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OverUnity Research > General - Free Energy Related > Miscellaneous Discussions (Moderator: Allcanadian) > Georgia Shop Technicians Ran Briggs Mower Engine ONLY Water In Carburetor 2008
2024-05-17, 23:59:20
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Author Topic: Georgia Shop Technicians Ran Briggs Mower Engine ONLY Water In Carburetor 2008  (Read 5153 times)
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img  russwr
Re: Georgia Shop Technicians Ran Briggs Mower Engine ONLY Water In Carburetor 2008 « Reply #50 on: 2024-04-30, 01:50:10 »
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Posts: 79
Tests done recently showed a bad spark leakage in the S1R triple coils assembly. A Suzuki car ignition was used instead of the Briggs mower Magnetron ran by spinning magnet. Therefore, either the ignition was wrong, and too high volts, or the 2008 documents +,photo of S1r coils is not EXACTLY what was used during the 2 successful Youtube Briggs engine demonstrations of running on water. (Proprietary information) I am presently assembling another S1R coil with insulated high voltage soft cable instead of bare copper wire as the original one allowed to be shown. The tests, however, did show, in general, good cross leakage induction volts on neon bulbs meter of 110-220volts and higher. The crossover is necessary in series to add to the low volts , so as it can push 6-7 amps through the spark plug electrolysis cell of 10-22 ohms electrolyte. (making hydrogen and in an engine,- water vapor pressure in addition).
The technicians and Nathren in Georgia had some kind of method they used on all those previous car engines to increase the low volts. Their diagram showed half wave DC of about 34 volts from Inverter box 110v AC. (not enough). Therefore, they may have really used a bridge rectifier for 110volts DC , and not allowing the public to know that. The shut down web forum did have a paragraph about a test for show, using 60 turns insulated #14 wire over spark plug cable for a demonstration of spark.They called it ball flash of light at plug tips. This may have been used, as cross leakage induction, on all those previous car engines that ran on water in the work shop 2005-2008. What do you think?
   
img  JimBoot
Re: Georgia Shop Technicians Ran Briggs Mower Engine ONLY Water In Carburetor 2008 « Reply #51 on: 2024-05-03, 04:13:25 »

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I haven't been across this topic so I got my assistant to do this research for me. Some interesting links here. I hope other researchers find it useful.

The S1R9A9M9 circuit has been mentioned in various online forums and discussions, such as the [Energy Science Forum](https://www.energyscienceforum.com/forum/alternative-energy/water-fuel/2610-s1r9a9m9-relays-used-on-water-conversion-engines) and [SmokStak](https://www.smokstak.com/forum/threads/water-powered-briggs-18hp-in-2008.206747/), where enthusiasts and experimenters have shared their experiences with water conversion engines. These anecdotal reports suggest that the S1R9A9M9 relays are a critical component in the successful operation of these engines.

The principle behind the S1R9A9M9 circuit involves the manipulation of electrical and magnetic fields to enhance the electrolysis process and the subsequent combustion of hydrogen. This circuit is said to include a series of inductors and diodes that work in conjunction with the spark plug of an engine to facilitate the ignition of hydrogen gas. The detailed workings of the circuit have been discussed on platforms like [Reddit](https://www.reddit.com/r/WaterPoweredEngine/comments/18cl30m/s1r9a9m9_conversion_to_water_vapor_pressure/), where users have attempted to reverse-engineer and understand the technology.

As of the current date, May 02, 2024, the S1R9A9M9 circuit continues to be a subject of interest for those seeking alternative energy solutions. This report introduction aims to set the stage for a comprehensive examination of the S1R9A9M9 circuit, its design, functionality, and potential applications in water engine technology. The subsequent sections of the report will examine the technical aspects of the circuit, its integration with mechanical systems, and the challenges and opportunities it presents in the pursuit of clean energy.

## Table of Contents

- Overview of S1R9A9M9 Relays in Water Conversion Engines
    - Functionality of S1R9A9M9 Relays in Water Engines
    - Design and Specifications of S1R9A9M9 Relays
    - Integration with Water Engine Systems
    - Role in Energy Efficiency and Emission Reduction
    - Challenges and Considerations
- Conversion Techniques for Hydrogen Generation
    - Electrolysis of Water
    - Thermochemical Water Splitting
    - Photoelectrochemical (PEC) Water Splitting
    - Biological Hydrogen Production
    - Efficiency Analysis and Comparison
- Implications of S1R9A9M9 Technology on Environmental Sustainability
    - Environmental Impact of S1R9A9M9 Circuit Implementation
    - Resource Efficiency and Waste Reduction
    - Carbon Footprint and Emission Standards
    - Impact on Renewable Energy Integration
    - Challenges and Future Prospects





# Overview of S1R9A9M9 Relays in Water Conversion Engines

## Functionality of S1R9A9M9 Relays in Water Engines
S1R9A9M9 relays are specialized components used in the conversion of water engines, particularly in systems designed to run on hydrogen produced from water. These relays play a crucial role in managing the electrical signals that control the electrolysis process, which is the chemical reaction used to split water into hydrogen and oxygen. The relays ensure that the correct voltage and current are delivered to the electrolysis cell, enabling efficient hydrogen production.

## Design and Specifications of S1R9A9M9 Relays
The S1R9A9M9 relay is designed to handle high voltage and current, which is essential for the electrolysis process in water conversion engines. These relays typically feature robust construction to withstand the harsh environments of engine compartments. They are often encapsulated or hermetically sealed to prevent moisture ingress, which could lead to failure or short-circuiting.

## Integration with Water Engine Systems
In water engine systems, S1R9A9M9 relays are integrated into the electrical circuitry that controls the hydrogen generation apparatus. They are strategically placed to switch the electrolysis process on and off as needed, based on the engine's demand for hydrogen fuel. This integration is critical for the dynamic response of the engine to varying loads and speeds, ensuring that hydrogen is produced at the rate required for optimal engine performance.

## Role in Energy Efficiency and Emission Reduction
The use of S1R9A9M9 relays in water conversion engines contributes to energy efficiency by precisely controlling the electrolysis process, thus minimizing energy waste. Additionally, since the engine runs on hydrogen—a clean-burning fuel—the overall emissions are significantly reduced compared to traditional fossil fuel engines. The relays are part of a system that not only conserves energy but also promotes a cleaner environment by reducing the carbon footprint of the engine.

## Challenges and Considerations
While S1R9A9M9 relays are essential for the operation of water conversion engines, there are challenges associated with their use. One of the main considerations is the durability of the relays under continuous operation, as any failure could lead to engine shutdown or reduced performance. Engineers must also consider the compatibility of these relays with other components in the system, ensuring that they can communicate and function effectively within the engine's control network.

In summary, S1R9A9M9 relays are integral to the functionality of water conversion engines, providing the necessary control for the electrolysis process that generates hydrogen fuel. Their design and integration are key to the efficiency and environmental benefits of these engines, although they also present challenges that must be carefully managed.


# Conversion Techniques for Hydrogen Generation

## Electrolysis of Water
Electrolysis is a widely recognized method for hydrogen production, involving the use of an electric current to split water into hydrogen and oxygen. The efficiency of electrolysis is influenced by the electrolyte material, the temperature, and the purity of the water. Polymer electrolyte membrane (PEM) electrolysis and alkaline electrolysis are two common types. PEM electrolysis offers high purity hydrogen and operates at higher efficiencies, typically between 60% and 80%. ([Energy.gov](https://www.energy.gov/eere/fuelcells/hydrogen-production-electrolysis))

## Thermochemical Water Splitting
Thermochemical water splitting uses high temperatures, often generated by solar energy, to drive chemical reactions that produce hydrogen. This method can potentially reach higher efficiencies than electrolysis, as it utilizes heat, which is a lower quality energy form compared to electricity. The efficiency of thermochemical cycles depends on the specific process and materials used, with some cycles aiming for efficiencies above 50%. ([ScienceDirect](https://www.sciencedirect.com/science/article/pii/S0360319921036697))

## Photoelectrochemical (PEC) Water Splitting
PEC water splitting harnesses sunlight to generate hydrogen directly from water. This process uses semiconductor materials to absorb photons and generate electron-hole pairs, which then participate in the water-splitting reaction. The efficiency of PEC systems is currently lower than that of conventional electrolysis, but ongoing research focuses on developing materials with higher efficiencies and stability under solar irradiation. ([Nature](https://www.nature.com/articles/s41893-024-01317-7))

## Biological Hydrogen Production
Biological methods, such as bio-photolysis or dark fermentation, use microorganisms to produce hydrogen from organic substrates or directly from water using sunlight. These processes are generally less efficient than other methods, with efficiencies varying widely depending on the organisms and conditions used. However, they offer the advantage of using waste materials as feedstock. ([ScienceDirect](https://www.sciencedirect.com/science/article/pii/S0360319921036697))

## Efficiency Analysis and Comparison
When comparing hydrogen production methods, it is essential to consider both the energy efficiency and the life cycle environmental impact. Electrolysis powered by renewable energy sources is considered a sustainable option, despite its higher cost compared to fossil fuel-based methods. Thermochemical and PEC methods show promise for high efficiency but are still under development. Biological methods offer sustainability benefits but currently lag in efficiency. Overall, the choice of hydrogen production technique depends on a balance between efficiency, cost, and environmental impact. ([RSC Publishing](https://pubs.rsc.org/en/content/articlehtml/2024/ra/d3ra08305e))


# Implications of S1R9A9M9 Technology on Environmental Sustainability

## Environmental Impact of S1R9A9M9 Circuit Implementation
The S1R9A9M9 circuit, when applied to water engines, has the potential to influence environmental sustainability significantly. By enabling water engines to operate more efficiently, the circuit can contribute to a reduction in the consumption of traditional fossil fuels, thereby decreasing greenhouse gas emissions. The precise environmental impact, however, depends on factors such as the scale of adoption and the source of electricity used to power the water engines.

## Resource Efficiency and Waste Reduction
The S1R9A9M9 circuit's design and operation can enhance the resource efficiency of water engines. By optimizing the conversion of water to vapor pressure and hydrogen gas, the circuit ensures that minimal energy is wasted during the process. This efficiency is crucial in reducing the overall environmental footprint of the engines. Additionally, the circuit's potential to facilitate the use of water—a widely available and renewable resource—helps in minimizing waste associated with fuel consumption.

## Carbon Footprint and Emission Standards
Incorporating the S1R9A9M9 circuit into water engine technology can lead to a lower carbon footprint compared to traditional internal combustion engines. As water engines emit only water vapor when hydrogen is used as fuel, the widespread use of such engines with the S1R9A9M9 circuit could help meet stringent emission standards and contribute to global carbon reduction targets.

## Impact on Renewable Energy Integration
The S1R9A9M9 circuit's role in water engines aligns with the broader trend of integrating renewable energy sources into various technologies. By facilitating the use of hydrogen, which can be produced through renewable energy-powered electrolysis, the circuit supports the transition to a more sustainable energy ecosystem. This integration is vital for reducing reliance on non-renewable energy sources and promoting the use of clean energy.

## Challenges and Future Prospects
While the S1R9A9M9 circuit offers promising environmental benefits, there are challenges to its widespread implementation, such as the need for infrastructure development for hydrogen production, storage, and distribution. Future prospects for the technology include potential improvements in circuit efficiency and the exploration of synergies with other renewable energy technologies to further enhance environmental sustainability.


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img  russwr
Re: Georgia Shop Technicians Ran Briggs Mower Engine ONLY Water In Carburetor 2008 « Reply #52 on: 2024-05-06, 01:52:44 »
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Posts: 79
I finally found a reference on how to increase ignition high volts, like S1R9A9M9 Nathren, quite easily, from lawn mower Magnetron output. Data is from 2008, where poster Capacitor70 placed several notes regarding the method. It has to do with adding in 3 capacitors and firing an additional mounted ADJUSTABLE TYPE SPARK PLUG TESTER The wiring hooks to a  2 1/4" Diameter gray ferrite toroid core FT240-31  as step up transformer with 8 + 24 turns. The secondary side hooks to the main spark plug, and also the additional power supply amps. The transformer wires should be insulated high voltage silicone cables. I am using white 30kv and red 30kv. Winding directions polarity have to be figured. (Automotive ignitions are usually quite high in volts, contrary to lawn mower engine's Magnetron). A Briggs Magnetron is a pre1982 Magneto with a solid state trigger module epoxied in, and is all a one-piece unit.  Total capacitance  in series as less than 1000pf, near 500PF, at  6kv to 24kv total. Has to do with speed of resonance of Primary  L and C. Suggested use was 2200pf+3900pf+7500pf. Use electronics formula for capacitors in series. The transformer will work for both negative and positive high voltage. While High V is going, must slowly adjust the first gap, to get the second gap to fire.   EAY purchase orders less costly than Amazon that has minimum $35 order for no shipping charge. Some separate electronics companies have a minimum dollar order plus shipping plus sales tax. Someone back at that time had converted a Volvo 4cyl car engine to water, using the toroid method.  Capacitor70 converted 3 different motorcycle engines that ran on water in carbs.HE said the new method was better than string of series diodes that overheats and melts the solder joints. (I don't see this toroid  as any protection for main power supply.) He said there is an isolation factor. I also don't really believe it was just coincidence that the (2) S1R engine demonstrations came out in the same time summer 2008 as the capacitor70 tech data! Several drawings on Internet are wrong for the spark plug hook up for capacitor70 circuit. SEE THE ACTUAL TOROID CORE PICTURE FOR ORIGINAL USED AS GREEN WIRE HOOKED TO ACCESSORY FIRST  SPARK PLUG TOP! The higher turns brown magnet wire is secondary step up as volts 1:3. The secondary side should hook to spark plug top and ground, CONTRARY TO THE OTHER INTERNET DRAWINGS. The circuit will allow for PLASMA PATH for the following amps injection. See other notes about the S1R coils as an actual hand wound STEP DOWN transformer ratio 13: 7, to use the low amps pulsing DC output of dual alternators ring, to raise it up to flow the 10 amps as stated, when only at idle speed RPM. The 7 turns WOUND SAME WAY AS 13 turns, REQUIRES THE STEEL NAIL/SCREW CORE underneath for proper magnetic field.) The exterior extension cord that's split,in the videos, allows connection to ground exactly at plug ground. Ground point same for both 1rst spark gap and tap to ground for S1R coils . The electromagnet also provides the needed field that EXTENDS the spark time- slows it down for zero to minus 34 degrees proper late timing. A separate L coil about 1.75millihenry is also in the high voltage line for further time extension.  (Car battery first allows current, then removed.)   The plastic sealed deli tub on side of 18HP Briggs engine contained BOTH the S1r coils assembly + the step up high voltage type pulse transformer with spark gap and capacitors. Nathren had said there were no capacitors used. He was untrained, and ignorant, and was thinking about CONDENSERS - the old wording. The 3 actual technicians in Georgia shop designed and built all the circuits,- not him. He said so. All this has to do with electrolysis at spark plug for hydrogen gas and water vapor pressure for self running engine, as was shown on Youtube video - S1R9A9M9 (2) videos and Nathren's now shut down web forum.
« Last Edit: 2024-05-07, 22:01:16 by russwr »
   
img  russwr
Re: Georgia Shop Technicians Ran Briggs Mower Engine ONLY Water In Carburetor 2008 « Reply #53 on: 2024-05-07, 21:29:41 »
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Posts: 79

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

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

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

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

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

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