Water in carburetors ran engines 2005-2008 Georgia

[russwr]

Fuel injection cannot be used with the duplication of the S1R9A9M9 mower engine conversion. The water/water vapor has to be DRAWN IN by engine vacuum for the point where the H20 becomes "volatile" at the LOWERED PISTON STROKE DOWNWARD and has the required plasma path, and subsequent 6-7 amps DC current max through spark plug. This was Nathren's and the shop technicians' new system back in 2005-2012 Georgia. You have to review the previous tech data on S1R9A9M9. The requirement is a riding lawn mower single cylinder Briggs engine, about 12-18 HP. They have interchangeable stronger alternators and dual alternators. The 17, 18HP has oil filter. Flywheel interchangeable with one with larger magnets one, for higher alternator output. Late Timing is in the range of about negative 34 degrees ATDC. The magnetic coils do that, or a built bracket to hold the adjustable Magnetron. The Magnetron 10kv is kept same level, so as diodes quantity is kept same, for lowered power supply input. The added separate circuit for Plasma Path allows this.The main power supply "isolated" is used at higher wattage to start engine, supply shut off, and then alternator self runs with full wave DC generated current from the 12 magnets under flywheel. Filter capacitor raises voltage. No V regulator allows higher volts and can be used also with V regulator same time, for battery charging at 14v. I ALREADY have a bench set up with 12HP engine, S1r modified triple magnetic coils assembly, P.S., modified alternator, adjustable EGR set up, Plasma path circuit, series protection diodes bank + end resistance circuit including zero ohms spark plug. The system has been changed over from Negative high volts to Positive high volts. Easier to work with and less chance of spark bypassing plug which it would absolutely happen with any cap or resistor or wire to ground that has positive ground spark. Accessory spark gap in series is a must. An engine would start /run idle speed , but would need 2 more things done. Main jet in carb later needs re drilled about 33% larger hole for power use , unless using gravity feed water hose to carb with brass adjustable needle valve. An EGR adjustable flow type needs to be applied to engine. 12v water valve and EGR vacuum valve controlled by adjustable vacuum switches for turn on +off. The embedded compressed Nitrogen from air is reused to increase engine efficiency and lower erratic running. 3rd Key switch position runs starter with water valve. Presence of vacuum keeps water flowing.There are 3 ways to get positive high volts from Briggs ignition Magnetron/Magneto. A single ignition coil that's used on a dual cylinder engine allows both + and - high volts same time, from 2 cables,- just put neg to ground and fire plug with POSITIVE high volts. I built 19 attempts of power supplies, 3 of which that work as isolated grounds with sufficient output to counteract the diodes losses. I have built 40 different models of the S1R coils assembly. It does several things at the same time. Ebay has some of my earlier designs-S1R9A9M9 coils.

[russwr]

Closing in on the replication of S1R9A9M9 engine conversion with water in carb. Magneto left at 10kv even though Nathren (S1R) increased high volts by tiny Tesla coil. Plastic tub with parts was on side of Briggs 18HP in 2008. This step up was to be able to get PLASMA PATH, that regular Magneto can't do. (And maybe a little RE) The 1978 car v8 conversion had HEI coil in top of distributor which had huge voltage capability for plasma path. I'm using separate circuit just for plasma path with isolation grounds, diodes protection, separate main PS source for 6 amps , diodes protection, isolated grounds, and the regular ignition kept at low high volts. Ignition changed over to POSITIVE high volts. Rebuilt triple wires S1r coils assembly, Zero ohms spark plug along with time constant from plasma path about 30 milliseconds as per 5 X R X C . Resister charge for cap,and cap discharge through timing resistor. All this is seeking the water vapor pressure along with Hydrogen from spark plug electrolysis, at about -neg 34 degrees timing. I'm using dual cable 4 terminal Magnetron as from 2 cyl engine , on the one cyl. The neg volts goes to ground, while the positive goes to plug. (Verified with hi v diode as positive, AND - AND we get full secondary volts, contrary to the regular magnetron of AUTOTRANSFORMER TYPE in positive mode. The dual type has no connection between prim and sec. The secondary fires both same time as + and - outputs! The low high volts allows for less diodes string that allows less PS voltage, that allows for less amps pull from battery input. When engine actually running, the PS is disconnected, alternator runs 6 amps, ignition keeps running along with separate plasma path board. The required magnetic field at spark plug tips comes from the magnetic coils assy and follows down to plug. The required diodes direct voltage/current in one direction. The self running engine can be seen in the two S1R9A9M9 You tube videos from 2008. (You can't see the 12 magnets running the alternator under the flywheel, with battery disconnected. )

[russwr]

More tech notes for those who are still following this subject - if you recall, regarding the original S1R9A9M9 triple coils assembly from 2008 lawn mower that ran on water in carb, the construction of unit was quite peculiar and caused many peoples reactions and disbelief. The photos are still on internet for review. The high volts side used bare copper wire. The lower half of electromagnet had no steel core. The reference was that the engine ran on negative high voltage. You may also be thinking about inventions only partly shown to public, without exacting information or changes done before actual release photos. After many had failed to duplicate the process with wire turns, voltage source and amps load, I surmised that the originator had probably used a only similar, but DIFFERENTLY constructed S1R coils assembly. Most US Patents and drawings are only a high % accurate so as not to divulge propriety information. Therefore , I am presenting here today further data for you to chew on. I am still actively pursuing this project. The blow up of original unit showed a stub- frayed wire cut off from the joint of (2) #14 gauge wires. When Nathren's next video came out he had removed the stub and re taped up the joint, .... before the take apart video was done. I had way earlier dismissed the notion of a transformer, since a High Positive volts from ground would not allow spark plug firing with a side line wire to ground.(Electricity always goes up a bypass if it is less effort that way.) The study of documents regarding the earlier cars conversions showed that the ignition coils were firing positive voltage to ground. Why not the Briggs 18hp engine? The change over to a double cable Magnetron as used on the twin cylinders allows the use of one cable as ground and the other as positive high volts on 1 cylinder lawn mower. . This now allows a Sir coils assembly to be a possible transformer. Next, - The car conversions all had very high output ignition coils as minimum 24KV or higher. The Briggs Magnetron is only 6-15Kv and not AC output- Very hard to raise up the voltage. (cap+diodes multiplier can't be used.) What was needed was a PLASMA PATH extra method applied . This is either a back EMF higher high voltage from charged inductor 1.5MH or a charged capacitor with output time constant to last the required .030second. I took another look at the data from the expired old web forum , and I remembered the page regarding the (60 turns coil test). The talk was about reactance ohms added on low volts side, from high volts side, that causes the 16 amps capability input to reduce down to the 10 amps going through spark plug. The demonstrated engine videos both started on 12v battery. Nathren said that all information was in the web forum to duplicate his work!!!!!!!!!!!!. A final data sheets set was not going to be released, due to too many people getting hurt trying to do the conversion. So now, after reviewing all this, I surmised that the other 2 methodologies for getting plasma path WOULD NOT HAVE THE PARTS ACTUALLY FIT INSIDE THE small PLASTIC DELI TUB ON SIDE OF ENGINE IN THE 2 You tube VIDEOS.What was left ,- if regarding positive high volts firing downward to ground negative of spark plug, was that an ignition coil CAN fire into another step up pulse transformer to send an even higher high voltage output! Now get this,---- The original S1R coils as used in the (2 )2008 videos is not what was shown to the public. A similar one may have been actually used.- but different construction. I say 13 turns primary, and 47 turns as PART of secondary as full secondary is 60 turns total,(13+47) as being a 3 terminal autotransformer step up type. The end of primary goes to accessory spark gap in the tub, that fires to an outside ground wire. There was a cable to ground in the videos. The 2nd triple wires assembly shown was notorious with bare wire, missing lower core present, no talk about the joint, nor the outside cable,, or actual polarity of spark. With about 6kv firing the first primary spark,3kv per 1mm gap, the ratio step up could be greater than 24kv. (ratio 1;4.6) This similar unit will fit in the plastic tub, and form the proper plasma path for the subsequent 10 amps through plug. I also surmised that he DROPPED THE NUMBER 4 on the triple wires assembly and reduced the length of core steel. 13+ 7 = 20turns. All his changes disallowed a transformer effect and not enough wire turns. He and the 2 shop technicians did not want others to know everything about the engines conversions. The current model I made is for 6 amps as all the other car engines conversions in Georgia had used 6-7amps flow. The number of turns of the added on #16 wire required magnetic coil on top, was increased by same ratio as amp decrease. , so as 13 to 22 turns. The same current flow through magnetic 12v coil goes through spark plug and gets it's ground there when fired. The earlier car conversions with the special relays all got ground through spark plug only! The magnetic field travels down to spark plug chamber to enhance the reaction. I also had put neodymium ring magnet on steel spark plug.

I am currently looking into possibility/ not possibility, using bundled thin soft iron wires together in vinyl hose to use as iron core , rather than steel long screw. The residual magnetism removes itself in between pulses- contrary to steel nail or rods.Residual may be needed. I'm using floral wrapping iron wire roll.
In the original (2) S1R9A9M9 You tube videos, the battery was fully disconnected after engine idling on water in carb, and the under flywheel alternator provided the electric flow from the free energy 13 magnets. Nathren neglected to say it was self running on the developed water vapor pressure and Hydrogen gas at spark plug electrolysis.

[russwr]

More new data accumulated over time regarding the 2008 S1R9A9M9 (2) videos on Briggs 18HP mower engine that ran on water in carb. Several things have to be in place get the required water vapor pressure and hydrogen fired at spark plug for self running using the battery and under flywheel alternator supplied current. The Magnetron ignition volts 6-15kv, has to be raised up to minimum 24000volts. First the coil has to be changed so as to get the final POSITIVE high voltage. The twin cables type Briggs autotransformer Magnetron will do this. Next, this now positive high volts has to be increased so as more usable. A pulse step up type autotransformer will do this. The plastic deli tub as used, hanging on the Briggs back in 2008 was small, so as the enclosed parts had to suffice. My original ideas of inductor back EMF high volts and the capacitor charge and discharge parts would not fit in that tub. The pulse autotransformer would! We were shown a triple wires assembly that was associated with that engine and did several things at the same time, ..... except increasing the voltage . I propose a 2nd hand wound autotransformer was in the tub along with other parts , such as the hand wound S1R coils, accessory spark gap,Dayton inductor 1.5MH in the ignition line, resistor, and diodes. They will all fit. There was an outside cable capable and connected to original engine ground as could be used for the transformer primary. The use of positive high volts ALLOWS the side wire to ground to operate, and still fire plug. The #14 gauge wire joint on S1R coils had been cut off and had enclosed a stub wire. This was then probable as being the ground wire for the electromagnet magnetic field wire to resistor and ground, so as always on all the time. The firing of spark plug with same current 10amps was for about 34% of the time of flywheel rotation. You will have to learn the difference between a regular 4 terminal transformer, and a 3 terminal hand wound autotransformer. -- Uses 4" long 10:28 steel screw for magnetic core, with wire wrappings over 3/16" ID vinyl hose for voltage increase. This refers to the data from the old web forum regarding "the 60turns coil test". The 60 refers to the secondary turns. The primary is only part of that in ratio. The S1R coils of 13 turns + 7 turns = 20T for original electromagnet, is similar copied for the step up autotransformer 13T + 47T = 60 turns. I used 18 gauge white thermostat wire .05" diam from 2 wires loose in package- not twin connected wire.The RATIO BECOMES 1: 4.6, SO AS THE ACCESSORY SPARK GAP OF 13T PRIMARY FIRES TO GROUND ABOUT 2MM FOR 6kv IN AIR. This should result in step up to about 25KV THAT THEN ENTERS THE S1R coils to get the impressed magnetic field. The field extends the spark time to about .03second and 34 degrees late timing ATDC. Power draw from 12v battery would be 6-10 amp constant on through the resistor, and then 6-10 amps for spark plug only 34% of the time. The spark is off 66% time of flywheel going around. The cross reference for spark plug to Champion is needed so as can remove resistor from the top. and substitute copper piece. The now racing spark plug is zero ohms and can pass the amperage for electrolysis at spark plug tips. I use NGK B2LM .for short reach spark plug already zero ohms. Nathren had said the system used about 15 amps.To be able to get lower 6 amps worth of magnetic field instead of 10a, I changed the electromagnet wiring from 13 turns to 22 turns as in same ratio as current change. All EARLIER CAR CONVERSIONS IN GEORGIA USED 6-7 AMPS THROUGH SPARK PLUGS. After battery ran the starter and engine was idling, the original battery was removed, so as the magnets powered alternator ran the system in the summer 2008 You tube videos. See the videos again . The 2 power wires and Hi V cable come down from the upper red plastic engine cowl and are wrapped in spiral black tape and enter the plastic holder tub. The ground wire is on the right, the lower white wire goes to spark plug with high V and 10 amps. His 2008 set up did not have battery acid protection using diode bank, from the ignition voltage going in reverse.

[russwr]

The Briggs Magnetron only fires a spark gap as maximum 18,000 volts. I tested this recently as (3kv per millimeter gap.) As 6 mm gap max in open air . No more. The system is lacking the higher volts for the proper plasma path for amps to pass through spark plug. The back EMF of a coil parts and parts for a capacitor charge and discharge would not fit into the deli tub as used originally in the 2008 you tube videos of 18HP running on water in carb. Therefore, what was used in 2008, was a pulse step up transformer somewhat similar to the S1R9A9M9 magnetic coils would fit along side it, along with a few other small parts. I even had added narrow Neodymium magnets glued on over top of my own flywheel magnet on 12HP to get greater field strength. Of course, a car ignition coil could substitute , but not wanted, since the free energy spinning magnet runs the ignition coil (original type) Magnetron autotransformer. Armature gap was about .012" to flywheel. A higher field in theory, would generate higher volts in primary, which generates higher than -130 volts back EMF to run the secondary of auto transformer, but of course would slightly adjust the timing. That did not work for > 16kv.

Dec 1, 2023, I just built the step up type transformer recently. It is not an autotransformer. This one is a small pulse type with 4 terminals. It uses the Amazon ferrite set called E I 40 with hand wound wires 15 turns and 60 turns for 1:4 ratio, and needs to be tested , so as proper 24kv plasma path would be available for the following 6 amps through spark plug. By the way, this would also fit inside the plastic deli tub like Nathren used in 2008 with the S1R coils assembly and relay, diodes, etc.

[russwr]

More data from original website pages- on the Briggs 18HP that ran on water in carburetor, the summer of 2008. The S1R wires coils assembly is an electromagnet forming magnetic field over the plug wire. Steel core was on the 13 turns with no core of the 7 turns. The bare copper wire as no1 of 3 had extreme close contact to the wound electromagnet. The added other section of diode, coil L1, -diode-, coil L2, diode in series , and with outer bypass parallel diode, performs the needed actions as told from the now defunct web forum. When ignition high voltage (changed) positive from negative (magnetic impressed) enters the point just after 2nd diode, the on diode shuts off so as the slight magnetic field at spark plug is shut off. The circuit then fires the 10 amps from the upper S1r coils THROUGH spark plug through the side diode. Magnetic required field is there at plug tips except when high volts fires. The joint of 12v DC S1r coils wires 2+3 of 3, is connected with resistor to negative ground , so as electromagnet field always is on. This is not possible with normal positive ground high volts and negative side upper.The spark plug would never fire as going up the bypass side line of ground wire. Draw it out on paper so you can see it. The circuit allowed the 1 cylinder engine to idle on water in carburetor as the change over to water vapor pressure and fired Hydrogen gas from tiny plug electrodes electrolysis. There was mention also of Tesla like circuit that could also contribute RADIANT ENERGY from the 2nd diode when turned back on. ( the reverse high volts away from diode) This series of inductors and diodes was what was inside the ORIGINAL Relays per cylinder of the earlier car engines conversions back in Georgia 2005-2012. See Internet data on Tesla magnetic spark gap with input diode to spark gap, N + S poles, with coil L to receive energy released. ("The hair pin circuit of Tesla") THE EXTREME HIGH QUALITY OBSOLETE TRAFFIC POLE RELAYS WERE ENCASED IN VACUUM and had increased the efficiency . The actual invention surrounded the notion of the down stroke of piston at -34 degrees ATDC has water mist in a VOLATILE state and can expand to pressure aided by the hydrogen fired fuel. The 2 technicians and Nathren said the relays that successfully ran the several cars, tractor, V8 power generator, and lawnmower on water only, were worth their weight in gold. (Not used as normal clicking type relays on single low volts, but on inductors high voltage and amps,) Specs are on internet as about .6-.7 ohms each of 2 inductors as 1 3/4" by 3/4" size of #21 gauge magnet wire on plastic bobbin. The whole relay and S1r coils and parts all would fit in the plastic tub hanging on the side of the Briggs 18HP engine of S1R9A9M9 You tube 2 videos from 2008. See again the engine actually running on water without smiling! Notice also the battery is completely disconnected and the engine is relying on alternator current from the spinning magnets. Nathren had neglected to say it was self running.

[russwr]

Humans never went to the moon. There is no such thing as Bigfoot. Stan Meyer Voltrolysis is not 3000% efficient making Ionized HHO. There are no more inventions - all has come to be many years ago. Dr. Hulda Clark therapy of certain herbs and mild electrotherapy is not a cure for cancer. Water cannot be made to expand and be a fuel for piston engine and be aided by small hydrogen gas same time, so as idling rpm is lower but still runs engine with lowered output power. No such thing as flying saucers UFOs. Free energy magnets motors never turn by themselves even with proper adjustments.



Engineers take pride dusting off their certificate on wall plaque and only believe what was taught in the original physics text books, as they don't believe in "innovations" that follow up with U.S. Patents issued and vigorously defended in court. Naysayers never make attempts of researching technical references to prove another's statements.

[russwr]

Another update, for those who are following this project regarding the S1R conversion of lawn mower engine to water vapor pressure and hydrogen gas electrolysis. Today I successfully bench tested spark plug as receiving magnetic field from S1r9A9M9 triple coils electromagnet over copper transfer Plug Wire. The current passage of 6.5 amps was simulated with plug center grounded as representing the high volts as firing ,and that there would be conductive mineral water at plug tips. There was in between series connection between the electromagnet and spark plug, as diode, 1.5Mh coil L1 with series diode, and series L2 inductor, and final diode. There is a bypass diode going across this section. This set represents what was similar to the original "Magic Relays" as used in Georgia about 2005-2012 on cars. The magnetic compass adjacent to plug tips rotated smartly when battery was connected . The series adjustable power resistor was set for the amps as seen on analog panel meter. This PROVES the statements as seen listed 5 times in the original web forum. They said that a magnetic field is necessary and is THERE, except when ignition fires for the 34 degrees on time past TDC. . Inductors are Dayton brand from Parts Express with large type laminated steel core and #18 gauge magnet wire. The resistance is about .3ohm each. China on E bay sells smaller version with #21 gauge wire, higher resistance and same size as inside the original relays. Overseas shipping takes longer , but less costly. Electrical load is the L coils and power resistor as connected to 12V car battery, . The voltage drop diode losses .7v each also figures in the series circuit. I am assuming that the magnetism impressed under the electromagnet would be better if steel handy wire was used covered with shrink wrap tubing. The field may carry further.
The (S1R) electromagnet hooks to ground through current limiting resistor and is always on. The diodes all turn on, with just small current flow due to the mineral water present at an engine, and both lines of coils, and the bypass diode facing spark plug. While waiting for the flywheel to go all around for the next ignition pulse on lawnmower engine, there is only low current flow. When high volts fires, the plasma path generated allows the full 6-7 amps to flow. That means , there are 2 power draws- 100% on electromagnet and plug current for 34% duty cycle, as ignition shuts off. The electromagnet and 1st coil field is stopped by the center diode shut off caused by high V entering just after cathode of center diode. The 2nd coil is used as part of the engine extension spark timing as well as the electromagnet over the plug wire. The side benefit is the Radiant Energy release from the diode back on again as the high V reverses and travels to spark plug. Upstream is the power supply pulsing DC going to series diodes protection bank from the high volts. There has to be a 1MM spark gap BEFORE the S1R coills electromagnet. This benefits the smoother engine running with less fouling. On the old cars, this was already there as the distributor rotor gap firing high volts. The total high volts divides up with the 2 spark gaps. (3KV/1mm)

I also tested on analog panel meter for a change in current when the ignition side of S1R coils formed leakage inductance -130 volts onto the low volts side. There was no reading, I assumed that a small hand held oscilloscope would be needed for a very fast ignition pulse. What you do is purt a 1 ohm resistor on the ground side and read the voltage over it as per Ohms law formula. Volts reading equals current reading.
Lawn mower ignition is about 6-16Kv. I have yet to test the hand wound step up pulse transformer to get 24KV for better plasma path. The car ignitions are already higher voltage . The web forum had changed the 1978 Chevy V8 ignition to positive high volts by switching the primary wires around. My mower ignition is now positive high volts by using the DUAL cable Magnetron. One negative line goes to ground. The RELAYS were used on the earlier car conversions as well as the mower engine. See (S1R9A9M9) Nathren's 2 You tube videos again.

[russwr]

The next detail to go over, is the question of WHY the 400Watt 60 cycles Inverter was not used on the 4 cycle Briggs mower engine , as it was on all the other 4 cycle engine conversions done in Georgia 2005-2012. In the S1R9A9M9 You tube videos , the same one is seen in the background, but plainly not connected. Nathren (the father) said it had a frequency to it that would cause it to bog down and shut off, so it was discontinued and changed to battery input power. . This Briggs engine during summer of 2008, had the same RELAY and a few other parts with S1R9 triple coils electromagnet. Electromagnet hooked to ground for field was not on the other larger car engines. I made up a list of possibilities as his statements on the matter did not make sense. My bench set up has the same brand inverter as 500watts AC as changed to half wave DC pulsing output, AS WAS ON ALL EARLIER CONVERSIONS.. Please suggest other options to me different than my following list. The workshop 2 technicians did majority of electrical work on projects. Nathren was a NON TECHNICAL person and just aided the 2 actual electrical commercial technicians. After a period of time went by, Nathren took out the mower engine and did the hook up himself in back yard and a helper. You can see the 2 successful idling on water demonstrations on You tube video as S1R9A9M9. The web forum didn't relate any other information on why original inverter could not be used. The use of an Inverter allows user to have ISOLATED output for the 2 grounds, because the secondary is not connected to the primary side.

1.- He forgot or didn't know to add the 2 opposite diodes so as to get a much lower voltage to present to the final circuit. The relay was about 1.2 ohms used with mineral water against 110vAC? The helper may have been one of the technicians, but didn't notice the missing diodes. ( Nathren his son, one of the technicians , had the same name Nathren. The father signed the messages board as S1R9A9M9. The son signed his messages as Nathren)

2.- The original spark plug of long reach 4000ohms was changed to QC12YC which is 125 ohms. The Champion brand can come apart to remove resistor to make a zero ohms racing plug. The 10 amps could then go through the CHANGED zero ohm plug with 12v battery, but 10 Amps only WITH A VERY HIGH >1000 VOLTS DC on 125ohm load plug.

3.- He overloaded the inverter and the internal circuit breaker shut off ,and he thought it had burned out so they changed over to the battery.The new load electromagnet was not on the car engines, and that amps plus the amps from the plug firing drew more power from Inverter and it shut off from overload.

4. The electromagnet would draw about 7-10 amps by itself through limiting resistor to ground, 100% duty cycle - maybe based on 12v DC. If AC was applied , then there would be a problem.

The car battery then connected allowed the Briggs engine to run after starter motor engaged. Battery was soon disconnected and same engine continued to run with the "on board" alternator underneath the flywheel by the 12 spinning magnets. Why else didn't the 400watt inverter work?

[russwr]

Updates - notes not given before, - for those following this project. The S1R9A9M9 triple wires assembly was an ELECTROMAGNET serving 2 purposes. The field over the spark plug wire causes the required extension of spark time from TDC to about -late 34 degrees timing. (Mower engines have no timing adjustments) This also provides the needed magnetic field at the plug tips in the combustion chamber. Spark AND CURRENT is on from power supply for about 34% duty cycle. Flywheel goes around until the next firing of 1-cylinder engine 66% off time. The electromagnet is 100% on at about 4.5 draw amps from battery, hooked through it to ground adjust resistor. The original 2008 demonstration used 10 amps through plug. The Georgia technicians that converted several cars and tractor, all used 6-7 amps. Therefore, the circuit now uses adjust 100W resistor for setting of 6 amps. Total battery draw from isolated power supply, including electromagnet and fans, is about a conservative 15 -20 amp fuse. The 2008 demonstration of 18HP Briggs was started with battery, battery disconnected, and engine ran on the under flywheel alternator. Alternator was maximum 15 amps with bridge rectifier, no v regulator. W = E X I. E /R =I. The 2 analog meters were replaced with single, dual digital E + I meter which registers faster than analog with needle, and much cheaper. Diode string protection of power supply done with 2 parallel FR607 fast diodes. 15 diodes is about 2 ohms loss and 10.5V drop loss. The diodes assembly is mounted vertical on top of horizontal .3A fan facing upward in plastic chute. (Heat removal). 500W Inverter used with single metal diode on heatsink for half wave rectification and about 35 volts pulsing DC. The differing ohms resistances in series with water cell spark plug needs to be configured for 6 amps. There was question about the low 6-15KV output of mower engine coil to satisfy the requirement of plasma path needed. The car engines has HEI much higher voltage which allowed the extra amps to pass through the spark plug. The earlier car conversions and Briggs 18HP all had included special relay per cylinder use. Took about 3 months to determine and build replacement in sealed vacuum box ACCESSORY spark gap with N+S magnets, inductor 1.5mh diode inductor 1.5mh and diode. The entrance of the high voltage is exactly at the cathode of the center ON diode. Diode shuts off, High v presses, returns back and onward to spark plug. This releases Tesla's radiant Energy from the diode that passes on down to spark plug, aided by vacuum. This notion is probably what was used causing a successful 2008 You tube S1R9A9M9 demonstration. They had converted a 4 cyl tractor to water in carb also which used the relays , Inverter , and existing ignition coil that was the same 15kv as the Briggs engine!!!!!! Therefore an extra plasma path source was not needed. The radiant energy expulsion takes the place of extra plasma path. I had recently made an assembly for a separate plasma path if needed with a 15KV coil , to allow 6 amps to pass.150W 220v dc converter charging 47uf 400v low esr capacitor through 60 ohm resistor to form time constant discharge with 120ohm resistor. T = R X C as 63% charge and discharge as plasma path with the 15KV. Main power supply also hooks in. The extra spark gap insures the final spark gap fires.The original Chevy V8 converted , had ignition coil in distributor cap changed primary wires around so that only positive high voltage was used. I am using a DUAL CABLES Briggs Magnetron- the modern type with universal epoxied trigger, - not a Briggs trigger. This one is not an autotransformer. The secondary wiring is not connected to the primary side. One cable goes to ground so that other cable is FULL POSITIVE high volts as used for the project. There is a one amp diode string 15kv for postive ignition coil. The 2 adjustable 100w power Ohmite brand resistors are mounted vertical. The Electromagnet is mounted vertical. The modified electromagnet has steel long screw with plastic pull head and inside vinyl tube so as can be pulled upward for timing adjustment of engine. Nathren only said to adjust the number of lower turns. 7 turns 90 degree wind upper, with lower (HIS) 13 turns now 30 turns, 14 gauge wire .The upper has no core on 7t. Pulling upward removes the core so as less magnetic field over 30t and HiV wire. Now you see how it's done. See Internet photo of S1R9A9M9 coils as (4) wire ends. Back then, mineral water from a property spring was used on all engine carburetors. Hydrogen gas is generated as spark plug electrolysis, fired and forming water vapor pressure along with the hydrogen. This was their invention back in 2005-2012. Website shut down but you can see again Nathren's 2008 2 Youtube videos of Mower engine running on water in carburetor. Questions??

[russwr]

In Georgia 2005-20012, three technicians ran car engines on MINERAL water in carbs 6-7 amps electrolysis from half-wave DC of 400W inverter and inductor coils, diodes, etc. The zero ohms spark plug passes electrolysis 6 amps using higher voltage inductive ignition. 4 cylinder tractor, (2) V8 Chevy engines, 6 cylinder vehicle, 4 cylinder Pinto, and On YouTube video for 2008 a Briggs 18HP mower engine running idle on water only. There was an electromagnet forming field 4.5A over plug wire, and the necessary field carries on to the combustion chamber. The lawn mower battery was disconnected after starting. The under flywheel Alternator magnets powered the Briggs at 15 amps max with bridge rectifier. See S1R9A9M9 mower engine running on water. The generation of Hydrogen and firing, and production of water vapor pressure both ran the engines. This was their discovery. All have accessory spark gap and insures final gap fires. E.G.R has to be applied to get the added Nitrogen embedded in the expelled water from compression. Working on bench set up to duplicate. 1978 El Camino 18MPG at much lowered power. Mower engine easier to work with. (The increased efficiency may have to do with Radiant Energy expelled from series line diode when POSITIVE High V enters exactly after cathode. The ON diode shuts off, the High V presses there, then reverses to fire the spark plug. R E follows to spark plug tips as the inductors and diode were IN VACUUM CHAMBER) So now you know!

[russwr]

Now looking into part numbers for stainless steel (marine) spark plugs for small engines. The Champion Brand sometimes has a removable top, so as the resistor or wire coil suppressor can be removed, and replaced with copper segment wire. A zero ohms spark plug is needed, that does not rust and add ohms resistance to the series current passing through it. The normal steel type tips corrode and reduce efficiency with mineral water added. The negative ground tip extension is preventing current flow on the meter. Baking soda water with eye dropper will be bench tested for use with SS plug. Nathren from Georgia, (S1R9A9M9) used mineral water gathered from stream on the property and was used on all previous engine conversions 2005-2012.

[russwr]

In 2005-2008 S1R9A9M9+ the 2 technicians in Georgia successfully converted the Briggs lawnmower engine to run on water. (water vapor pressure + hydrogen gas from spark plug electrolysis) His 1978 Chevy V8 converted was on 18MPG water only before the water in gas tank was rebuilt as steel box collecting the Nitrogen embedded water exhaust for reuse. This then went to way higher gas mileage and smoothed out the engine running. The special, rare relays they used can't be purchased as discontinued traffic signal lights electromagnetic switching type relay in pole boxes, so as a separate Electromagnet was hand built to be used with inductors and diodes for same effect. (On cars and lawnmower) The Dayton brand inductors 1.5 Millihenry at #18gauge magnet wire on plastic insulated bobbin can be purchased from Parts Express and must be used with fast recovery diodes capable of 6 amps such as FR607. I had an Email message back + forth, years back, from a man who had duplicated Nathren's set up with inductor and special wound S1R9A9M9 electromagnet. I had asked specific questions, but he only replied carefully as - "YOU WILL BE PLEASANTLY SURPRISED"

The auto and mower engines were said to start and run as is, at lower idle speed only. If power mode is desired, the main jet in carbs have to be redrilled out 33% larger hole to get more water to pass, and get more Hydrogen + water vapor pressure generated. The cars had adjustable distributor timing. The Briggs engines require electromagnet field and / or special curved, slotted, non-magnetic aluminum plate mounted for sliding adjustable timing of Ignition Magnetron. (too much trouble to make just for 2 YouTube videos, summer 2008.

Many times in the web forum, it said 100 volts and 6-7 amps necessary. I thought it was a misprint. 5 times?? Maybe it was a reference to the 400W inverter box for 110v ac that was changed to half-wave DC. There was no explanation. However, we do know about back EMF and flyback voltage . The reverse polarity push and current from a wire inductor has to pass THROUGH a diode ANODE. I then looked up the actual circuit used on all those car engines in Georgia. There is an outside parallel diode across the 2 inductors. I had originally also thought that the diode was added to sabotage any future duplication of engine circuit, (paid informer) The main power would just go through the outside diode , passing by the inductors and center diode. However, that may probably be a SECOND PULSE forward. The high volts has to go in exactly at the cathode of the center diode between the inductors. The reversed polarity on the inductor pushes plus - Back EMF, and may go through the parallel diode and on to the spark plug .

Maybe we can get 100 volts going forward through spark plug from inductor? That requires extreme fast turn off pulse. Formula E = L X di /dt Volts-Henry-amps-second. The spark is fast and the trigger transistor inside magnetron is fast.

There were also several statements regarding The S1R9A9M9 triple coils assy that in operation with ignition, there is a leakage inductance voltage transfer from high volts side to low volts side of about 140 volts. Could this have been utilized? The high line side was bare copper #12 wire. The low V side over steel core electromagnet from 12v battery was #14 insulated hook up wire. There were also 2 fools who had grabbed a hold of their #14 wires and shocked themselves. A pre-designed in Superimposed higher volts over lower volts? The other problem was the Briggs is normally negative high volts ignition out , the side induction leakage was minus 140 volts and the battery was positive 12v . The positive is needed to run the starter motor with casting engine as negative ground! What'sup with that? It is very easy to change original one cable negative magnetron to a "dual" cables Briggs Magnetron and put one to ground, and get positive high volts from the other cable. That's what I have, so there is no interference.

The full wattage is not drawn from the Inverter or battery, because the flywheel going around mower engine only fires spark-plug as aboiut 34 % duty cycle with electromagnet.

Something was going on back then. Nathren was hassled by thugs on the road with guns, harassed, and property oil tank had bullet holes, He had legal problems also, and was jailed for a time. Neighbors moved away, wife divorced him and address in Georgia no good any more. (water for fuel?)

[russwr]

Now working on correcting the (2) inductors so as similar to the two contained in the original dual coil relays as used in Georgia 2005-2012. Data as .66 ohm, 1.75Millihenry,( 60 cycles AC traffic signal switching relay) and #18 gauge wire to carry 6-7 amps DC. The Dayton brand type as 8 millihenry, from Parts Express will change to 1.75millihenry with a #10-;24 steel screw 2 1/2" long, in center + 2 washers, nuts. No cutting of existing magnet wire. ( center laminations removed out) This can then give possible resonance at 60 cycles to 60 cycles half-wave DC from Inverter box input power.

Next level is bench test to obtain coil L back EMF of minimum 100 volts to add forward to spark plug firing the 6 amps at about 34v DC. The S1R9A9M9 triple coils assembly also gives leakage inductance 100v from high volts side to low volts side and flashes neon bulb. This voltage was mentioned in the original web forum. They said power required was 100 volts and 6-7 amps through zero ohms spark plug with mineral water. (superimposed 100v) Stainless steel spark plug marine type has about 27 ohms, internal coil as yet to be removed from top screw cap, and replaced with #12 copper wire piece. (Champion brand plugs come apart at top.) The higher voltage makes faster hydrogen generated at tiny electrodes of the spark plug. Stainless steel spark plug marine type has about 27 ohms, internal coil as yet to be removed from top screw cap, and replaced with #12 copper wire piece. (Champion brand plugs come apart at top.) The higher voltage makes faster hydrogen generated at tiny electrodes of the spark plug. Regular hydrogen/ water cells have large surface area SS plates, but at very low volts of common electrolysis.

[russwr]

I recently rebuilt the S1R9A9M9 triple coils assembly using a stronger copper #10 gauge wire, as the spiral frame that holds the 90 degree insulated windings. This electromagnet is an unusual hand wind, and was used in conjunction with the demonstration test of Briggs 18HP mower engine on mineral water only in 2008. (See also photo of the similar -S1R9A9M9 Megatran The magnetic field in the combustion chamber comes from the bare wire having magnetic induction. The 6-7-10 amps comes from battery as start, then the alternator was actually running the show with bridge rectifier added. The set up must adhere to several purposes. Magnetic field to spark plug, retarded timing by means of magnetic field, battery current flows THROUGH spark plug, and influence of 90 degrees wind that adds interference to the high voltage attempting to back up to the battery as safety hazard. (They didn't use at the time, a one way protection diodes bank.) I estimated hydrogen fuel spark plug electrolysis and water vapor pressure generated from 10 A + 4.5 Amp from the alternator maximum output of 14.5 amps full wave DC. No voltage regulator for idle RPM. The electromagnet was to be always ON. The main power amps was no more than 34% duty cycle. This 2008 Youtube demonstration was the replacement for not using the non available obsolete dual coil relays and DC to AC inverter box. Power circuit resistance is required to not have shorting, and after careful research, the same cars circuit was most likely included as - diode, coil, diode, coil, diode, parallel diode, to spark plug. This allows for actual ohms as required and also possible Radiant Energy as in my prior notes. My design includes the same exact inductors values as was done in Georgia of 2005-2012 as 60 cycles resonant, as with the 60 cycles Inverter half wave DC used. I need a short reply, so as I know someone is also following this data.