC charged the inductor with diode output. The Inverter +DC flowing is released when plug fires but uses the coil passage energy INSTEAD of a capacitor type energy. The engines ran on water vapor pressure + fired Hydrogen gas from plug electrolysis. The coils inductance was necessary because of the desired on time in Milliseconds, not Microseconds as with cap discharges. His car tooled around for about 3000 miles on 18 miles per gallon water, until locked up in security garage. The 3 technicians there in Georgia said the Relays sealed in vacuum were worth their weight in gold. It seems they were just lucky to have it hooked up right. They did not know how they actually worked ! The AC traffic signal control pole relays were not used as normal click type method.The contacts and L + L coils passed HIGH VOLTAGE and also low voltage. The Briggs 18HP riding mower engine had to have an added triple magnetic coils assembly since there was no easy way to change timing from preset TDC to -34 degrees late timing. The cars' distributor turned easily to change timing. There was data saying from the now shut down web site, that parts added to plastic tub on side of Briggs, was referenced to the Tesla Hairpin circuit that formed Radiant Energy. The high volts ignition fired accessory spark gap with capacitors , so that other side of caps produce Radiant Energy transferred to primary of S1R triple coils primary. The passing through high volts to plug carried this radiant Energy along with approx 10amps current. Briggs started with 12v battery, then completely disconnected. The engine ran on just the dual alternators output, since there were 12 MAGNETS under flywheel for free power , as long as the crankshaft was turning. Nathren neglected to say it was self running. The Yellow + Yellow wires or Black + Black wires Briggs ring alternators can produce 14 amps and higher with bridge rectification. One diode would allow just about 10 amps half wave DC current. The original relays are discontinued and no longer available to purchase. Diagram of same is on Internet with (2) 1.5 Millihenry inductors with centered in series diode. (The High Volts enters just after the centered diode.) The technicians back then hand made 2 relays to simulate the originals, but failed. The built relay circuits were in open air, not vacuum. The vacuum holds in the white Radiant Energy generated on the enclosed diode output as 90 degrees perpendicular to wire concentrated, so as can follow further down the circuit. The Necessary Magnetic field over Briggs plug wire carries down to spark plug electrodes, as does with auto engine. They called it "Electromagnet". After about a year tinkering, they finally found out how to make engine run smoother , by the type engine used as having An EGR system mounted.The Nitrogen content of expelled moisture is reused as from compression of air into water which is 78% Nitrogen. See again the 2008 S1R9A9M9 (2) You Tube videos of mower engine running on water that sounds like a water pump!

[russwr]

On the NON affirming / opposition side,- upon deep review of original circuit drawing, for their auto conversion, the center diode between the inductors is only rated 600v, with ignition minimum 10kv against it, and diode facing the wrong direction. The low voltage facing was positive, while the ignition was negative as also called positive ground. Also, an inductor does not HOLD a charge like a capacitor does, as normally used with the expelling Radiant Energy as from diode releasing capacitor energy the same time. It seems now, that the original circuit was contributing just low voltage 7A DC current, -34 degrees timing, high voltage DC , and required magnetic field for the 8 spark plugs of the 1978 Chevy V8. If there was no Radiant Energy produced within the vacuum of the so called "Magic Relays", this may be just minerals water spark plug electrolysis for Hydrogen, with associated formed water vapor pressure addition, and the inductors magnetic field that all operated the engine with alternator recharging the 2 batteries on car. Was there a conspiracy there in 2005-2012 Georgia back then, with the main schematic shown on Internet being modified, so as duplication would be harder to do? I can see the relay inductors being used for the extension of spark TIME, and contributing the magnetic field for end use, but why not also add Neodymium ring magnets to the plugs? The N or S magnetism would carry down to the tiny tips in combustion chamber. Maybe the magic was just that.

[russwr]

On the other hand, the regular type ignition coils are what's called autotransformer. That means there are 3 terminals-, not 4. In general, the common autotransformer type has one end of primary hooked to one end of secondary. The engines normally have positive ground, meaning the POSITIVE high voltage jumps upward from ground to center spark plug electrode. The ratio of internal wire turns is set up that way. If input + and - terminals are switched around, the output would be positive high voltage at top of plug, but at a greatly reduced voltage . Therefore, it is possible, on the High Energy Ignition coil for the 1978 Chevy V8 engine with coil mounted in top of distributor cap, to be switched over to be able to get high voltage positive. The HEI (4 ) terminals are plus 12v positive, timing , safety spikes ground, and output center terminal facing the rotor. Nathren's web tech forum did not tell people everything. Some of the work by the 2 technicians in the Georgia shop was not told to Nathren. He may not have known of this ignition change that was done, based on the original schematic THAT SHOWS only positive and positive being used on engine. He didn't even know what spark plugs or modified ones were mounted on the ElCamino car based on the ohms resistance. There seems to be more to this old story from 2005-2012. The Inverter box on car was insulated from ground and the alternator charged both batteries.. After extensive driving period at 18MPG water only, he removed old El Camino gas tank and replaced it with welded steel box with exhaust drippings saved. The vent allowed some hot vapor release. This allowed the Nitrogen embedded content water to be reused at HIGHER efficiency, allowing less frequent water fillings, and the last statement was then ,about 300MPG. The wife ordered her car locked up in a security garage. The electrical circuit was based on using a 110v AC output Inverter, - changed to half wave pulsing about 45vDC, special design switching obsolete relays per cylinder, and exterior mounting of about 10 diodes of 600v each. Internal diode was between the 2 inductor coils. When the technicians left the shop due to harrassment, Nathren then decided to build a substitute for all that, and converted a lawn mower engine to water which was successful and can still be seen on Youtube videos,- S1R9A9M9 videos 1+2.

[russwr]

Way back in time, Aaron showed a diagram that the microwave diode hooked to only 2 series diodes to ground would give the same effect for spark plasma.. This may be an error. His US Patent has a charged capacitor releasing EXISTING left over residual energy through a high voltage diode to make larger spark. His other data talks about high volts pressing against an ON diode that shuts off and reversing back to spark plug. It seems to me that a diode needs a small voltage on it to be in an ON STATE, and a MUCH higher volts just to get the higher spark blast.?

My original assumption was that Nathren (S1R9A9M9) also used one set of dual coils relays on the Briggs MOWER engine, since the sets also worked on the earlier car conversions.Then there is also OHMS law for circuit total resistance required for the 10amps flow through the 125 ohm spark plug. I have his original statements from the website about extra parts included in plastic tub on side of mower engine, with the S1R triple coils and an Inductor from a relay of about 1.5Millihenry. He would have also included accessory spark gap, diodes, and a 400v distributor CONDENSER, --- as a play on words, as he said "no capacitor was used". The charged condenser with diode output would also add EFFECT to the firing spark plug, as long as there was somewhere a ground point in behind diode. His final report was not forthcoming, and we are left to figure it out on our own work benches. Does any one know if Aaron's special circuit would work with coil inductor on voltage, or if it would "hold" a charge like a Cap does?

The Briggs mounted twin conductor extension cord was hooked to exact ground under spark plug as part of the "Y" with other end hooked to plastic tub. The male plug was probably bridged. This was either a LONG required ground return line back to the Batt/ Alternator, or cable JUST STILL in place from the earlier failed test with the box Inverter, or an actual needed ground for the tub circuit. There were 3 wires entering tub with 2 exit wires. The high and low volts was a joint inside the tub. (Yes-- the ignition volts was on the Battery and alternator as a hazard.) The Briggs engine started on the battery, then battery completely disconnected, and circuit then ran on the under flywheel dual alternators with the revolving 12 MAGNETS. See his mower engine again, self running on water in carburetor. S1R9A9M9 You tube videos 1+2.

Nathren's schematic diagram for water powered circuit for auto 8 cylinders shows certain facing diodes, so that the negative firing 1978 HEI ignition coil would not fire spark plugs. Ignition bypasses plugs and goes to ground through 2 diodes. The old style coil in distributor cap type could have had the 2 primary wires switched around , so,as having POSITIVE high voltage output, which then would fire the plugs. The low voltage power in was halfwave pulsing DC , so as no diodes of a Bridge Rectifier there for a source to ground for a special separate diode discharge.

The 2 technicians in the Georgia work shop did not tell Nathren everything. He even believed the car spark plugs with 10 flowing amps were original copper Autolite type with 6000 ohms resistance. As him being a non technical person, I can see now why a detailed work booklet was not going to be available to the public.

[russwr]

Other methods to increase ignition voltage can be insertion into a pulse type, step up transformer, laminations type, with the ratio desired . Since ignition is just pulse voltage out one direction and not AC, the common multiplier circuit can't be used. The other method is to add accessory spark gap with attached PF capacitors in and hooked to air core copper coils transformer of about 1:3 ratio. (Small voltage type Tesla coil / Tesla hair pin circuit with Radiant Energy) The reasoning behind this , is that the lawn mower SS ignition coil (Magnetron) is only 10kv and not strong enough voltage to perform PLASMA PATH for the expected DC current injection into spark plug. S1R9A9M9 - Nathren and his tech people either did that Tesla circuit, or just used a PF PEAKING CAPACITOR . But that is a very short time constant compared with ignition volts. The whole idea was to allow extended time constant for about 34% ON TIME of circuit not just near TDC.This allows more DC current contact with water and water vapor . The 1978 car got 18MPG on water but was using HEI as about 28KV from high energy ignition chevy coil in top of distributor cap, as good Plasma Path. My bench project has small board with inverter to DC high frequency type with bridge rectification charging 47Uf cap with 200v output through 15kv block microwave diode. This is against the ignition high volts output , so as not having to increase the original 10KV. The cap discharges with Radiant Energy allowing plasma path. ( An increase of string series protection diodes bank requires much more input draw current and wattage from input battery.) It's best to keep the ignition volts at a lower level.