Water in carburetors ran engines 2005-2008 Georgia

[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]

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 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]

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]

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]

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]

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.

[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]

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]

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]

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]

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.

[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]

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!

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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.