OverUnity Research

 The S1R9A9M9 triple coils assembly had several purposes same time. The magnetic field of 10A peak, 5A average DC causes the required time extension of spark so as water has more contact with it. It was not a step up or step-down transformer. The ignition coil on Briggs mower is called a Magnetron as it has an embedded SS trigger switch. Mowers are negative spark with positive ground. That means the spark jumps upward from metal casting to center of plug. An autotransformer with 3 leads requires a ground wire for primary. The spark would never work, as it would bypass plug and go up the side wire. That means S1r coils is just a type of electromagnet only, with end wire hooked to the negative high volts at top of plug. No adjustment of Briggs timing. Therefore, since old car engine could have distributor turned for timing change, Nathren used coils for that purpose. The cars conversions had inductance about 1.5MHenry for high volts line that also contributed to extended timing. So as the Briggs 18HP had RELAY in the plastic tub on side of engine as it dimension-ally fits. The same amps for magnetic field over plug wire also goes THROUGH spark plug. Electrolysis at plug tip electrodes for small Hydrogen is supplemented with water vapor pressure to move piston. The inductors provide also a required magnetic field at plug tips. The cars conversion has 400W 110vAC inverter box and output diode 50% duty cycle on time, while the Briggs alternators AC output to DC with diode or bridge rectification are outputting Pulsing on + off DC power at 50% duty cycle or full wave Bridge DC which has more power. The Briggs engine DUAL ALTERNATORS at low cranking speed has no output. The 12v battery ran circuit until engine was at idle RPM so as alternator would run circuit. Then battery was removed. It has 5-14.5 A capability at idle. The ohms resistance of circuit was in series as about .7-ohm MH coil, and voltage drops of the diodes for the formula I = E / R reduces the 12v battery. His car and mower engine conversions had 2-3 spark gaps in series. This kept the plugs firing, as not fouled with water. Do you understand all this?? The Champion plug comes apart so as resistor can be removed for zero ohms so as current can pass through spark plug. *****And there is a reason for the S1R coils having bare copper wire for the high volts cable section that bothered many other people over time. It has to do with GETTING cross - leakage inductance, so as there is a higher LOW volts to push the amps to plug, since plug was Champion YC12Yc 125 ohms, not zero ohms. They did not know it could come apart. The superimposed high volts over the 12v DC line allowed the higher push to get through the 125 ohms. Back to Ohms law E = I times R. Is the YouTube S1R9A9M9 Briggs water engine videos making more sense now?? The tech web site is shut down. The S1R coils copper insulated wiring came from chassis #16 gauge wiring of a riding lawn mower. Nathren's son used oscilloscope to get current reading peak of spark plug amps. Average current is about ? peak amps as on a common hand meter. Put that in your pipe and smoke it. Questions? 

https://overunity.com/5112/s1r-pdf-coil-description-and-discussion/msg580094/#new
Quote
Hi russwr,

I would like to do experiments on your system, can we work together?

Tom
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——-///////

Russ
Let's do this !
And more if possible ( you wrote at Stefan's about a water heater post WW2 ( some veterans had used?)

Quote from: russwr on 2023.07.11, 17:10:30
...The superimposed high volts over the 12v DC line allowed the higher push to get through the 125 ohms. Back to Ohms law E = I times R. Is the YouTube S1R9A9M9 Briggs water engine videos making more sense now?? The tech web site is shut down. The S1R coils copper insulated wiring came from chassis #16 gauge wiring of a riding lawn mower. Nathren's son used oscilloscope to get current reading peak of spark plug amps. Average current is about ? peak amps as on a common hand meter. Put that in your pipe and smoke it. Questions?

Impressive!
Now run the fuel line up through the exhaust pipe to enhance the electrolysis process by creating plasma prior to compression/combustion stages.The reason why GEET mods are hard to start is the fuel has to reach the exothermic stage for plasma creation of the water portion of the input fluid. The water content is why all these liquids in the GEET device work.
Just thought I would add more physics to the explosion.

Today I tried to replicate small test as described in the tech literature of S1R9A9M9 from 2008. The web forum had page regarding a side leakage inductance of wire coil wrappings that would reduce current flow on meter in 60 turns, by inducing a reactance ohms in the low voltage line, from the high voltage line. (increasing ohms) I varied the insulated high volts wire to bare copper wire. I varied the end connections for polarity of the outer coil as matching turns direction. I used a steel bolt core inside plastic tube with the 2 types ignition wire and then the 60 turns insulated wire from car battery. I had added 7kv diodes in series to protect the battery from the 6kv ignition. When repeatedly pushing the ignition single firing button switch, the amp gauge value never changed with all different adjustments. It was called "The 60 Turns Coil Test". I suspect now, that the analog with needle panel current meter would not register the fast ignition impulse as impressed on the adjacent wires. A small, open board type, China $35 battery operated with optional AC supply oscilloscope from E bay DSO 138 as "welded/ completed " ready to use, should be used with one ohm resistor on the GROUND side of the current line returning back to the power source. Ohms law says the volts read over resistor is the actual pulse current since I = E/ 1. The Georgia 3 technicians back about 2008 did have an old oscilloscope for use.The ignition pulse returns through engine casting for ground and not interfering on the ground side back to the 2nd power source. There would be interference and possible damage, if scope resistance probe was used on the same side as the high voltage . I don't doubt there was a higher volts transfer from one side to the other, since other people who did the test, had held the 2 wires wires and got shocked before.This was assuming the triple coils assembly of 2008, on the mower engine running on water in carburetor, Nathren needed the higher volts due to the spark plug being 125 ohms and can't get 10 amps to go through with just car battery. The superimposed volts over 1000 would push the 10 amps through the spark plug. Because of these negative tests I did, , it is now still possible of the bare ignition wire used to insure proper spark plug firing with the added 10 amps current. They may not of known in 2008 that Champion plugs can have the resistor removed and replaced with copper segment. The larger Briggs engines require LONG REACH Threads type plugs while smaller ones are short reach and have readily available zero ohms spark plugs. He probably , back then, could only get Champion QC12YC as long reach 125ohm instead of 4000ohms regular plug. My current series circuit can have the same resistance values without having to change them to get unchanging 6 amps. All his previous car engines had ran on 6-7 amps. In the original message board article from 2008, 20 amps on meter was reduced to 12 amps to same resistance load when cross firing was done for an experiment The only difference was, I used separate resistor for load to ground, as was done in the original 60turns test, rather than firing the amps through spark plug- AS WAS DONE IN THE S1R9A9M9 2008 You tube videos of running self powered engine of Hydrogen gas and water vapor pressure. There are voltage drops in series from my beginning 38V DC so as about 20v is left for the spark plug. My query at this time is whether to use half wave DC or Full wave DC. Both earlier conversions, cars + Briggs 18HP, had used half wave dc , as there is an off time 50% duty cycle, to make usage of the Back EMF from inductor inside relay greater than 100v.The 2008 videos had car battery 12v for starting, battery removed, then switched to alternator DC about 12-18v DC. He neglected to say it was self running . Most likely since all earlier car conversions had used certain dual coil relay sealed in vacuum per cylinder, that one was also used with the Brigg 18HP mower engine because it also fits inside the plastic deli tub on side of engine, and INDUCTORS ARE REQUIRED also . See videos again. The AI computer answered my question recently and gave a worked formula to get a back EMF of 100v from inductor with parallel diode to circuit output using 1.5MH inductor coil, 20volts, and 6 amps at fast discharge of 11 milliseconds. Inductor is also in High voltage line. This is ALSO as circuit published that was used in the car engine conversions based on speed of only INDUCTIVE TYPE ignition firing of spark plug. (The tiny electrodes of plugs may require much higher volts for common electrolysis to get sufficient Hydrogen WITH the accompanied vapor pressure to push pistons.)

Hi russwr,

Appreciate your insight and inputs; but a simple request:

Could you please make your posts into a "sentence/paragraph" structure - makes
it much easier to read, for me at least...  When everything is run-to-gether, it makes
it a little hard to read on a small display!

Over the years, if I recall correctly, there were a variety of successful developments
using these techniques. Thank you for re-surfacing this interesting project.

The technical details are very helpful!

Thanks,

SL

Are you aware of or have you at all checked out the references on S1R9A9M9 ("Nathren's) and his engine conversions of water in carbs for Hydrogen gas and water Vapor Pressure at spark plug??? The 4 people in Georgia work shop from 2005-2012 had 2 Briggs engine videos and web forum about running various engines on water. You did not acknowledge any of my previous paragraphs for those interested in repeating original the set up, and also doing improvements. Duplication must be done so as the general public is aware of alternate energy systems. Nathren and the crew knew how to change engine timing on old style engines, as well as modifications to apply on modern Briggs mower engine. Do You know? Private messaging can be done

The S1R9A9M9 car engine and lawn mower conversions to water in carbs back in 2005-2012,  required what's called PLASMA PATH  for the subsequent main energy going into the spark plugs. (To make it work) The Chevy V8 had a different, stronger, ignition coil called High Energy Ignition that was about 20-40Kv, instead of 10-15KV regular coil. A low high voltage does not allow extra, unusual,  heavy current to pass through spark plugs. The Elcamino had this HEI built into the 1978 distributor cap. They then switched around the primary 2 wires so as the output would be positive, rather than regular negative high voltage. The special relays were then added per cylinder with input of  both low and high volts + many exterior diodes. The 400Watt inverter changed the 110v AC to half wave DC using one diode, at about 45V DC. The car ran with lower power but about 18 miles per gallon of plain water. With the late timing and magnetic field that was added, The complete set up worked.

Then Nathren (S1R9A9M9) converted the Briggs 18HP riding mower engine to water, which is on the (2) 2008  You Tube videos. The common solid state trigger with (inductive type ignition) Magnetron coil on engine produced about 10kv while under compression. It's not enough to get the required PLASMA PATH for the forthcoming 10 amps current through spark plug. The added engine parts were enclosed in small plastic tub on side of engine. The hand wound S1R triple magnetic coils assembly,  accessory spark gap, and other parts that would be needed for plasma path such as ---a peaking PF high volts capacitor across plug, OR  high volts doubler circuit, OR  20kv blocking diode with small cap charge circuit to about 200v that would release fast  energy through spark plug previewing the main 10 amps current. A CDI high volts type ignition cannot be used as the output is in Microseconds, while the spark plug electrolysis for Hydrogen requires Milliseconds time for contact of water with the current. These options would be better as it is best to only use the lowest voltage possible for the isolated power supply for the project. If using an extended length series diodes safety protection bank of 20-25KV, that requires a higher input from power supply to counter the larger voltage loss through diodes string. This is more data for those following this issue.

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 not been reviewing 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 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. I built 19 attempts of power supplies, 4 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. Several ones not used are on EBay S1R9A9M9.

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. 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.

                                                                                    Astonishing New Update  Corrections S1R9A9M9 !
S1R9A9M9 Briggs 18HP Lawn Mower Engine Ran on Hydrogen From spark plug Electrolysis And also Water Vapor Pressure with only water In Carburetor 2008!  Over the years studying the technical web forum for circuit information for duplication, I had several long running notions that were ASSUMED, + WRONG!. Their S1R9A9M9 Georgia project was not entirely revealed to the public. After some other people's mishaps directly after the public demonstrations on You Tube, written data was changed, so as no duplication  and no liability was left for the 2 technicians and Nathren. The original electrical circuit required magnetic field at spark plug tips, 10 amps flow DC current through spark plug,  retarded timing, and High voltage from regular Magneto type Briggs ignition coil , ..... that was max 10,000 volts pulsing forward- not AC.

There was a poster Daveand5 back at that time who did a bench test with Briggs ignition coil Magnetron  and separate inductor coil as taken out of previously used "Special Magic Relays" , and the hand wound triple S1R9A9M9 coils assembly, using his standard AC powered ignition coil bench test meter. That box provided internal spark gap for test as spark plug, with range high volts switch, volt meter, and push button to initiate power to ignition coil primary. He tested just the ignition and got the usual 10kv reading. When hooking up the other 2 coils and pushing button,  the result was a 30-40KV reading and the 50kv range position on meter was used. The deli plastic tub holding the S1r coil and inductor and diodes also acted as a capacitance added to circuit. These were the parts as used for the 2 water powered engine demonstrations.

Now, it was always originally assumed that since the normal 4000 ohm spark plug was changed to a Champion QC12YC as 125 ohms, that over 1000 volts was required to push 10 amps through plug according to Ohms law formula. It was WRONGLY assumed that the technicians did not know at the time that the Champion Plug Brand can have the resistor removed and replaced with copper for ZERO ohms plug/racing plug. Based on that, it was WRONGLY assumed that the 1300v came from the cross leakage inductance from the Bare copper wire in the S1R wires assembly transferring high volts superimposed on the low 12volts.  It was also WRONGLY assumed again that the regular ignition coil would allow passage of the main extra current through spark plug. (from temporary only 12v battery + idling speed alternator)

So........now.......  here it is.......... The last spark plug WAS modified so as zero ohms resistance, so as the main 2 power sources at low voltage could push the 10 amps through it. Then , the S1R coils assembly had BARE copper wire on the high volts side for the ONLY PURPOSE for having the closest possible touching of 12v magnetic field over the high volts side line, so as the magnetic field is at tips of spark plug and ALSO forms the DELAY line for RETARDED timing of spark plug cable to about -negative 34 degrees. The old cars could have the distributor turned for timing change, but Briggs engine was factory preset at 0 TDC timing. The topic of Back EMF high volts from inductor coil came up way back in time, but was another WRONGLY assumed bit of information since the math formula didn't allow for high volts due to a WRONGLY included value of Time in 30 milliseconds. Formula E volts = L henries times di amps / dt second. I had way earlier used wrong value of spark delayed ON time rather than the actual switching time of coil L. I used Texas Instruments TI-30SLR scientific calculator and Radio Shack Electronics Data Book for the chart inductance 1.5MH  + .6 ohms  Reactance +30 cycles  frequency. The original special relays inductors were about .6 ohm each.  There is also on line calculator for L inductance  and ohms resistance(Reactance) and Frequency.  We are not ELECTRICAL ENGINEERS AND MAKE MISTAKES. It is the actual transistor switching turn on/off speed of the trigger module embedded in epoxy of the Briggs ignition Magnetron. The .6 microsecond time value when used in Back EMF formula will give minimum 25000 volts and higher from the 1.5MH coil, , that superimposes on the 10kv. This much higher high volts is REQUIRED to form what's called PLASMA PATH that allows the 10 amps passage through zero ohms spark plug. You see,..... both the high volts and low volts passes through the 1.5Millihenry inductor coil and the 10 amps to the spark plug. There is a connection joint for both. A reproduction of the water powered engine would require a series diode protection bank to protect battery and added power supply from the high volts. (Not done in 2008) The PS would be an Inverter with output DC rectification so as there is what's called ISOLATED GROUNDS. (No connection of primary + secondary). All of the Georgia earlier car conversions all used 6-7 amps flow. 10 amps is too high, and will wear down plug electrodes. I modified my S1R coils assembly so as there is same magnetic field using more wire turns , but at the lesser 6 amps DC current, by using simple ratio proportion of currents 10 to 6.

After these corrections, is more likely a successful project would result, for water powered engine. The earlier 1978 Chevy V8 converted already had plasma path as it had HEI ignition with switched primary wires so as POSITIVE HIGH VOLTS to 8 spark plugs. The engine running was improved with EGR added, as recycled water vapor  contains embedded COMPRESSED Nitrogen that increases efficiency. 18MPG water on about 3000 miles driven at highway speeds, at lowered horsepower. See images on internet for S1R9A9M9 coils assembly , it's specific strange winding method, similar design instructions method spelled  "Megatran", other tech data, relay coil specs, and see the (2) S1R9A9M9 You Tube engine videos running on water in carburetor. See plastic tub containing parts hanging on side of Briggs 18Hp.  3 wires into tub with 2 wires out. Use 25% reduced speed watch. The extension cord mounted, was not used, nor the Inverter box, but both were just left in the background videos, from previous failed test.

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 tryin 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 engine conversion! 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 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 disconnected after engine idling, 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.

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. 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 metal 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.

Quote from: russwr on 2023.11.23, 04:37:52
The Magnetron ignition volts 6-15kv, has to be raised up to minimum 24000volts.

This voltage will jump a centimetre or so.

The Briggs Magnetron only fires a spark gap as maximum 16,000 volts. I tested this recently as  (3kv per millimeter gap.)  As 5 1/2 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. I just built the step up type unit  recently.

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. The Primary would spark to ground with 2mm 6kv spark gap . By the way, this would also fit inside the plastic deli tub like Nathren used in 2008 with the S1R coils assembly and relay, spark gap, diodes, etc.

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.

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 coils 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 put 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.

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?

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 13 turns, now 30turns  14 gauge wire .The upper has no core on 7t. Pulling upward removes the core so as less magnetic field over 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??

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, 4 cylinder  pinto, and On YouTube video for 2008 a Briggs 18HP 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 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 High V enters exactly after cathode. The ON diode shuts off, the High V presses there, then reverses to fire the spark plug. RE follows to spark plug tips as the inductors and diode were IN VACUUM CHAMBER) So now you know!

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.

Russ
Members have asked about a collaboration ( replication of claims)

Here a real brain twister ( how is this video news in 2024 ?)
https://www.youtube.com/watch?v=1xHQWu2ZzPc

Soo if this has been successfully suppressed ( obviously a vapor carb type effect which some had written was no longer possible do to fuel chemistry changes to eliminate the vapor carb claims from the past (100 mpg etc)
( obviously NOT the case)

So collaboration/replication?

Respectfully
Chet

The gasoline vapor carb effect, as from a LAWN MOWER carb change on car engine referenced, has nothing to do with 2005-2012 S1R9A9M9 and the 2 technicians in Georgia who 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.

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?

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????)

Russ
Yes the vapor carb is an addendum ( to also try)
Specifically the ( your) ignition circuit and components would be critical to both projects.
A complete combustion in a difficult ( minimal fuel ( petrol) or stubborn water ) environment to
Get good results ( total burn).

For clarity not trying to sidetrack your topic
Quite the opposite..
It needs doing ..
As a side note ..Tommy Reed is getting ready for the Sam Leech water fuel claim ( your ignition experience might be useful there .
And Yes Tom has a standing offer to Replicate your claim  ( he offered a collaboration at the other forum )
Respectfully
Chet K

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. I may put the 2 coils inside my high voltage processor box under vacuum, to increase efficiency of Radiant Energy  emitted from diode cathode when ignition volts hits hard, exactly there temporarily.

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. Web forum did not say where it came from, but I assumed it was either leakage volts or back EMF volts. 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. Regular hydrogen/ water cells have large surface area SS plates, but at very low volts of common electrolysis.

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 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.

I finally got around to test the spark plug that was used in Nathren's Briggs mower water engine demonstration from YouTube 2008. The 18 HP normally used a long reach 4000 ohm plug. I proved it was possible to send 10 amps through the replacement that was used back then. The electromagnet to ground had about 4.5 amps draw 100% duty cycle, while the spark plug firing of 0 degrees to neg late timing 34 degrees was about 34% on time of 10 amps draw. The engine was self running as after the battery was disconnected, the 12 MAGNETS powered alternator provided about 15 amps with bridge rectifier added at idle speed.

A quick bench test was done to test the old document regarding the S1R triple coils assembly. A neon bulb NE-2 was placed across the 2 end insulated wires to test for 100 volts coming from leakage induction from the bare copper wire under the S1R coils. The bulb did light up when the ignition was fired to spark plug. I had read way earlier that others had grasped the 2 wires and had gotten shocked.


The old documents also said that about 100 volts and 6-7 amps WAS REQUIRED- through the spark plug for the mineral water conversion of an engine. The other document was called the "60 turns coil test".  60 turns insulated wire over plug cables used to assist the 6-7 amps to spark plugs. Not tested as yet. A bench test could be done without an engine first. 2 spark plugs bench mounted as 1st to fire with ignition only. This gets the required magnetic field for the Briggs mower engine timing change and the cylinder process. The 2nd plug gets the amps , the low voltage, and the needed minimum 100 volts. There are 8 methods to do this, but the one done in 2008 was not exact talked about. The plastic tub mounted on the side of the Briggs engine of the 2 Youtube videos, was to hold the majority of added parts. To get 15 amps or higher output, a bridge rectifier would have to be used with the alternator. That type of rectification is not pulsing DC as with one diode. Pulsing DC can run a hand wound step up voltage autotransformer.  Magnet wire wound on outside of the Magnetron could also generate the 100v as another secondary winding with diode. AN inductor 1.75 Millihenry was included and may have provided a back EMF of over 100v. This would be SUPERIMPOSED over the low 12-35volts DC. The same ground is used. The spark plug small electrodes IS THE WATER electrolysis cell. Untested as yet for bubbling action gases evolved.  Water vapor pressure also contributed to piston compression.

For example, flashlight battery 1.5v turns on light of 1.5v bulb.  When 2nd battery 1.5v is added in series, the bulb is twice as bright because of the 3 volts total. Therefore, if the engine conversion power supply 12-36v DC is in series with the safety diode + insulated wires turns from the triple S1R9A9M9 coils, the total voltage to spark plug is approximately greater or equal to 140 volts DC.  DC is required to make hydrogen fuel from water. The tiny plug tips in combustion chamber need way higher voltage to get FASTER Hydrogen gas generated. The salt water droplets from eye dropper added to plug tips on bench test, forms ohms resistance electrical load electrolysis cell that reduces the first preset 6 amps on current gauge, down to .1amp. Therefore, much higher voltage is required to get the same 6-7 amps ,-----------JUST AS THEY SAID MANY TIMES IN THE WEB FORUM!!

Many years back, there were 2 other people confirming their wiring conversion DID operate their engine on water in carburetor at idle speed. The running engines on mineral water in carburetors was the successful 3 Georgia technicians' shop work done 2005-2012, and written up in the now closed web forum.

Multiple "lower volts" neon bulbs voltmeter, <1000v,  can be used for testing the cross leakage induction volts, that's transferred from S1R9A9M9 coils assembly, and in series with "power low volts" line going to spark plug. This was to add minimum 100 volts to the power supply, so that proper gases evolution is allowed for electrolysis and Hydrogen gases formed at those tiny electrodes. The 1st. photo is my current version of S1R9A9M9 triple coils assembly that provides several functions at the same time, as per the original one made by Nathren in Georgia from 2008. The 3rd photo IS this original, unusual, hand wound electromagnet - triple wires assembly. Steel core under 13 turns #14 as special wind, and 7 turns 90 degrees special wind #14 on 5 turns #12 plus 1 line, bare copper wire with no core. (See tap joint point with frayed wire ends, on coils , where wire connection was done to ground with resistor, so as electromagnet is always on, creating magnetic field that travels to spark plug tips.) The engine timing is adjustable during starter use, by adjusting the center core of inductance- one of my improvements. The two Youtube S1R9A9M9 videos of Briggs 18HP engine running - idling- on mineral water in carb, from 2008, is available for viewing and storing on computer.

The "Smack" video reference mentioned was about him draining out fluid from the Briggs engine. There was antifreeze mixed with oil + small amount of gasoline. Nathren did add all that that ahead of time when the Federal agents came to his property to investigate free energy claims. He didn't want to deal with them and get in trouble with national claims on You tube. They smelled the gas , and then were satisfied and left. The engine was then, left in his garage as is, until Smack showed up. He made several mistakes while he was there with the engine, that I noticed. - Not a qualified engine man or investigator.

There were, many years back, written statements I found as to 2 other people who had duplicated the S1R engine conversion, and their engines had idled on water in the carburetor. - (Hydrogen + water vapor pressure)  A wire inductor 1 millihenry was included in circuit. Another  statement I received back, did not give exacting details, but said,-- "YOU WILL BE PLEASANTLY SURPRISED" - which I took as another positive response!

The S1R9A9M9 triple coils assembly is an ELECTROMAGNET with extension coil . (Not transformer) The magnetic field is always on, 100% duty cycle, while the 7 turns coil waits for the high voltage pulse to fire spark plug. The included other inductor is charged, the following diode is ON, and then the high V. pulse hits the diode cathode shutting it off. The pulse reverts back ,and fires plug. The main 10 amps then goes through plug with ALSO the greater than 100 volts in addition to the battery volts. You see, the S1R coil also gives off cross leakage induction voltage that is in series with main power.  In a regular low efficiency electrolysis cell at low volts, it depends on large square inches of electrode area for amps allowed and amount of gases released. The spark plug tips are way smaller electrodes and require way higher voltage to get FASTER gases evolution. This is what the Georgia 3 technicians came up with during 2005-2012..
There are 7 methods to get higher volts to ADD to spark plug. Many parts were in the plastic tub hanging on side of Briggs engine. A small autotransformer same size as S1r coils would also fit in the tub. The web forum mentioned car engines paragraph about 60 turns over spark plug cables for induction into the amps line.The original sealed relay physical size, with 2 coils and diode that was used on all car engines,also fits in the tub. It is now assumed that the S1r coils formed the required magnetic field for spark plug and also at the same time provided the needed 100 volts. The 100 volts was mentioned many times in the web forum. They said the  cylinder "process" carries over to the next revolution of piston. The mineral water is conductive and is sustained.

.If you watch S1R9A9M9  video 1 again at low speed , you can see the 3 wires from engine top going down into plastic tub to the other parts. The white #12 gauge wire at bottom of tub takes the High V, the low V, and 100v , and 10 amps to spark plug. The ground connection for ELECTROMAGNET comes from the added extension cord connected to ground exactly at plug, and the other end of the " V" to the plastic tub. The cord male plug end is breached together.

Hydrogen fires extremely fast and requires late negative timing ATDC. The Electromagnet magnetic field formed , OVER PLUG WIRE BARE COPPER produces a continuous spark from 0 degrees to minus 34 degrees before shutting off . It was just easier for the 3 technicians to make a wire coil than do machining for aluminum curved bracket with curved slot for relocating BRIGGS ignition Magnetron for manual adjustment of timing , like on the old engines of movable distributors.  You got it now?

In the past, there has been controversy regarding whether or not the photograph of S1R triple coils assembly from 2008 was hokey- fake, because of the highly unusual winding of the wires. THERE MAY HAVE BEEN ANOTHER DIFFERENT ONE THAT WAS REALLY USED FOR THE FAMOUS 2 YOUTUBE VIDEOS OF 2008. Please refer to the photo of earlier messages.  I had made many versions of it over a considerable amount of time. Recently I looked at this in a different light. There are 3 reasons I believe that one SHOWN was the original , and was actually used during the two 2008 successful demonstrations of Briggs 18HP mower engine that ran on mineral water in carburetor.

Get this -- (1) First we were told that the coils had electromagnet that was on all the time. That means a wire had to hook to ground for completed circuit. There was an external extension cord that connected to ground, if the male plug was bridged together. The photo of coils actually shows a wire cut off with frayed ends. SEE The PHOTO FOR THE JOINT, it has 3 wires together with black electrical tape. The unit was removed from plastic tub on side of engine and taken into house for photo to put on Nathren's web forum. Nathren later said he was going to show another video of coils winding method, but showed one of take apart only. The unit placed on the table was the exact same one verified. He had previously removed the THIRD STUB WIRE and retaped up the joint, so as during the take apart video, no one would see the 3rd wire.  You can see the difference. He did not want people to know about the electromagnet connection to ground.

(2nd)  There were multiple statements regarding an extra 100 volts was necessary going to spark plug along with the 12v battery + 12 magnets powered alternator lower voltages. The bare wire under the insulated wire can cause cross leakage induction of 100 volts - not 6000 volts, due to the GREATLY LOWERED ignition volts from the self powered Magnetron. (The plug IS conductive across the tips)

(3rd)  - The end use was not spark plug firing in the air, or under compression with open electrodes of plug. Engine was running on conductive mineral water covering the spark plug tips in combustion chamber. The high volts fired from the Magnetron passes through the triple coils assembly using BARE COPPER #12 gauge wire. The outer wrappings were #14 gauge insulated wire. Normally, high volts from bare wire would jump- cross fire into the TAP JOINT and travel to the side ground , and bypass, not fire spark plug.  But now Magnetron sees about 20 ohms of low resistance of conductive mineral water! This greatly lowers the high volts. The lowered voltage now travels through spark plug . The other power wire now WITH THE ADDITIVE 100V IN SERIES, then fires 10 amps through spark plug forming Hydrogen gas electrolysis fuel and fires it. Also water vapor pressure is  generated that aids the piston pressure of engine. All this happens in an instant of time. I now believe the ORIGINAL SHOWN S1R coils was viable, and no other coils assembly was used.
SiR-coils-Assy.jpg
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Currently researching the S1R9A9M9 methods of adding additional higher voltage to the engine's lower voltage electrolysis spark plug end use. The extreme high resistance air gap at tips changes to electrical load of 22 ohms resistance or higher with conductive mineral waters as a tiny cell. The extra volts added then allows 6-7 amps to flow, rather than .1 amp,  creating sufficient Hydrogen and water vapor pressure to sustain all his previous engines converted with zero ohm spark plugs, and making use of "cross over leakage Inductance voltage" as superimposed and added in series with main DC power wire. We are assuming that's the way it was done, but there are 6 other methods to consider. This was Nathren's and his son Nathren's  and shop technician's invention during 2005-2012 Georgia. His wife's car 1978 V8 El Camino tooled around on 18MPG water before being locked up in security garage after 3000miles on water in gas tank. (EGR must be applied to smooth out engine running because of the Nitrogen compound being reused and piston compressed from the water.)  Later, when a substitute welded steel box replaced the car gas tank, some drippings from exhaust was reused and greatly increased MPG again. I won't say what was told about that, from the now shut down web forum. As for his last, Briggs mower engine conversion, there is sufficient room in the plastic tub hanging on the side of 18HP engine from YouTube videos , to hold a hand wound  step up autotransformer for => 100 volts to use, similar size,  and along with the S1R9A9M9 triple coils assembly. Got it?   Bench testing about 2013 by Daniel Donatelli -Issue,- "Explode salt water upon demand" pgs92-97, Document showed voltage applied to spark plug of mower engine of 100-240volts DC allowed the capacitor discharge to turn over engine with FORCE, with electrolyte water in combustion chamber. (Closing in on the relentless water engine - stage 5 of 6 stages.)

I did this awhile ago. I put 120v thru rectifier and isolated the coil with a diode string. Makes a huge spark. Never could get the timing right

Quote from: russwr on 2024.02.27, 00:30:13
Multiple "lower volts" neon bulbs voltmeter, <1000v,  can be used for testing the cross leakage induction volts, that's transferred from S1R9A9M9 coils assembly, and in series with "power low volts" line going to spark plug. This was to add minimum 100 volts to the power supply, so that proper gases evolution is allowed for electrolysis and Hydrogen gases formed at those tiny electrodes. The 1st. photo is my current version of S1R9A9M9 triple coils assembly that provides several functions at the same time, as per the original one made by Nathren in Georgia from 2008. The 3rd photo IS this original, unusual, hand wound electromagnet - triple wires assembly. Steel core under 13 turns #14 as special wind, and 7 turns 90 degrees special wind #14 on 5 turns #12 plus 1 line, bare copper wire with no core. (See tap joint point with frayed wire ends, on coils , where wire connection was done to ground with resistor, so as electromagnet is always on, creating magnetic field that travels to spark plug tips.) The engine timing is adjustable during starter use, by adjusting the center core of inductance- one of my improvements. The two Youtube S1R9A9M9 videos of Briggs 18HP engine running - idling- on mineral water in carb, from 2008, is available for viewing and storing on computer.

What you have there is a hybrid of the Kapandze coil and Otto's one wire setup.
If you increase the DC field through the center you are creating a larger field for execution against instead of trying to get the secondary to ring on its own.
Right now you have too much iron in the center for the event to use the saturation as a bias.
The balance you need is the lower iron content to field ratio so the activity can bounce across the field instead of getting slogged down by hysteresis which then exudes as heat.
Get it?

GK

QuoteWhat you have there is a hybrid of the Kapandze coil and Otto's one wire setup.
If you increase the DC field through the center you are creating a larger field for execution against instead of trying to get the secondary to ring on its own.
Right now you have to much iron in the center for the event to use the saturation as a bias.
The balance you need is the lower iron content to field ratio so the activity can bounce across the field instead of getting slogged down by hysteresis which then exudes as heat. Get it?

Indeed, it's kind of strange to think an engine can run on water as a fuel, water is not a fuel but it can act as an energy carrier.

For example, suppose we see a strange circuit which powers an electrolyzer or fires a spark plug. This is an electrical effect and the engine and water has little if nothing to do with the energy gain which came from the circuit. The water and engine is simply an after effect, a means to utilize the energy gain.

There is also the issue of people seeing what they want to see versus what is actually present.

For example, if we hooked up a spark plug to the Kapanadze device should we say a spark plug and water produced an energy gain?. Well no that's silly and it should have been obvious the spark plug is just a spark gap, *light bulb comes on*. Thus what we would actually be observing is a means to utilize extra energy within a spark gap not a supposed "water engine". In fact many FE inventors like Moray, Gray and Tesla skipped the water/engine part altogether and simply extracted electrical energy directly from the spark gap circuit.

AC

The electrical circuit for the water powered mower engine has several voltages involved that you have to be aware of.

(1) fully charged  battery voltage
(2) Inverter box secondary AC voltage
(3) AC voltage reducer box voltage output
(4) Full wave rectification DC block output power voltage
(5) Voltage drop loss adjustable power resistor
(6) Voltage drop loss 15KV series diode bank
(7) electrical load spark  plug conductive electrolysis cell voltage across
(8)Ground return line 1 ohm resistor voltage drop back to Inverter ground terminal
(9) In series "added" voltage from cross leakage induction volts from S1R triple coils assembly
(10) Briggs alternator ring output AC voltage
(11) Briggs alternator voltage regulator output DC charging voltage
(12) voltage drop loss from accessory in series spark gap with spark plug
(13) voltage drop loss from inductor 1.5-1.75 mh in power line

E/I=R,    E/R=I ,  I X R =E  Voltage drops in series add up to supply volts.

An electrical meter as multiple neon bulbs ,or digital readout voltmeter will only register the highest voltage at top of the spark plug. What's there, is about 35vDC, 100v added DC, and variable high ignition volts DC. What is also needed, is to measure separately and KNOW the crossover leakage volts that ALLOWS the spark plug cell to make sufficient hydrogen gas.  This voltage is adjustable by using the common spark tester with screw that adjusts ,as used by auto mechanics This is the accessory spark gap.and is in line with the 2nd inductor, and spark plug to ground. ( With the plug gap covered in conductive electrolyte such as baking soda water, salt, the plug gap greatly reduces the high voltage. The 1st spark gap can regulate the final gap, and also the needed induction crossover volts that pushes faster hydrogen gas.The S1R9A9M9 coils has the 2 red wire ends that receive the induced voltage. The number of red turns can also be adjusted as 7 or higher.  The GAP adjustment is done to get this induced voltage sufficiently high. Remember, the diodes bank must cover the highest volts ,so as no return damage to inverter or battery. The Briggs engine is called a 4 cycle and has what's called WASTE SPARK. During that spark period time of flywheel rotation, of no moisture plug gap,and  is an open air gap, the ignition voltage jumps up way higher. Now you see this is a more involved design for a bench set up. Temporarily, I use a small old style Harley motorcycle ignition coil can with push/release  points switch and condenser for immediate testing with high voltage.

On the old cars with high mileage, after dark, you lift the hood and see sparking going on with the ignition wires. They are worn out from overheating and needed replacing. The engine was running uneven because of crossover induction. The 1978Waterfuel web forum, that's now shut down, had page reference to car ignition thick insulation cable wire wrapped with 60 turns insulated hook up wire for purposely getting crossover leakage volts!

More data for those who may be following this S1R9A9M9 project.-
I just mounted a small Briggs engine to test compression "USES". Tests done way earlier by another researcher (on Internet), found out that a capacitor charged to 200v and 500uf and fired into salt water at spark plug would move lawnmower engine piston one revolution. The high volts didn't seem to matter to him, though. Notes gathered from the S1R website indicated that a crossover leakage inductance voltage , possibly capacitance effect, did transfer => 90 volts, as indicated by glowing neon bub. Other parts were indicated as used in the 2 SUCCESSFUL 2008 Youtube videos, but not told. I assumed it was diodes and an accessory spark gap. NOW I see a good reason for it. Spark gaps in air are as 3Kv /mm gap. 2mm plug in air is about 6Kv. Under engine compression that would be about 6 X 5 as ratio of a Briggs engine compression is 5.8 :1. Now, if an in line series gap is ADDED , the spark plug stays at the same voltage. (Plugs only fire at the least volts needed) The sum of 2 gap voltages equals the beginning ignition coil output.  If the total is INCREASED, then the crossover volts (of the S1R coils assembly) increases past 90volts, so as being in series with the amps current line through the spark plug also. 100-200volts can be realized with the low volts included. Nathren and other 2 shop technicians had said several times, about 100v and 6-10 amps is needed for the electrical circuit for creating sufficient hydrogen gas fuel from spark plug electrolysis. Salt water cell at plug TIPS is about 22 ohms resistance - not zero ohms, and requires higher volts than 12-18vDC to push 6 amps through the tiny electrodes. E / I = R,  I needed X R cell = required voltage.   E total high volts = E1 plus E2 spark gaps.

Other statements regarding the earlier car engine water conversions in Georgia had told of a special test done with 60 TURNS insulated wire over a spark plug wire and getting crossover volts. This technique may have been used on all those car engines, along with EGR. (They had also talked about  interference reactance ohms from crossover leakage as a connected circuit of 12v and 20 amps, through amp gauge being reduced to 12 amps flow through load resistor when plug was fired.)! What do you think now? (Closing in on The 2008 Georgia Briggs 18HP engine that ran on water.)

 How To Increase High Volts Of Lawn Mower Ignition Coil?

Another method of increasing lawn mower high voltage is to add a series spark gap in line with the spark plug. The plug in air gap of 1mm is about 3KV. Under compression of Briggs engine , that would be multiplied by about 5 as 15KV. The compression ratio is 5.8 to 1, as squeezing more air into smaller space. The spark plug will not increase in volts after compression if the load stays the same. The 2 spark gap voltages will add together, making the ignition coil (Magnetron) raise up to a higher level !  This higher ignition volts can THEN  be used with the S1R9A9M9 triple coils assembly to be able to get a higher crossover leakage induction voltage that would be in series with the main amps line, with the low volts, going to spark plug. The electrolyte salt water at plug gap needs a higher volts  (100-200v) to be able to force 6-7 amps THROUGH the spark plug . The water solution at the spark plug gap is NOT zero ohms, and is about 22 ohms.   Formula E needed voltage = R X I.  ( Electrolysis of water at engine spark plug to get sufficient Hydrogen to run engine at idle speed at a lower power level.)  Nathren's earlier  web forum had various tech data that was gleaned before it shut down.

Since the spark plug electrolyte cell requires over 100 volts added on / superimposed in series to the low volts power supply to get the 6-7 amps through spark plug of about 22 ohms CELL, there is another method to do this without relying on the leakage voltage transfer from the S1R9A9M9 triple wires electromagnet assembly section. A purchased miniature power supply module as DC to DC converter, high frequency, 150W, with fast rectification, can be used with power resistor ON THE INPUT BATTERY side to limit the power/ current way down, and get mostly the higher voltage needed ON THE OUTPUT SIDE. It's called isolated- "150W dc12v to AC220v power inverter module. The small board also has  built in optional use, full wave rectification output .The selection jumper also allows for 110/220v,280v AC. This is the upgraded, now better unit on Ebay. The regular box Inverter to DC  use higher wattage power supply will send the amps + wattage, while the small P.S. board supplies the superimposed higher volts required (in series) to push the 6-7 amps through the ohms resistance of spark plug electrolysis electrolyte at those plug TIPS. Since the small board is basically an Inverter with no connection between primary side and secondary, it's called ISOLATED as per the grounds connection. The main unit P.S. would be also like that. Smaller inverter would have volts reducer resistor on input battery side and use the 280v setting to get about 90v output.  (Resistor cannot be on secondary side, as it would also limit the main other previously adjusted P.S. The LOAD cell is the resistance for BOTH.) Again, there is also what's called waste spark, which during that time of flywheel rotation, the intake valve of Briggs engine is closed and no significant water at plug.
(Your flashlight has multiple DC volts batteries in series to raise up voltage for the bulb.)

This was a circuit from 2008 on a mower engine that purposely allowed crossover leakage induction volts from a 5 turn wire  onto an adjacent 7 turn wire, WITHOUT core, so as the in series volts is increased from 12 to over 100 volts. Was this brilliant, or just a cheap method of increasing a lower voltage. See photo of S1R9A9M9 triple wires assembly electromagnet on internet images. The LOWER only section of 13 turns had steel core. This was in reference to HIS (2) YouTube videos that can still be seen. . (On  old, worn out ignition cables, they spark across in the dark at night when you lift the hood on bad ignition cables.)  He put the inserted section with spark plug cable  to use for his project in 2008. Is this type  called capacitive voltage induction? My first test on this showed a neon bulb glowing with at least 90v, FROM ONLY THE 7 TURNS WIRING, not electrically connected to 5 turns.

The next step is to add accessory spark gap, which does not affect spark plug firing. As the input Ignition coil is then forced to INCREASE to compensate, the leakage crossover volts would also go higher. ( I believe NOW THIS IS THE SECRET how Nathren and the 2 technicians successfully ran the Briggs engine on hydrogen generated in combustion chamber electrolysis and fired for piston force. If this is so, then all their other car conversions done earlier had made use of stated 60 turns over EXISTING spark plug cables!! E higher volts needed = 6–7 amps X Resistance of tiny salt water cell at plug tips.- about 23 ohms. Briggs had 5 turns bare #12 wrapped with 7 turns insulated, and then for the other autos,- thick insulated ignition cable wrapped with 60 turns insulated #14 gauge wire coil! What do you think?

Where did they get their information from?      To answer your question, I am referred back to the thousands of messages on the now shut down web forum, used by Nathren and others. Nathren was a non-technical person - at all., little formal education, just hands on work knowledge. His son, also Nathren, WAS a technician and worked for an electrical company. They had a part time machine shop/garage, where the other 2 TECHNICIANS also worked in their spare time on alternate energy systems-solar,  and electrolysis for hydrogen. Therefore, all 4 of them tinkered in the garage/workshop in Georgia. So now you know who designed and built the electrical circuits for the different car conversions and the mower engine that ran on THE SAME type spark plug electrolysis for hydrogen and water vapor pressure.  On the Waterfuel1978 forum, Nathren signed in as S1R9A9M9, and son signed in as Nathren. You could tell the big difference by the technical quality of paragraphs written. ( The code S1R9A9M9 came from a metal machining job done by contract for small part used on a previous NASA mission to space. It is a reference to MARS 1999 spelled backwards. That's what he had used to start up the original web forum to tell the public about the TECHNICIAN"S work on alternate energy projects)

I need a circuit for using only a standard lawn mower Briggs magnetron to increase high voltage output to 24,000volts! The flywheel magnet instills 5-8v PULSE ONLY, trigger shorts the primary to ground, then back EMF creates negative -130 volts to run the secondary side for negative 12,000volts. The primary is very low .2 ohm resistance. The metal core end connects to ground for secondary side and trigger side, + the trigger connects primary to ground. The open tab terminal is accessible for primary wiring . Can this be attached to 12 volts DC to superimpose on the 5-8volts, to get a higher secondary output? How? Mower ignition is called autotransformer with 3 terminals only. The aftermarket solid state trigger module called Stens operates when the voltage is indicated going into primary from the North pole magnet. The internal transistor switches on temporarily to ground. This connection maybe could be used for another transistor to instill 12v DC superimposed onto the magnet voltage. This would then instill a higher back EMF that runs secondary side for higher, high voltage. Also, a different burst oscillator mode, for single pulse desired, could be used and then shut down by the trigger. Maybe the 12v DC has to be triggered in, so that it doesn't short the primary winding to burn out. That's the problem. Ideas??? I have magnetic hall switches to operate a transistor to switch in the 12 volts. ( A voltage doubler circuit requires only AC input) The small unit being sold for autos is a high frequency oscillator that raises also up to 16 volts pulse to the ignition, - was called firestorm for as $8 to $75. A man in England on YouTube was adding parallel capacitor to TV fly back primary to raise up high voltage as the resonant frequency of wire and ferrite core is way higher, and run from high frequency oscillator.
I already tried increasing magnetic field by adding neodymium multiple magnets on top of North pole magnet with no volts increase. ((After 1982, The Briggs ignition coil had built in solid state transistor and trigger coil under the epoxy, and then all are called MAGNETRONS. - Uses same name as the glass tube oscillator in a microwave oven.)) The other model ignition Magnetron, with 2 ignition cables, has secondary side not connected to primary side. That dual cylinders Briggs engine fired one side negative high volts while the other spark plug fired positive high volts. The system is still single pulsed based,- NOT AC.
The way earlier pre-1982 Briggs ignitions were called MAGNETO with points + condenser, that used plain autotransformer without any solid state. I had earlier contemplated to add a south pole magnet next to North pole one, to get AC to run the Primary of a MAGNETO transformer, and use double universal triggers with blocking diodes to get it to run. Only then, can the common AC voltage multiplier be used to increase the high voltage on the secondary side. That is also still a primary+ secondary auto transformer system. If that was used , the secondary side has reduced high voltage, as the metal core has to be mounted upside down to get positive high volts. - The primary is not then part of the secondary when fired. Any ideas?

Another possible method to increase mower engine high voltage is to add a Hall effect sensor  circuit that senses the North pole field of the flywheel rotating magnet near the magnetron, and use the output pulse to turn on Mosfet for 12 volts dc to go to the tab terminal on the engine coil. That terminal is connected to primary, and is normally used to shut off the mower engine by the ground connection. Insertion of FAST12 volts superimposed on the 5-8v from magnet would increase the back EMF generated, higher than -130v,  so that the secondary side gets higher, high volts output.  A unipolar Hall, 3 pins, on the small board would have the leads bent u shaped so that the hall head faces backwards. This would allow the North pole to turn on the switch. After magnet passes by, the circuit shuts off. Mosfet power switch is way faster than a small relay to allow battery volts on to the Primary coil. A 3 ohm resistor would be put in series with the .2 ohm primary coil, so as about 4 amps flows, higher than the usual 3 amps.of primary ignition on a Briggs lawnmower engine.
It was assumed that 24000 volts is required for the engine conversion, along with the equal or greater than 100volts cross leakage induction volts to push 6 amps through the spark plug water cell of about 23ohms, to get the hydrogen fuel and water vapor pressure at retarded timing -34degrees.

Here is the circuit we used when I was experimenting with this back in 2008.

Edit: This DID run the engine on water. But the timing needs to be adjusted.

Edit 2: Use a 100watt bulb in series with the AC to limit the current. It also lets you know that the plug is firing and if there are any shorts and etc...

Edit 3: This spark will be HUGE, use a big cap 500uF for the capacitor to store the charge. Rectify the AC to DC so the diodes work properly.

Sir's
"Running on water"
Such a big spark ...could it be a phase ( steam) change or was there some real power.. similar to a combustion event?
There has been mention of a super heated steam in years past ..
This itch just won't go away...( and then there is the Sam Leach discovery with lithium nitrate at 20 ppm in water at 500 psi

Respectfully
Chet K

Quote from: Chet K on 2024.04.19, 10:24:47
Sir's
"Running on water"
Such a big spark ...could it be a phase ( steam) change or was there some real power.. similar to a combustion event?
There has been mention of a super heated steam in years past ..
This itch just won't go away...( and then there is the Sam Leach discovery with lithium nitrate at 20 ppm in water at 500 psi

Respectfully
Chet K

It's related the electro hydraulic metal forming. High current through water mist violently repels water

Still tinkering with the S1R circuits in relation to the small mower engine. I copied all the tech data from Nathren's web forum of thousands of messages, before it shut down 2019 . It was the 3 technicians that made the circuits for the cars + mower engine to run on water in the carbs, not him. His son, also Nathren, who was a technician, worked with the 2 tech people in their garage/machine shop in Georgia. .Lots of data in the forum but not all. I believe you call it proprietary company information. Nathren was a non-technical person with little educational background, just hands on learning. The techs worked as commercial electricians , and then in the shop spare time on alternate energy projects.
A spark plug as zero ohms, and carrying 6 amps adjusted with variable resistor and jumped with screwdriver holds the current steady. With salt water at the plug tips, there is only 1 tenth amp flow. This is why it was mentioned in the forum several times that  =  >  100 volts was necessary to pass 6-7 amps though the plug.. The 2008 Briggs engine ran on 10 amps.in the 2 videos, but wasn't necessary.  All the earlier S1R car conversions used 6-7 amps with retarded timing about -34 degrees.  4 cyl tractor, 6cyl car, and two  8cyl Chevy V8 engines. I'm on stage 5 of 6 with my long-running project. The ignition has to be inductive type , not CDI. The spark time has to be in milliseconds, not microseconds.  The factory timing on Briggs 1 cyl is at TDC. It was too much trouble for them to fabricate a curved aluminum plate with curved slot to make the Magnetron adjustable for late timing. They made an "electromagnet" to form a field over the plug wire to force extend timing from zero and on to about minus 34 degrees. The compression of spark plug greatly raises up the high voltage. An accessory in series spark gap forces an increase in Magnetron voltage also. This is necessary because of the required "extra volts" needed to push the amps through plug. That's why the S1R9A9M9 triple coils assembly had that weird winding method and bare copper #12. The crossover leakage induction volts into the red wire from bare wire ignition is in series with the low voltage and is sufficient . I amps required times R resistance of load  =  voltage required to push the amps through the electrolyte. The S1R coils is inserted, spliced in, and has several purposes at the same time. (Of course there are other ways of doing things) I purchased a low voltage variable meter with resistors and neon bulbs to measure this special voltage. First test says 90-110v. I am trying to get it higher. The low volts would also add to this in series when connected. According to the Waterfuel1978 web forum, all the engines ran on hydrogen gas generated at spark plugs along with some water vapor pressure that contributed to piston pressure. All the cars had a specialized relay PER CYLINDER. It wasn't until years later they found out what the box of 15 relays were originally made for. Utility pole electrical boxes in Georgia for switching the green/red 6v bulbs.of traffic signal lights. Extremely high efficiently made, with Bakelite housings , exterior screws and UNDER VACUUM.  Diode---coil L 1.75mh---diode--- coil L1.75 mh  ---diode---. to spark plug.  The high volts came in exactly at cathode of second diode.radiant energy release.  The technicians called them the MAGIC RELAYS. On a per cylinder basis, they were only used for the series of parts,- NOT AT ALL AS A RELAY. Hand made units fabricated by them did not work as well, so the engine conversions were dropped, since replacements are not available. In 3 months I  made up a duplicate unit in an electrical Carlon box under vacuum with the parts inside and gauge and terminals on the top. The secrets of Nathren's tech people was in the use of relays and the additional crossover voltage that made the engines run on water back at that time 2005-2008. .

The several car engines converted in Georgia also had the spark plugs changed so as zero ohms. The Champion brand ones come apart to remove resistor and replace with copper segment. The "Extra" volts (over 100) required to push the 6-7 amps through spark plugs also came from crossover inductance leakage volts. The text messages forum had a paragraph that was called "The 60 turn coils". The engine spark plug wires had 60 turns insulated #14 gauge wires over the thick insulated spark plug cables. When the plug fires, there is an induction volts into the coil that adds in series to the half-wave DC volts from the rectified DC output of the  DC to 110v AC 400W Inverter box, about 35v, DC Unfiltered. All this data must be the information that was missing years back, and not noticed.  When untrained people got hurt trying to duplicate the systems, Nathen and others changed the data on the forum, so some of it was now wrong, so as any further attempts would not work.
The S1R9A9M9 You tube videos from 2008, of the ORIGINAL Briggs 18 HP engine running on water can still be seen and heard!.

Quote from: russwr on 2024.04.19, 18:19:50
Still tinkering with the S1R circuits in relation to the small mower engine. I copied all the tech data from Nathren's web forum of thousands of messages, before it shut down 2019 . It was the 3 technicians that made the circuits for the cars + mower engine to run on water in the carbs, not him. His son, also Nathren, who was a technician, worked with the 2 tech people in their garage/machine shop in Georgia. .Lots of data in the forum but not all. I believe you call it proprietary company information. Nathren was a non-technical person with little educational background, just hands on learning. The techs worked as commercial electricians , and then in the shop spare time on alternate energy projects.
A spark plug as zero ohms, and carrying 6 amps adjusted with variable resistor and jumped with screwdriver holds the current steady. With salt water at the plug tips, there is only 1 tenth amp flow. This is why it was mentioned in the forum several times that  =  >  100 volts was necessary to pass 6-7 amps though the plug.. The 2008 Briggs engine ran on 10 amps.in the 2 videos, but wasn't necessary.  All the earlier S1R car conversions used 6-7 amps with retarded timing about -34 degrees.  4 cyl tractor, 6cyl car, and two  8cyl Chevy V8 engines. I'm on stage 5 of 6 with my long-running project. The ignition has to be inductive type , not CDI. The spark time has to be in milliseconds, not microseconds.  The factory timing on Briggs 1 cyl is at TDC. It was too much trouble for them to fabricate a curved aluminum plate with curved slot to make the Magnetron adjustable for late timing. They made an "electromagnet" to form a field over the plug wire to force extend timing from zero and on to about minus 34 degrees. The compression of spark plug greatly raises up the high voltage. An accessory in series spark gap forces an increase in Magnetron voltage also. This is necessary because of the required "extra volts" needed to push the amps through plug. That's why the S1R9A9M9 triple coils assembly had that weird winding method and bare copper #12. The crossover leakage induction volts into the red wire from bare wire ignition is in series with the low voltage and is sufficient . I amps required times R resistance of load  =  voltage required to push the amps through the electrolyte. The S1R coils is inserted, spliced in, and has several purposes at the same time. (Of course there are other ways of doing things) I purchased a low voltage variable meter with resistors and neon bulbs to measure this special voltage. First test says 90-110v. I am trying to get it higher. The low volts would also add to this in series when connected. According to the Waterfuel1978 web forum, all the engines ran on hydrogen gas generated at spark plugs along with some water vapor pressure that contributed to piston pressure. All the cars had a specialized relay PER CYLINDER. It wasn't until years later they found out what the box of 15 relays were originally made for. Utility pole electrical boxes in Georgia for switching the green/red 6v bulbs.of traffic signal lights. Extremely high efficiently made, with Bakelite housings , exterior screws and UNDER VACUUM.  Diode---coil L 1.75mh---diode--- coil L1.75 mh  ---diode---. to spark plug.  The high volts came in exactly at cathode of second diode.radiant energy release.  The technicians called them the MAGIC RELAYS. On a per cylinder basis, they were only used for the series of parts,- NOT AT ALL AS A RELAY. Hand made units fabricated by them did not work as well, so the engine conversions were dropped, since replacements are not available. In 3 months I  made up a duplicate unit in an electrical Carlon box under vacuum with the parts inside and gauge and terminals on the top. The secrets of Nathren's tech people was in the use of relays and the additional crossover voltage that made the engines run on water back at that time 2005-2008. .

The several car engines converted in Georgia also had the spark plugs changed so as zero ohms. The Champion brand ones come apart to remove resistor and replace with copper segment. The "Extra" volts (over 100) required to push the 6-7 amps through spark plugs also came from crossover inductance leakage volts. The text messages forum had a paragraph that was called "The 60 turn coils". The engine spark plug wires had 60 turns insulated #14 gauge wires over the thick insulated spark plug cables. When the plug fires, there is an induction volts into the coil that adds in series to the half-wave DC volts from the rectified DC output of the  DC to 110v AC 400W Inverter box, about 35v, DC Unfiltered. All this data must be the information that was missing years back, and not noticed.  When untrained people got hurt trying to duplicate the systems, Nathen and others changed the data on the forum, so some of it was now wrong, so as any further attempts would not work.
The S1R9A9M9 You tube videos from 2008, of the ORIGINAL Briggs 18 HP engine running on water can still be seen and heard!.

Just use the simple diode circuit we used above. The plasma from the spark switches the 120 over the plug, making a huge spark that drives the water down into the piston.

                                         S1R9A9M9 Discrepancies And Lies, And Corrections From 2008

This section is a grouping of data collected from the YouTube videos and original web forum called Waterfuel1978, regarding mostly the  TRUE AND SUCCESSFUL 18 HP Briggs mower engine demonstrations that ran on water during summer 2008 Georgia. Those who are following this particular hydrogen gas conversion need to know these things I found out over a long period of time.

Nathren + son also Nathren, gave data as the shop work progressed through various adjustments on cars and mower engine. Majority of thousands of messages tech data is true. Once a viable system is first completed, general information is given to public, but controlled to an extent. Priority confidential parts hook ups are kept out of released info. These changes and misrepresented parts have been verified by very diligent observations of all data found over time. Here is what you missed or didn't know --- Nathren (father) was uneducated as people can see from his writings on web forum. The son WAS a technician who worked in the Georgia shop with the two technicians on projects. The  father Nathren gave impression in web forum messages that he was responsible for these conversions and gave directions to the tech people. Not so. He did not know specially how sections worked as he was not the brains behind these engine conversions. His sentences had to be gone over several times, just to figure what he had really meant. Yes, it was that bad.

The conversion parts during 2008 summer demonstration were contained in a plastic deli tub, on side of engine,  spray painted gray to keep eyes out of needed information on the Briggs 18HP engine conversion to hydrogen gas and water vapor pressure. There were several other parts in tub not talked about. ( figured as accessory spark gap, diodes, wire connectors. After considerable amount of my  comparisons done on this special wind of S1R9A9M9 triple wires assembly, It has been found out that the picture shown in color, of the coils is really the original one used in the YouTube videos , (basic frame) but modified before being shown to public on that graph paper photo. The wiring directions have also been changed,- not only of the coil itself, but also the wire ends function and hook up.  The original unit used had a BENT  steel nail as core. See photo, as original. Others are copies with straight nail. When unit was removed from engine after the 2 videos, the wires JOINT extra wire with the red and gray, was snipped off leaving a stub wire with frayed copper sticking out . You can actually see that on enlarged photo on the graph paper. This was a separate connection used on engine. An actual ground connection, because this whole thing was originally a step down autotransformer type to increase current TO spark plug with ratio step up of 7 to 20 current from  3.5 to 10 amps. The alternator without modifications was pulsing DC 3.5amps maximum. The exterior extension cord has a Y with one end hooked to ground under plug, while other end goes to the tub. The main cord plug is breached with jumper so as this becomes one very LONG wire to ground for the transformer tap point. Now the high voltage bare wire of coils assembly, hooks both to ignition and to white #12 wire to plug. This 2nd joint actually had 3 wires- white 12 gauge + bare #12 wire + red #14 gauge together.  The main other joint also had 3 sections. Power comes in on the one gray wire from both battery and alternator.  Battery start was necessary to get alternator up to idling RPM for useable current output, to get the pulsing DC from the one diode to actually run a transformer. Either AC or pulsing on + off DC will run a transformer. The red wire and High Volts go to spark plug. NOW******The original S1R9A9M9 coils unit used ( NEVER SHOWN)  had to have had 7 turns parallel wound TOGETHER with the 5 turns ignition side. That makes the whole unit a transformer with steel core under both primary and secondary. With this particular step down voltage autotransformer, the 2 coils 13T and 7T together is the full Primary. 20:7  as 20 turns to 7 turns ratio. 1 to 2.8 as step up current ratio as 3.5 amps primary side from idling alternator before transformer effect to 10amps. An autotransformer type, has 3 terminals only. Nathren had taken the original from engine and loosened- removed the RED coil from the 5 turns high V as being in parallel, and changed it to 90 degrees wind , so as there would be no core for the red wire, and then no transformer to use.  This then, does not disturb the main joint that still has the stub wire. They did not want proprietary information let out, on how their system actual worked. He then said he would later show video on how to wind one of these. What he did though, on video was a "take apart" only. It was noticed that when comparing the so called original photo,  he had removed the STUB FRAYED wire  and retaped up the joint just before the take apart. You can see this in start of video with coils setting on table. (stub removed and retaped up differently. He did not want people seeing this 3rd wire piece falling out during video. (That was the ground wire tap for an autotransformer!)


In the 1st of the (5 ) S1R9A9M9 You tube videos, you can see the power wire coming down from engine upper plastic cowl going down into the plastic tub with the high volts ignition wire. Run video at lowest speed and see open spot where the black electrical tape had pulled down exposing the 2-3 wires. The heat of summer, engine heat, and the weight of tub of parts had loosened the glue , allowing the tape to slide down. By playing video back and forth , you can see the wires actually moving around. This power source was the FIRST proof of Nathren's real video! The old battery in video 1, was poor, so he hooked up a battery charger to add volts to run the starter motor. The water hose from bottle was placed in carb top chute. The hose was pinched slightly to get proper flow of water. Engine ran best during the later part of Video number 2.  (That's the part that will make you smile!)


The purpose of the (2) 2008 videos was to show an engine running on water only, using battery for start only, then battery completely removed, with engine self running as OVERUNITY, running on formed hydrogen gas and water vapor pressure. The on board ring dual alternators under flywheel powered by the normal 12 magnets provided the lower 3.5 amps that was subsequently increased to 10 amps. All the earlier technicians car engine conversions had 6-7 amps through spark plugs. The 10 was not really needed. My own triple coils made, has slightly more turns, as it will use 6 amps , but using the same level magnetic field generated, by increasing the number of turns on both sides by the same increase ratio of current 7:20. The required timing change is based on this same level strength of MAGNETIC FIELD  to time extend the spark in milliseconds to about negative late 34 degrees. The tap to ground  runs primary as the higher turns section , with the lower turns section being the increased current side. This is what Nathren didn't want you to know. It fooled me for a long time until I figured it out.


The related "Smack" videos, relating to the same 2 demonstrations, show the NON original, modified type unit as it has a STRAIGHT  nail, and the joint is removed. It's the one that has the 90 degree winding. (non transformer).  Smack came 1000 miles to Nathren's property to see an engine that ran on water, but was disappointed. Nathren never intended to show how it worked. The fool Smack never even tested engine to see if it would at that time even run on gasoline. The engine had sat in garage for long time before he got there, and it had seized up valves, no compression, from not being cleaned before storage with salt water from the original 2 demonstrations. He wasn't as smart as he thought he was , just like other young guys who think they know it all.


Nathren's  other porch video was coils unit connected to engine improperly as 'in induction mode", which would never work. In the 2 original S1R9A9M9 You tube videos, the green 400watt Inverter box was NOT connected as any power. That was there, in background to mislead people watching. That box was only used on only all the car conversions using special dual coils relay per cylinder, as parts use-, not for relay type use.


I had way earlier asked him for the engine model number. (For more data for me to collect.) He did NOT comply and wanted to know WHY I wanted that. I was concerned about what type alternator was on his engine. He replied that engine did NOT have an alternator and the flywheel had no magnets to run it. More lies. (Everybody knows that all riding lawnmowers have a working alternator to recharge the battery.) He also said he purchased the engine new just for the videos. Upon closer checking of engine surface, it was dirty, and it was a used engine removed from a riding mower chassis. With the battery disconnected during both videos,-there was no way to power the engine conversion circuit. It would not work without an alternator. The salt water as electrolyte at spark plug tips, allows more current to flow  with common electrolysis at spark plug tips. During piston downward thrust, the water becomes "VOLITILE" and changes to pressure vapor and expands also for more piston pressure. This all happens during about negative 34 degrees late timing, caused by the magnetic field over the inserted bare spark plug wire part of the coils assembly. Some of the field travels down to plug tips also. Exactly at the time of You tube videos release during 2008, Nathren was truthful and properly answering questions. Abruptly he changed stories and had redesigned coil, photos,  and hook ups so as repeat performance of an engine on water would never happen again.


They said back then, the initial car V8 conversion of 1978 El Camino was on 18 miles per gallon water only, road tested for 3000 miles, using required EGR to get the Nitrogen from exhaust to improve engine performance. Engines will start and idle on water, with way lowered power output,  but no power acceleration mode unless carburetor  jet is increased/redrilled about 33% larger hole for more carburetor water to engine. With an appreciable amount of RESISTANCE OHMS  in the electrolyte being there at plug tips, (10-22 ohms) a higher volts is needed to push the 6-7-10 amps through the spark plug.  I X R = E volts needed. That's what the UNUSUAL bare #12 wire was for in the S1R9A9M9 TRIPLE COILS ASSEMBLY. It's called -----crossover leakage induction voltage , and in series with the low volts to raise it up so as full current can be realized. Nathren said several times in the forum to use 10 amps and 100 volts, but neglected to say how it was done. The several previous car conversions done there in Georgia, with zero ohms spark plugs with saltwater/ baking soda also needed a much higher volts to push 6-7 amps. The web forum had only one paragraph saying 60 turns #14 gauge insulated wire over spark plug thick insulated cable as a test for "show". I believed that was a HINT on how it was done on all those other earlier engines. (4 cyl tractor, 4 cyl car, 6 cyl car, 1978 V8 cylinder car, and the V8 engine on engine stand self powering their full electric for the workshop with large generator attached, and just  the water line. Engine ran 24 hours all the time, never shut off. Engines must have EGR with adjustable valve added . Questions?

What's different with this set up by S1R9A9M9? How is this not like other set-ups for spark plug firing water that were tried?

The three technicians in Georgia 2005-2013 and Nathren, who was MOSTLY observing, decided to operate engines on water to hydrogen gas and water vapor pressure, without a separate built electrolysis cell.
1. The water has to be an electrolyte, - such as salt water or baking soda, not plain water. 
2. The injection of current has to be limited to 6-7 amps DC. (Fast visual only done with an oscilloscope for pulses) or analog meter with needle. Higher current burns away electrodes.
3. Resistor such as 1 ohm used on ground side of spark plug tested with probes across resistor, so as scope not damaged. I = voltage read divided by resistance across one resistor in series.
4. The circuit must be in milliseconds, not microseconds.
5. Capacitor discharges through spark plug are in microseconds.
6. A circuit with plug that has low voltage 6 amps flow with amp gauge and series variable resistor pre set for 6A ,will show 6 on meter when plug is shorted to ground with screwdriver for a full connection.  But when plug gap changed to electrolyte, the gauge drops to 1 tenth amp flow.  A regular electrolysis cell needs sufficient square inches surface area metal at a low voltage. The spark plug tips are tiny and require much higher volts to push the same current. The electrical load has increased to 10-22 ohms. Therefore, a higher voltage 100v and higher is necessary to  push 6 amps through spark plug. The triple wire coils assembly of S1R9A9M9 has a 5 turns Ignition bare wire that induces into #14 gauge insulated wire a  greater voltage from crossover leakage induction volts. The unit was called Electromagnet and Booster coil.  This was to replace the dual L coils  of the specialized relays per cylinder that were used on all the previous car engine conversions along with the main Inverter box 110v AC to half wave DC.
7. The high voltage line requires inductor L of about 1.75millihenry to help with the reduction of spark speed. ( wire on insulated plastic bobbin holder only) (60 cycles coil at .6 ohm  reactance of L, as 1.75Millihenry, - coil of original relay)
8. The timing of engine for smoother running requires late timing , ATDC of about 34 degrees negative.
9. The factory Briggs engine was preset at TDC, so as the Electromagnet allowed the spark time to extend onward from zero to about 34 degrees late.
10. The timing point at lower piston travel allows water as volatile by the suction effect to be acted upon to expand to vapor pressure for additional pressure for piston.
11.  The magnetic field effect follows wires and increases efficiency,  and is at spark plug tips . Magnetic field reduces spark plug speed also as it is wrapped over plug wire.
12. The ignition voltage wire enters in exactly at the point of the cathode of diode/diodes protection bank.
13. Electricity always wants to follow direction of the least resistance.  DC Ignition attempts abruptly to pass through the ON DIODE backwards, as it senses a ground that way. The diode fast closes off, and ignition compresses , then releases back to do the EFFORT of JUMPING spark plug gap. This diode/ignition event  releases RADIANT ENERGY that follows to spark plug tips.
14. Ignition DC volts on previous cars were about 24,000 volts. Lawn mower engine Magnetron volts is lower, but can be adjusted upward with an in series, accessory, adjustable spark gap The car engines converted all had 2-3 spark gaps in series,- distributor rotor gap, relay contacts gap, and spark plug gap. .The compression effect on spark plug also causes Ignition coils to increase output volts.
15. Ignition polarity is to match the polarity of the current added to the circuit.
16. MANY fast recovery type diodes required for wiring circuit FR607.
17. Placement of parts in certain order for higher volts of crossover, as Ignition coil to diode blocks, to S1R coils, to accessory spark gap, to insertion point last cathode, to inductor, to diode to spark plug. (the 2 spark gaps in series have voltage drops)  Higher volts wanted on the crossover point .
18. Nathren said that other wiring design coils would work too. I assumed he meant the 5 turn bare wire #12, to be wound in parallel instead, together, wound, with 5-7 turns #14 insulated type for higher crossover volts.   (The 90 degrees regular S1R type wind would stifle some of the transfer volts). This then, would have core steel long screw
underneath for better magnetic induction effect.
19. The engine selected should have EGR  valve or EGR added with adjustable valve to obtain the embedded Nitrogen from exhaust which allows smoother running engine.
20.  Spark plug changed to one with same reach length, mm size, and with no internal resistor as an "R". A comparable R type as a Champion brand, can be put in vise with torch heated top screw cap removed , so as resistor is removed and replaced with copper wire segment #12. Now as zero ohms spark plug/ racing plug. This now allows current to pass through.
21. Briggs Brand used riding mower engine, 8-20HP can have alternator ring removed and changed for higher amps output, such as dual yellow wires type or dual black wires type, and also changed flywheel so as the underneath magnets are large instead of the small type. See photos EBay. Start engine with power supply, then recharge battery with ring alternator,or underneath car alternator added on.  Nathren and the Georgia shop technicians ran mower engine on just alternator without battery connected. Battery was used for circuit initial power only and the starter motor,  then completely removed. The Briggs 18hp  was self running on Briggs alternator only at a lower RPM.
See again the S1R9A9M9  (2) YouTube videos by Nathren and son

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 INSULATED HIGH V. CABLE method may have been used, as cross leakage induction, on all those previous car engines + THE BRIGGS ENGINE that ran on water in the work shop 2005-2008. The insulation thickness stops the leakage spark jump, while the induction still puts 100v on the low voltage wire. What do you think?

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.


## References

- [https://spectrum.ieee.org/semiconductor-manufacturing-climate-footprint](https://spectrum.ieee.org/semiconductor-manufacturing-climate-footprint)
- [https://journals.sagepub.com/doi/10.1177/0954408916673117](https://journals.sagepub.com/doi/10.1177/0954408916673117)
- [https://www.ionizationx.com/index.php?topic=3231.56](https://www.ionizationx.com/index.php?topic=3231.56)
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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.

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 .---------Possibility as an Inverter box will bog down exactly when the starter motor is turned on , while using the SAME battery. Over 50 amps draw will reduce initial battery volts that the Inverter needs. The earlier Georgia car engine conversion , all used a 2nd. accessory battery for the conversion circuits.

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.
Modify message

Need data suggestions regarding small electrolysis cell of opposing plates. With 12v DC applied and 6 amps on meter to ground, it is assumed that the cell has about 2 ohms electrical resistance. E / I = R. When electrodes are changed to 1/8th size, the amperage reduces on meter. Does this assume that the cell, without any other changes, has HIGHER resistance? (It's the same electrolyte and spacing distance) If voltage is increased to 60 volts, the cell may produce the same amount of hydrogen gas, at 6 amps again. R X I = E volts. What do you think?
The S1R9A9M9 engine conversions of 2005-2012 all used the engine spark plug tips as the water cell electrodes of electrolysis to Hydrogen gas fuel. The old forum said that 100 volts was needed at 10 amps, on the lawn mower engine. The 3 technicians in Georgia work shop did all the CAR conversions with 6-7 amps current flow, using box Inverter at 110v AC changed to either full wave or half wave DC.   Garage oscilloscope was used on engine tests. The number of cylinders determines the amount of wattage pulled, due to the duty cycle of firings of plugs. (Not full wattage) The 18HP Briggs was at only flywheel 34% duty cycle. Wattage times .34 power draw.

Original question only asked about HOW to get the same current flow through an electrolysis cell with smaller electrodes,- MAYBE by increasing voltage to 60 volts? Everybody already knows about huge inefficiencies involved as is very old style process. Salt water at gap increases resistance of 10-22 ohms against a zero ohms gap as bench tested. Years back, 2005-2012, technicians in Georgia said that 100 volts at 6-7 amps was needed for electrolysis using salt water and very small electrodes. There was also talk about injecting a Plasma Path using high volts pulse to allow a low volts current to pass. Measurements were done with oscilloscope probe. I wanted to know if this was true about increasing the voltage input. The web forum was closed down 2019.

Quote from: russwr on 2024.05.20, 22:16:15
Need data suggestions regarding small electrolysis cell of opposing plates. With 12v DC applied and 6 amps on meter to ground, it is assumed that the cell has about 2 ohms electrical resistance. E / I = R. When electrodes are changed to 1/8th size, the amperage reduces on meter. Does this assume that the cell, without any other changes, has HIGHER resistance?
...

In a medium much more resistive than electrodes, such as an electrolyte, the determining factor is electrode surface area. A larger surface area means lower resistance, because all virtual segments of electrolyte between the electrodes can be considered as individual resistances, so increasing their number as we increase the electrode surface area is like putting them in parallel and thus decreasing the equivalent resistance.

With narrow electrodes, you can maintain the same current by increasing the voltage, but the efficiency will be poor, since for electrolysis, only the current counts, whereas for the power supplied, it's the product U*I.
In both cases, the current density, i.e. the current per unit area, varies little whatever the electrode, for electrodes of the same nature and similar shape.

The aim is to perform ordinary electrolysis with the lowest possible voltage, increasing surface area helps, bearing in mind that there is a threshold linked to the redox potential.

Quote from: F6FLT on 2024.05.24, 10:31:01
In a medium much more resistive than electrodes, such as an electrolyte, the determining factor is electrode surface area. A larger surface area means lower resistance, because all virtual segments of electrolyte between the electrodes can be considered as individual resistances, so increasing their number as we increase the electrode surface area is like putting them in parallel and thus decreasing the equivalent resistance.

With narrow electrodes, you can maintain the same current by increasing the voltage, but the efficiency will be poor, since for electrolysis, only the current counts, whereas for the power supplied, it's the product U*I.
In both cases, the current density, i.e. the current per unit area, varies little whatever the electrode, for electrodes of the same nature and similar shape.

The aim is to perform ordinary electrolysis with the lowest possible voltage, increasing surface area helps, bearing in mind that there is a threshold linked to the redox potential.

Quote from: F6FLT on 2024.05.24, 10:31:01
In a medium much more resistive than electrodes, such as an electrolyte, the determining factor is electrode surface area. A larger surface area means lower resistance, because all virtual segments of electrolyte between the electrodes can be considered as individual resistances, so increasing their number as we increase the electrode surface area is like putting them in parallel and thus decreasing the equivalent resistance.

With narrow electrodes, you can maintain the same current by increasing the voltage, but the efficiency will be poor, since for electrolysis, only the current counts, whereas for the power supplied, it's the product U*I.
In both cases, the current density, i.e. the current per unit area, varies little whatever the electrode, for electrodes of the same nature and similar shape.

The aim is to perform ordinary electrolysis with the lowest possible voltage, increasing surface area helps, bearing in mind that there is a threshold linked to the redox potential.

GOOD SHOW!!! -- The only proper response I got!

Currently hooking up the capacitor70 toroid pulse transformer circuit in conjunction with isolated DC to AC to DC power converter, so as can discharge 6 amps DC through spark plug using the stepped up higher, high voltage. There are 3 spark gaps total. There are also other parts such as 1.5mh inductor and S1R9A9M9 coils in the high volts line along with the automotive "adjustable knob "spark tester".  The high volts is to fire through the outer section of N.P. filter capacitor+ protective Varistor, and the 2 diodes in the bridge rectifier. The Cap70 circuit is to allow NO series diodes protective bank that loses 21 volts at 30kv, and would greatly increase the power input from battery. Statements from the Internet said others had used this Cap70 circuit successfully. The (2) toroid cores FT240-31 are isolated transformers at each end of circuit. Now Nathren, S1R9A9M9, had earlier used thin copper washer under spark plugs with wire attached, so as can have a direct return line back to power source, without going through the engine block. I have a spring steel squeeze 3/4" hose clamp opened with vice grips and #12 scraped magnet wire underneath, so as there is a direct line bottom of plug going to power supply ground. It's like the high volts pulse goes through certain section of P.S. secondary side and when at plug top firing ignition, the amps also follows. The P.S. first toroid has high volts 30kv cable on opposite sides of toroid core. There are several types of isolation here. Way back in time, experimenters were shorting out their Inverter boxes. They need the old style ones that have no circuit board on the secondary side. Mine is one better, and is the cheaper,  China model open board 500Watt OR 150 WATT PLAIN INVERTER. The existing SMALL transformer is removed. The original inductance of 1/2 primary was 31uh on inductance test meter. At the 20khz frequency preset, you just add about 4 turns+4 turns center tap windings for primary of Toroid transformer. The end filter capacitor is the low ESR type as non polarized, polypropylene 20uf  At using high frequency, you get to use very low count of hand windings. The lower the primary windings, the better is the ratio, for less turns on secondary side needed.  Final output should be about 12-18 volts DC, (instead of 35vDC to overcome voltage loss). Current through the spark plug should be 6-7 amps., at about 24kv. The adjustments of final high volts come from the section of PF series capacitors + the gap distance of 1st adjustable spark gap., and gap of engine plug. The L + C together is also the frequency of primary firing. Use computer calculator for series capacitors formula, as about 600pf total with L inductance of primary.  When testing spark plug under compression, use Snap-on MT-2700 neon bulbs high volts voltmeter. The proper higher volts will suffice for PLASMA PATH to allow the amps to pass through electrolyte at plug gap. During the 4 cycle waste spark, volts  may be higher as way less moisture at that time.  With spark in air, plug is 3kv per mm. The Briggs engine under compression would be 2-5. times higher volts applied. Protection of bridge diodes is using Varistor 800 volts at spark discharge across PS, and also spark gap across PS set about .01" for 750 volts , as less than the diodes 1kv.  I personally prefer the  isolated power supply put together, rather than the pre-made  Boost DC converter as non isolated, easy to mount, that requires a 2nd battery, because the grounds are the same at both ends. The China source for parts is much cheaper than US Amazon or Ebay,  but you have to wait 21/2-3 weeks delivery. ("AliExpress" with Paypal.)  I hope you can use some of this data that relates to the duplication of S1R9A9M9 lawn mower18HP engine that ran on water to Hydrogen during summer of 2008 YouTube videos.

Quote from: F6FLT on 2024.05.24, 10:31:01
In a medium much more resistive than electrodes, such as an electrolyte, the determining factor is electrode surface area. A larger surface area means lower resistance, because all virtual segments of electrolyte between the electrodes can be considered as individual resistances, so increasing their number as we increase the electrode surface area is like putting them in parallel and thus decreasing the equivalent resistance.

With narrow electrodes, you can maintain the same current by increasing the voltage, but the efficiency will be poor, since for electrolysis, only the current counts, whereas for the power supplied, it's the product U*I.
In both cases, the current density, i.e. the current per unit area, varies little whatever the electrode, for electrodes of the same nature and similar shape.

The aim is to perform ordinary electrolysis with the lowest possible voltage, increasing surface area helps, bearing in mind that there is a threshold linked to the redox potential.

These people has achieved a little over high obtain of electrolysis product, compared DC. By using "currents tricky shape". But, of course, not exceeding 100 percent. I think it will not be difficult for you to translate this using an electronic translator.

A I   answer to question of combining 2 power sources together in the same time to electrical load, such as for instance firing spark plug as electrolysis with small electrodes requiring much higher voltage.
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How well is the superimposition of 110 volts low current separate source, over low volts high current circuit to resistor load? This is to increase voltage for the second source, because a high wattage single source power supply at 110v is not available.
ChatGPT

Superimposing a 110V low current source over a low voltage high current circuit to a resistor load to increase the voltage for the second source is a challenging approach and is generally not recommended due to practical and safety concerns. However, theoretically, it can be considered. Here's an analysis and a method to achieve this in a controlled manner:
Conceptual Analysis:

    Voltage Addition:
        When combining a 110V low current source with a low voltage high current source, the total voltage across the resistor will be a combination of the two sources. If the sources are in series, their voltages will add up.

    Current Flow:
        The current through the resistor will be determined by the combined voltage and the resistor's value. The resistor must handle the total power dissipation.

    Isolation and Compatibility:
        The sources must be isolated properly to prevent damage and ensure they work together. This can involve using transformers for AC sources or proper DC isolation techniques.

Practical Approach:

    Using Transformers (for AC sources):
        If the 110V source is AC, use a step-down transformer to reduce the voltage to a safer level that can be combined with the low voltage DC source.
        Rectify the AC to DC if needed to match the DC source.

    Series Connection (for DC sources):
        Connect the low voltage high current DC source in series with the step-down transformed and rectified DC source.
        Ensure the polarities are matched correctly to add the voltages.

Example Scenario:

Let's consider:

    Source 1: 110V AC, low current (0.5A)
    Source 2: 12V DC, high current (10A)
    Resistor Load: 10 ohms

Step-by-Step Process:

    Step-Down Transformer:
        Use a transformer to step down 110V AC to a lower AC voltage, say 10V AC.

    Rectification:
        Rectify the 10V AC to obtain 10V DC.

    Series Combination:
        Combine the rectified 10V DC with the 12V DC source to get a total of 22V DC.

    Calculate Current:
        The current through the resistor: I=22V10Ω=2.2AI=10Ω22V​=2.2A.

    Power Dissipation:
        Ensure the resistor can handle the power dissipation: P=V×I=22V×2.2A=48.4WP=V×I=22V×2.2A=48.4W.

Alternative Method:

DC-DC Converter:

    Input: Use a DC-DC converter to boost the 12V DC to a higher voltage.
    Output: Adjust the output voltage to the desired level (e.g., 22V DC).
    Current Management: The converter will manage the current draw and provide the necessary output current.

Conclusion:

While theoretically possible, superimposing a 110V low current source over a low voltage high current circuit to a resistor load is complex and risky. The primary concerns are safety, compatibility, and the practical challenges of combining different voltage sources. Using a transformer and rectifier to step down and convert the voltage, followed by combining the sources in series, can work, but it requires careful design and isolation.

A more practical and safer approach would be to use a DC-DC converter to boost the voltage from the low voltage high current source to the desired level. This method offers better control, efficiency, and safety.
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The triple coils assembly of S1R9A9M9, in 2008, has 5 loops turns of high voltage ignition volts that HAS INDUCTION of 100 volts into the 12v battery line, 7 turns coil, (in series)  going to the spark plug of the Briggs 18HP mower engine. The old website had ALSO said they showed a car fender test with 60 turns wire over spark plug cable. This also was to increase the voltage in the outer line separate power source, as (was assumed) also going to spark plug. These 2  increased voltage methods were assumed, since the web forum had no statements in any order, or parts list for conversion of engine to water in carburetor. (hydrogen gas + water vapor pressure) I believe this is how it was done on the previous cars and mower engine conversions. Ebay sells miniature isolated Inverter boards, low wattage,  for AC+DC 120v capable to use as IN SERIES with main low voltage source, -- rather than dealing with the high voltage line. Nathren had said -- that other design coils would work also.

At the point when the higher volts DC is applied, and is at the cathode of the ON state diode of lower voltage supply, the lower volts supply shuts off., until other is removed. The S1R9A9M9 coils assembly from 2008, used High volts pulse inducing into the low volts wiring without extra diode. I had measured 90-120 volts on quality neon bulbs automotive test meter with large range.  I assumed this was how it was done back then, to raise up the 12v to over 100 volts. Maybe I should leave out the extra diodes on 120v supply.. Presently rewinding very small China Inverter transformer from the open board, with ferrite toroid, and using #16 gauge way LARGER wire, so as the low volts supply can pass current through the new 110v supply secondary winding for 6-10 amps DC. (in series)     What about the higher voltage AS DC, applied farther back near the beginning of main circuit, with lower volts supply following later, and then accepted?  (DC + DC)

 Water Power Engine

See data regarding S1R9A9M9 from 2005-2019. The Georgia work shop converted several cars to water , of 4,6 8cyl engines along with Briggs 18HP mower engine. See his several briggs videos on Youtube. Web forum shut down. Electrolysis of zero ohms sparkplugs with salt/baking soda water. Low power, but it works. Battery for start only. Then battery completely removed. Engine then ran on alternator with special made triple coils step down transformer and a few other parts. Timing changed with magnetic field over plug wire. Lots data available. (Hydrogen gas and also water vapor pressure both contribute to piston pressure . (Late timing was about Zero continuous to -negative 34 degrees at 10 amps . The 3 technicians in workshop said 100v + 6-7 amps required per pulse, at about 34% duty cycle for one cyl engine. ) The flywheel has to go all around for next high volts pulse. 2 ways for power supply.

Either fully ISOLATED inverter to dc with using 30kv series diodes protection bank that requires more input battery power to overcome 20v voltage drop, OR, less wattage ISOLATED Inverter to DC and using no protection diodes section, but with Varistor about 18v DC , with sealed tube spark gap 18v, open spark gap about 750v and using all those with the added CAPACITOR 70 STEP UP HIGH VOLTS FERRITE PUL;SE TRANSFORMER with PF capacitors,at LC resonance, and initial spark gap adjustable. The S1R9A9M9 coils assembly has underneath plug cable that allows --- cross leakage inductance voltage of 90-120 volts in series with the low volts line. See pictures of the S1R coil USED ON THE BRIGGS ENGINE .- You have to understand that both primary and secondary of hand wound step down autotransformer requires full core steel under both sections. The coils picture made public only has metal under the primary side 13 turns. (Picture was not the original) The shop people did not disclose everything! Also most people don't know that alternator parts are interchangeable to large magnets type flywheel as on 16-17HP engines , also with the double yellow wires ring alternator of Maximum current output. The 18HP one Nathren used, had dual 1/2 alternators with 4, 4 amp capability. You got it now? The step up was for 10 amps usaage.

His old car converted was V8 1978 El Camino that ran on 18MPG water for about 3000 miles before being locked up in security garage. Inverter insulated from car metal. Two batteries used on car with alternator charging both. Free electricity for workshop with v8 on engine stand running on water line with power generator. Water vapor pressure with the small Hydrogen produced and fired at spark plugs. 7 amp pulses on oscilloscope.These engines have to have EGR adjustable valve., or added on. The cars had 400watt inverter with many diodes, and (2) in series 1.75millihenry inductors inline to spark plug. The High V comes in exactly at cathode of center diode between the coils. There is also an effect here called radiant energy at that point so that follows down to plugs. (Coils and diode were under sealed vacuum in a Bakelite chamber.) These were referred to by the technicians as the "Magic relays". Not used as functioning type relays, just for the inductors as passing high voltage and low voltage through them.

Earlier data on the conversion circuit called "capacitor70" has been researched and recently partially bench tested. It was hoped that the use of this would aid the ongoing conversion of Briggs engine. The set up was a Capacitor70 pulsed step up transformer using PF capacitors in series and discharging into primary of ferrite step up torroid transformer. The positive ignition high volts entered accessory 1rst spark gap and charged up the PF capacitors same time, and then caps pulse discharged into primary to ground. The secondary side was higher voltage depending on the ratio used. Engine compression also raises up voltage at spark plug. The secondary positive higher volts output connected to the anode side of power supply bridge rectifier. The cathode side connected to top of spark plug. Therefore, the secondary side was in series with the bridge rectifier, and spark plug. Spark plug connected to casting ground, which is same as the ground for positive  ignition coil. Separate wire at plug metal, with clamp, went up and was the return line to secondary, and was then on through secondary coil to anode side of rectification. (return line of power supply)
This set up was to increase the voltage of ignition coil and to also eliminate the use of battery power wasting series string protective diodes bank. He said his earlier use of diodes had melted it's solder and was not good.
After doing this set up, I found out 2 major flaws. The capacitor discharge circuit was operating in microseconds of time instead of the required milliseconds. Also the pressing of about 24KV against about 2kv diodes indicates only a very short useful time period, due to overvoltage damage. Any protective 75v enclosed spark gaps added on, would only not allow DC to proceed and find only AC. The high volts + DC current (with 100v) have to happen at the same time flowing through spark plug. Also, the initial Capacitor70 torroid shown in picture had only magnet wire on the bare metal surface with the flowing very high voltage. This overall, seemed not a viable circuit, and not done by a COMPETENT technician.
His earlier diodes type circuit was on 3 separate small motorcycle engines , running on water to hydrogen at electrolysis spark plug. His last statement, was regarding reverting "back" to the diodes design type circuit. Another party had earlier stated his use of the "capacitor70" circuit and was mounted on Volvo car engine and running on water to hydrogen at spark plugs.

There was a 1978 El Camino v8 that was converted to run on hydrogen (water through carb) back in 2006. Owner drove around for several thousand miles at low power, before locking in storage garage. Shop in Georgia used obsolete dual 1.5MH coils relay per cylinder,and diodes, and passed 6-7 amps current through spark plugs same time as spark, using Inverter with half wave diode. Champion plugs cross reference with same REACH can be taken apart at top to exchange 6kohm resistor for copper wire substitute- like a racing plug. Timing was retarded to minus 34 degrees. Will start and run Idle speed but for acceleration power, the carb was uncovered to increase size of main jet redrilled about 30% bigger for more water. The EGR assisted the efficiency, but later on they found out that just some of the exhaust water would also smooth out engine running if reused! The exhaust has compressed in Nitrogen from air that boosted efficiency. (Air is 78% Nitrogen) Web site shut down, but couple videos 1+2 are still there on him and son running lawnmower engine on water. S1R9A9M9 -Nathren) I studied the whole thing. He now only runs V8 on engine stand for 24hr hooked to electrical power generater, with water line .

According to the old written documents from 2005-2019 Georgia, The several car engine conversions were done all the same way . Input power was 6-7 amps pulsed DC , through spark plugs from 12v dc input 400 watt inverter box. The AC was converted to DC 110v DC as full wave , so as to get maximum amps. This provided the necessary 100 volts due to the small electrolysis electrodes. The operation at negative minus adjustable 34 degrees timing along with 2 series inductors 1.75mh caused a time extension of spark time so as further contact of water with current. The salt water separated into both water vapor pressure to move pistons, as well as hydrogen gas evolution and fired as pressure. The car mostly talked about was his, as the 1978 V8 Elm Camino. After driven at highway speeds at slow acceleration, at low power, it was put in storage by Nathren S1R9A9M9, after 3000 miles and 18 miles per gallon water. The converted engines require EGR on them with adjustable hand valve. Reused water from exhaust also increases efficiency due to nitrogen being compressed into the expelled water and reused. The required inductors were inside a dual coils relay that was under vacuum and were made as  high efficient type for AC power pole Georgia electrical boxes. They had 15 units. Engines will start and run at idle with proper timing, but for power mode with throttle, the carb tops are removed and main jet is removed and redrilled for 33% larger hole for water- not gasoline. The engines can be kept running using water, or if shut down , they must be reran on gasoline and sprayed inside with lubricant. He had used bottled baby oil. His property had a creek in the back, so he had carried out spring -mineral water for his projects. Conductive water makes more hydrogen gas. Box inverter was isolated from car frame and used a 2nd battery for main power. The V8 engine alternator charged both batteries. Another V8 was on shop engine stand with electrical power generator providing electricity for shop on water line.


The other conversion done was the Briggs 18HP riding mower engine with dual coils alternators under flywheel. They didn't use a separate power supply to run the conversion and then recharge the battery with alternator. The 12v battery provided the INITIAL only 10 amps directly, while the starter motor was turning at low RPM . When at idle speed, the car battery was completely removed, and the mower engine ran off the alternator. Remember now, the circuit requires a lower 6-7 amps while Briggs was set for 10 amps. Then 100volts pressure is required because of the small electrode tips of zero ohms resistance Champion converted spark plug. The ignition fired the spark which had the time extension on it provided by the added on magnetic field of S1R9A9M9 triple coils assembly. The steel core and insulated turns were over the plug wire. You see ,- he did it that way because Briggs engines are pre set at factory for zero timing, non adjustable. The old cars had adjustable distributors for timing. So the timing started at zero and extended spark to late 34 degrees. Late timing is also required for running on hydrogen fuel. You can still see this engine running on water in the (2) S1R9A9M9 Youtube videos. The internet web forum is shut down. A 4-1 power ratio of engine size to an electrical generator is required due to the low power of running on water. The Magnetron ignition voltage was self powered by 1 magnet on flywheel.  2 Alternators self powered  by 12 magnets on underside of flywheel.  Now, each side of the dual alternators was used for main power ONLY WHEN AT IDLE speed from the starter motor shut off. The battery had ran the 10amps direct, ran the hand wound step up autotransformer for 100v AC and then DC, and the other side AC line ran the hand wound step down autotransformer to get the 10 amps for the spark plug WHEN battery was disconnected. Ratio current going up is same as voltage going down. This has 3 terminals , - not 4 for the autotransformers. There is a ground point connection for the primary sides. You can see the extension cord in videos going to ground. The ignition high volts touched battery terminals only during start mode. He made no safety precautions fot the 2 demonstrations on You tube videos. A single diode rectification of AC provides a required PULSE on/off type that will run transformers, - not full wave type. The plastic deli container on side of Briggs engine contains majority of small parts. He feeds in the water to carburetor with the hose pinched with fingers to regulate water flow. The set up in his back yard was to just show it was possible to run lawn mower engine on water.

This update in reference to the 2005-2019 Georgia engine conversions to water, is to clarify further information not generally known. The 2008 Internet photos of the S1R9A9M9 triple wires assembly was a hand winding to show roughly what the original one looked  like, but not with exacting details. The 3 technicians and Nathren did not want all tech information released to the public. They were not going to show everything. For example, the many AUTO conversions done, had the schematic electrical connections modified so as for us to see about 35v half wave DC from the Inverter box, rather than the original full wave DC to get the 100 volts.

On the lawn mower conversion of 2008,  the ORIGINAL  (2) hand windings  used in summer 2008 You tube videos, , were actually step up and step down autotransformers. What that means is, there has to be a steel core nail, or long steel screw under primary and secondary windings of BOTH. These and other small parts were inside the opaque painted plastic tub on side of Briggs mower engine. You can see Internet picture of the 2008 "ALLOWED" S1R9A9M9  coils assembly, and see 7 turns wire over the 5 turns #12 wire and along with the other 13 turns.. There is no core under 5 and 7 wires.. That would  show an electromagnet only from the 13 turns. To operate the engine like in 2008 You tube videos, it would require ignition high voltage, 10 amps DC , about 100 v DC, magnet field over plug wire, late timing 34 degrees,  and zero ohms spark plug. The same amps creates the field and timing delay, and goes through the spark plug. The dual alternators on Briggs engine only turns on at idle speed RPM. Therefore a separate means is necessary to get a "pulsing" on + off method to make the 3 terminal autotransformers work, without those alternators being on to begin with. The CAR BATTERY as shown, has to run the vibrators first , and when the alternators get up to speed, then BATTERY IS COMPLETLY REMOVED. Each AC alternator can produce only 4 Amps DC  with one diode on each side at a goodly high RPM. The ratio of turns as up or down can still be done with 2-3 amps designed in. The 2 shop people and Nathren's son, were knowledgeable technicians, and did ALL OF THE ELECTRICAL WORK, not the Father Nathren S1R9A9M9 as a non technical person. The other thing was, that it was never explained why the Inverter to 110v AC box was not used on the mower engine, as Briggs 18HP was a 4 cycle engine, just like all the other car engines converted. 4cyl Pinto, 4cyl tractor, 6 cyl car  and (3) V8 car engines.


It is commonly known that a half wave DC pulse 50% duty cycle will run a hand wound step up and step down 3 terminal autotransformer. A small relay with double sets of contacts as used with capacitor can form a temporary vibrator buzzer, which has DC input. The opposite set of contacts can open + close so as can run primary of transformer using the battery power first, then the alternator takes over when battery is disconnected. (2 vibrators and 2 autotransformers) The Briggs dual AC alternators on same ring are used with diode on each side. Some people are not knowledgeable about Briggs engineering adjustments for alternator stators. The 2 systems as described above in the web forum work, and mentioned as LOW POWER but useable, as extra energy to the hydrogen, is in the evolved water vapor pressure in combustion chamber.

As another example, The carbon DC current arc in under water cell will generate hydrogen fuel, oxygen, carbon monoxide fuel and is AIDED to be overunity, by the inherent use of Deuterium. Most people don't know that every 1 of 5000 molecules of water is HEAVY WATER , that acts as a catalyst to improve the efficiency of reaction. These electrical power generators are then self running, but owners need to purchase expensive carbon rods.

It's the same thing as the earlier overseas engine overunity conversion of 3 cylinder truck to electrolysis of water cell by aluminum decomposition. The electrical valence of plus 3 is very reactive. The alternator recharges the 40amps 24volts used. The US Patent recommends pure type aluminum wire feeding from roll as to under water sparking against carbon roller, similar to the common welding practice roll wire. Purified aluminum is expensive. There is also Deuterium present in the reaction.

Quoteform a temporary vibrator buzzer

Relay based Armstrong to get the ringing.

I thought this was interesting, http://rexresearch.com/constran/1constran.htm

QuoteA demonstration model of the power unit and a similar chassis is housed in the Science Museum in London. A two seater model of the car, with the inventor at the wheel, is illustrated in fig. 27. The performance of the car was exactly as George had predicted, 100 miles per gallon of petrol at 38 miles per hour. Only the originally estimated sale price of 100 guineas was found to be too optimistic for a car fitted with the improved two cylinder power unit and had to be revised to £215, and £315 for the saloon version.

Note Constantinesco's car with an ordinary 500cc two cylinder engine and an automatic inertial transmission got 100 miles per gallon back in 1926. Apparently the infamous "100 mpg car" is not so impossible, lol.

You see the problem with most cars isn't so much combustion it's the fact that only 20% of the energy contained in the fuel actually moves the car forward. The present vehicles are grossly inefficient and the Engineers building them incompetent. If an Engineer told me the best they can do is 20% efficiency I would fire them on the spot yet this gross incompetence is considered normal.   

AC

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

####Nathren used his triple wire hand wound electromagnet to pass 12DC and SUPERIMPOSED 100v pulse to follow same output to spark plug. He said about 2008, that lawnmower engines would fire spark plugs and actually RUN at electrolysis for forming hydrogen fuel and fire same , for running engines. 6-7-10 amps plus 100 volts was required. His set up did not show any other parts capable of 100v. So,,,,,,, with a bare copper wire at high ignition  voltage with inductance leakage transfer voltage of superimposed 100v across to the 12v line of insulated #16 gauge wire, the amps are AIDED by the 100v transfer? The spark plug electrodes are tiny in engine, -  for cell generating hydrogen, but he said that 100 volts was required. He MAY HAVE added an inductor coil to get get flyback volts, but requires extreme short pulse, such as fast switch. The only other option is the "Tab" terminal engine shut off ,as terminal underneath, on the Magnetron ignition opposite side. The primary negative minus 130 volts is what runs the secondary of Magnetron. I found out from bench tests, that adding a resistor to terminal, it can be used as source voltage , without shutting off engine. The duty cycle is only 34% on the flywheel. See his engine running at You tube video 1 +2 S1R9A9M9.  Ignition high voltage is a type of AC. See image of s1r coils assembly (electromagnet).
His 1978  V8 car conversion for water to hydrogen, had 110v inverter with series l coil, diode. l coil. diode to plug.  RADIANT ENERGY pulse from the abrupt turn on of diode after high volts pressed EXACTLY on cathode in between coils, diode off, and released back to spark plug, when diode back on. !!!

Can Radiant energy pass THROUGH a spark gap and on through series circuit , if it's in a small vacuum chamber? There is way less dissipation into ambient air, and the energy may be useful downstream. In 2005-2008, A sealed extreme high efficient vacuum dual coils relay , as originally for an electrical 60 cycles traffic signals pole box, was used with engine experiments, to generate more efficient hydrogen gas from water. The engines would run with spark plug electrolysis, but only with the special relays applied to pass both high voltage and 7amps current! (not used for a relay purpose, but for contacts, diodes and inductors) I recently built one with Carlon sealable 4" box, vacuum gauge, valve, and Tesla spark gap with magnets, 1.75millihenry coils-about .6 ohm each, diodes, cap and hand vacuum pumper tool. Not tested yet.
See one of Nathren's / S1R engines running,- S1R9A9M9 You tube videos 1+2. It was started with battery. Battery disconnected. Engine ran on the 12 magnet alternator , - self running sustained with 10amp draw. The high V. came in exactly after the cathode of diode inbetween the 2 series coils, then spark plug. The 4 technicians in Georgia called them "The Magic Relays". The web forum shut down. They never figured out the secret!

If you haven't seen these movies, then you should plan on searching for them soon. ------(1)  Free For All 1949 with Bob Cummings and might be on Youtube based on true story from 1935, (2) Mythbusters episode DVD called Exploding Pants-contains the fake on purpose setup of car engine to run on hydrogen from water cell, (3) The Water Engine 1992, (4) Chain Reaction 1996 about Cold Fusion Energy, (5) documentary called It Runs On Water, (6) The (2) You tube videos by S1R9A9M9 in summer 2008 of Briggs self running, 18HP mower engine conversion of water in carb to spark plug electrolysis with 10amps DC current, late timing, electromagnet field over plug wire and piston firing from power of Hydrogen gas and water vapor pressure same time.  Battery was removed, engine runs on the dual alternator output after starting, with  12 magnets under flywheel.

I just wanted you to understand here about this 100v as another added in requirement for the Briggs water engine. The original web forum in Georgia started with the car engine conversions and the paragraph was about the car engine fender test (60turns coil test). 60 turns wire over steel core and also on the heavy THICK insulation of car plug wire. 12v DC through coil to series amp gauge reads 20 amps to an electrical load. When high volts fires, it induces reactance ohms into coil that reduces the current to 12 amps. (on + off 20 to 12A) There was no statement as to why it was done. We also know that there is about 100 volts induced into the low volts line. Now,,,,, on the mower engine, the S1R9A9M9  triple coils electromagnet has BARE copper wire that induces 100v into regular insulated hook up wire. Because of no insulation, the other coil is NOW ONLY 6-7 turns. I meter measured this several times with high volts pulses, and we always get about 100v transfer leakage induction with less or just some insulation. The Bare does occasionally short, regular insulation also occasionally shorts, 30kv insulation has no transfer, I am now using 10kv China white cable for tests and it should give 100v. This may be how the 3 tech people got their 100v on 4cyl tractor,  4cyl, 6cyl, (2) v8 cars, v8 engine stand, mower engine, and with diodes added, for the tiny electrodes for spark plug DC electrolysis. Either that, or a 2nd separate wound transformer was used as earlier mentioned.

Russ
Hopefully one day you will work with some of the members who asked for a collaboration effort.
Meanwhile ...
This video on an aircraft component manufacturer and their involvement in early automotive drag racing and speed trials ( oxygen/air driven technology)
Leaves some weird and open questions as to its sudden disappearance and unexplained theft from one of the last racer/builders in early 1960's ....driven off the oxygen/atmospheric engine path by a breakin and theft at his shop !

https://m.youtube.com/watch?v=ld3wtrgYJmQ

Actually a very interesting video...
Respectfully
Chet K

Nathren and the 3 tech people in Georgia , 2005-2019, used the brand name (Power On Board), for the 3 types of inverters they used.  750Watt, 400Watt and I just ordered the other one called 150W as the plug in types for cigarette lighter.( DC to 120v AC) The small one may be important because,, with the outer plastic casing removed, The switching transistor circuit would FIT INSIDE the plastic deli tub on side of Briggs 18HP. Remember, 100 volts is also required to add to the low voltage main power and 6-10 amps, as going to spark plug along with the high voltage. There is a starting mode where flywheel turns slowly, and engine idling mode at faster RPMS. At both modes , the 100v is required and as DC with bridge rectification. Series current limiter resistor also put in, as it is not the main power source.
My other idea was to hook up a tiny PC Board type miniature relay with 2 sets of contacts, with 12v DC coil, to act as a vibrator with capacitor added. Nathren had said in the web forum, that there was no capacitor in his circuit! He however, being non-technical person , may have meant "condenser" , as a play on words! Sen me your comments and questions. I will try to keep you updated.

The 2 insulated wires used in the S1R coils assembly were taken by Nathren from a used harness of riding lawn mower chassis. This is the exact same. I know, since I bought the Briggs harness for reference. #14 gauge insulated stranded wires as red and Gray. He even mounted a USED steel nail, as it was bent. (see photo). My contention is still, that the joint on the S1r coils had 3 wires together. When Nathren tore off the 3rd wire to take unit in house for picture, he used knife instead of proper "wire stripper cutter". The proper tool makes a clean straight cut, not leaving frayed copper wire ends exposed. You must refer again - see-  the blow-up photo and see the angle BACKWARDS of "folded" Gray + red colored wires. The 3rd one sticks straight out frayed . The thickness of the tape wrapping is also too large also for just 2 wires. When the other take apart video started , he placed unit on table , as same one with BENT nail. The joint was changed beforehand , so as the public would not see the 3rd stub wire fall out during the take apart video.

The other notion had to do with him saying that the Inverter box could not be used with the S1r coils. It would just bog down and quit. That there assumes he had already tested the Inverter on the Briggs engine. He just LEFT the Inverter disconnected and the extension cord ,in the background of the 2 videos , instead of removing them before hand. The brown extension cord as a "Y" is also there connected to ground. The cord would act as a very LONG wire when you bridge together the male plug end with wire jumper or metal piece. I spent a very long time on this stuff. This hook up with extension cord is same as was used on all the car engines. Return line direct to ground under spark plug, not through an engine casting. - Helps with the time in milliseconds and lower resistance.

the several statements made by Nathren and Nathren's son Nathren, is that all earlier CONVERTED car engines were readjusted for timing to  A T D C   to about negative 34 degrees , as that approximate point allowed the engines to run smoother and  provided water vapor pressure as a secondary force on piston, as generated at the lower end of piston travel. On the 18HP mower engine , the 13 turns wire over steel core section WITH the cable,  as electromagnet provided magnetic field on the high volts cable and caused the spark time to be extended in milliseconds. He said to add more or less turns , so as to get the best setting for running engine. My own improvement design over his S1R9A9M9 coils assembly was to make the adjustment variable by varying amount of core under #14 wire + cable, as a pull handle. (Like turning loosened distributor on car engine) Hydrogen gas used in standard engine requires way late timing . I also increased the number of turns as per ratio change required, when changing from original 10 A current to 6 A current, to maintain the same magnetic field level. . Car engines are 4 cycle as well as the Briggs engine, but it has waste spark cycle that does no harm to a running engine.
Each engine will run slightly different and a blanket statement cannot be made, as they all will require adjustment in different timing points. Nathren had made statement as to the available special degrees flywheel keys as used for different timing on Briggs engines. They all , however, are only for the small Briggs animal racing engine flywheels. I don't think he knew that. The Georgia technicians did not modify Briggs factory timing, other than adding magnetic field. I just assumed they were too lazy to machine a curved aluminum , slotted, mounting plate for Magnetron, as for being adjustable timing thereafter with screws and nuts repositioning.
I am presently testing my latest S1R coils as 10kv cable included, rather than bare wire or insulated hook up wire, or 30Kv cable,  so as for getting a constant recurring 100v leakage transfer without shorting. The wooden flywheel arrangement with Briggs ignition works well with series inductor coil and diodes. Later, I will blend in DC current to spark plug with water solution and protective diodes section. The water solution presents ohms resistance and would raise up the input voltage required, as also tiny electrodes.

One of the original web forum paragraphs by Nathren , said in broken words, that there were other parts than the S1R coils in the plastic tub on side of mower engine!!!!!!! This was when he and son stopped saying anything more their set up as too much attention was received, and non-knowledgeable people had gotten hurt trying to duplicate his engine set up.

When the man, "Smack ",  showed up, at his property after 1000 miles driving, the episode was on video tape and we could see what was going on. The wiring on failed running 18HP was not done the same as during the 2 successful You tube videos of 2008.

The Nathren back porch engine test was wrong also, as he was attempting to run engine with S1R coil as in induction type mode,- not with current output going direct to spark plug as needed. In one of the published answers to people's questions, way back in time, he said the output 12v current wire WAS CONNECTED to spark plug . (not repeated again)

The only way to increase the high volts of lawnmower Magnetron ignition coil, is to bolt on another piece of laminations with a wire coil. The output of 1st secondary will be added to the next coil as an extension. The same magnetic flux is there, same time. There are differences in ignitions of the past . Some have higher secondary Henry inductance and ohms resistance, meaning there would be slightly higher output ignition volts. It is way less costly to experiment with small engines , but they need 24kv minimum for plasma path for amperage to pass, and must be in milliseconds time, not microseconds as in C D I.
A much more involved method is a second, opposite pole magnet put on flywheel next to other one with an opposite balancing lead weight. The dual magnetos would make AC into primary of the "old" style plain transformer type ignition . The secondary side AC generated could then use the diode and capacitor voltage doubler. The STENS brand aftermarket trigger modules work with either polarity ignitions. 2 blocking diodes would also be needed.
A man on You tube video tests his Biggs Magnetrons coils on bench with AC activated coils on old shaver laminations mounted next to the ignition laminations. The transposing magnetic flux runs the main ignition coil for spark. (trigger not tested)

2008 S1R9A9M9 Georgia Water Engine

I have some more tech data for you to consume. See also sheet Inverter output described by A I.
I finally figured out why the green 400watt Inverter was not used. It was used OK on all previous car engines. Statement said it bogged down and quit as the attempt on operating Briggs 18HP. The You tube videos showed unit in background only,  unconnected with clips on ground. It was placed there to mislead public. The engine started and ran in both videos. Previous MULTI CYLINDERS engines had used majority of wattage from 400W Inverter. The one cylinder mower engine required less watts power. The tech people used the brand power on board for 750W and 400W inverters. A  MUCH SMALLER SIZE INVERTER FOR 110V AC WAS PURCHASED JUST FOR THE VIDEOS.  The way "small" box fits in rear hole of cement block during the demonstrations. The 400W box does not!! The engine vertical shaft is in same hole rotating with great clearance from box.  (box 3.3" X 3.3"300Watts)  (They could of put the larger Inverter box in depression at ground level with cement block on top.) The demonstrations were  keeping people from knowing all. Parts were not exposed. Parts were purposely kept in sealed plastic tub and also spray painted to keep eyes out. The Inverter pre made, allows the required 100 volts , due to the tiny electrodes of spark plug. The 10 amps initially came from car battery, then once engine running idle, battery removed, then the double alternators took over to run the conversion circuit.
Dual alternators with just full wave rectification , without voltage regulator, provides higher volts and about 14.5 amps output capability.
Here goes-- The positive battery cable clip touches starter terminal to run starter motor. Separate wire is also there going behind engine through diode. The input to inverter in cement hole, attaches to cathode side of diode. The diode prevents alternator from running starter. The alternator DC runs Inverter also, when battery removed.
The S1R9A9M9 electromagnet provided magnetic field over ignition cable ( bare copper section) to form late timing from zero to about minus 34 degrees. The amps came from battery, then alternator DC at idle speed. Resistor in tub to limit current for S1R coils. The plastic tub connections needed for ground came from the exterior extension cord that was modified for extra long single wire to ground , and jumping the male end plug.
The S1R coils is 100% on all the time to keep magnetic field at spark plug in-between firings. The power pulses to spark plug is on + off about 34% for ON duty cycle. (Flywheel going around 360 degrees)
Plastic covered tub on side of Briggs engine contains S1r coils electromagnet, resistor, bridge rectifier for dual alternators, bridge rectifier for Inverter output, wire connectors, accessory spark gap, and wire joint putting output amps together with high volts going to modified zero ohms Champion spark plug.
All previous car engines had 2 spark gaps in main circuit. The distributor rotor firing gap and spark plug gap. It helps to insure the plug fires rather than misfire.
Mineral water was used for running mower engine with salt added  that came from creek on the Georgia property.
The dangerous ignition high voltage was on car battery only during the starting mode. (No series diodes protection bank)
I was stalled, hung up , for long time on the 100volts source, power current  means, difference between peak and average current, and higher high ignition volts.
I found it greatly interesting to use the old style large clip clip board with mechanical pencil/eraser, printer blank paper, to form diagrams and notes over long period of time . I have many titled folders on different subjects related to the S1r project.  (half cup of coffee helps)
I will later be working on separate circuit to remove the waste spark cycle of Briggs engine. one and zero up counter IC and reset using Hall Effect sensor.
Your comments will be appreciated.

It's my current assumption that the conversion circuit of S1R9A9M9 2008 lawn mower water engine 18HP on You tube videos, had used a hidden "small dimension size" Inverter box, about 300-500watts , that was INSIDE the rear hole of cement block with engine on top . Plenty of clearance also for the vertical rotating crankshaft. The other parts were hidden in sealed, painted plastic tub , hanging on side of engine. we could see. Therefore, the Inverter power source was hidden also, so as after the battery was completely disconnected, the engine conversion circuit ran off of the alternator installed under the flywheel. The Briggs stator of yellow+ yellow wires is capable of 20amps dc current. The ignition only operates during about 34% of flywheel turning, so as the wattage from Inverter box is reduced by 34% also. So as current delivered in DC pulses was 6-7-10 amps DC., The hidden Inverter box was being operated in the upper region called "SURGE current" which these boxes are capable of. The pure sine wave type output  boxes give much higher surge currents, than the modified sine wave type which is square wave pulses waveform  on an oscilloscope. Remember the significance of the very low duty cycle. So now you know. The 400watt green Inverter shown in videos,was not used-, not hooked up,  not because it couldn't run the engine, but because it was too big to hide in cement block. The conversion circuit required about 100 volts and current same time. The other S1R9A9M9 electromagnet provided the magnetic field to change the timing to extend to negative late timing, and also provide required field for the tips of spark plug. The high voltage cable hooked to the heavy current same time as going to the zero ohms spark plug. Hydrogen gas evolved and fired along with generation of water vapor pressure.
7amps X 110v  = 770watts  times .34 duty cycle flywheel usage, = 260 watts or less drawn power , plus the electromagnet current . Both draws are capable of the on board changed alternator. The black+ black wires Briggs alternator is the exact same low ohms as the yellow yellow. Just get the cheapest one. The 500W pure sine wave Inverter is about $40 called LVYUAN painted blue color. from US EBay shipping.    Outer size 3.75" wide by 7.8" depth - IT FITS very loose in cement block, or 300W red LVYUAN 3 1/4" by 3 1/4" size.

There are options when selecting a replacement ignition coil (Magnetron) for the mower engine. I was interested in changing over to positive high voltage rather than normal negative high voltage. There are a couple reasons. When tinkering with small engine for alternate uses/ fuels, There are high voltage shocks received when connecting parts such as resistor, capacitor, L coil, to engine ground. The spark plug refuses to fire, and bypasses to go up another line such as parts. During that time we get shocks from the engine. Also, when using the original old style Magneto as just a plain transformer before 1982, you can put it upside down on engine bracket and get positive high volts, but at away reduced level. You don't get up to 15kv anymore. The Autotransformers normally have the primary coil hooked directly with secondary side. The full secondary is normally primary + secondary in a negative "mode" Less wire is used in the positive mode.

Now then, there actually is a better way to get positive type high voltage at FULL VALUE VOLTS! If your Briggs engine is a one cylinder type, you can purchase a modern replacement Magnetron with DOUBLE CABLES. The secondary side is not connected with primary. When used on the twin cylinder engines, each spark plug gets different type power. Negative on one side and positive on other cylinder. Also, if you get the most modern type dual cables Magnetron, it will have the better type built in UNIVERSAL type trigger , rather than the Briggs brand trigger. Engine will fire at a lower RPM of flywheel , just like in the "olden days". Just hook the negative cable to ground and the positive cable to spark plug. Compare the photos of armature Magnetrons on Ebay to see the difference.

 2008 Mower engine ran on salt water.

Closing in on the final conversion electrical circuit as used during the successful demonstrations 18HP Briggs on YouTube. The hand wired S1R9A9M9 electromagnet on 10amps provided magnetic field to spark plug gap and OVER the plug wire to readjust the engine timing to late timing ATDC. The duty cycle of on time was for the current pulse through spark plug of needed 7amps PEAK.

There was a separate Inverter box of about 300watts that provided the current at 110v DC to fire plug. Use was about only 150 watts, due to the low duty cycle. Average value of current on hand meter would be about 2 amps, for the 10amps peak. The box was hidden in rear hole of cement block with engine shaft. (plenty of clearance.) Other parts hidden in sealed plastic tub on side of engine.

The car battery operated starter motor and also the electrical conversion circuit. Battery removed. The modified Briggs alternator with flywheel with the larger type magnets would provide max 20amps as divided between the electromagnet and inverter box primary side. Engine then ran fully on alternator permanent magnets at idle RPM . Can use black + black wires stator or yellow + yellow stator as are both Exact same construction. Hydrogen gas evolved and fired with also water vapor pressure that runs the piston. See S1R9A9M9 videos 1 + 2. Questions?

My main concern is the Briggs mower engine of 2008. The car conversion circuit was already given and told about the 400W Inverter to 110v AC. There was an absolute need for 100volts to spark plugs. The circuit for all car engines used same Inverter. The drawing showed about 35 Volts DC based on half wave rectification.( About 34% of transformer 110vac output) Power flowed through several diodes and 2 Inductor coils before plugs. (Relays per cylinder) All they did was change away from full wave rectification 110v FOR general public, so circuit would not work. All the rest was OK!

I had fully determined the interior of vacuumed relay with Inductors as 1.75mh as 21 gauge wire, .6ohm each. Wound 3/4" by 1 3/4" each of (2)

The lawn mower plastic tub of parts was painted - covered. Therefore, the Briggs 18HP needed a HIDDEN INVERTER BOX as smaller! I measured 300W box as fits in hole of cement block with way clearance for main engine shaft. I already showed you the wires for the Briggs conversion going into and out of plastic tub to spark plug and the source means for a ground wire.

I was wrong about the tap stub extra wire on S1R coils. See.... I can admit it! Only 2 wire ends used, and hooked to ground through resistor as electromagnet only , and on all the time for magnetic field. Separate power from battery, then alternator DC. 12v.

I am presently doing formulas with computer Chatgpt for on time spark plug milliseconds, and duty cycle, as referenced to the total power draw from source alternator as divided between the S1R electromagnet and Inverter 12vdc input. Max 20 amps total, as the Briggs 18HP was self powered by the yellow+yellow wires alternator 12 permanent magnets, hydrogen generated and fired, and water vapor pressure. (Spark plug electrolysis)

I need you to question me about certain datas related to S1R project so we can be at the same level. Because we are not. Do you understand about the special relays used on cars and unusual way how they were used? THE RELAY SIZE DOES FIT IN THE PLASTIC TUB! Did you see the wires on the Briggs engine? Did you see that only 13 turns of S1R coil is electromagnet because of underneath steel core? The number of turns of core section determines the duty cycle of pulse firing ON TIME. Nathren told us to vary as per best engine setting. You must also see 2 types of Briggs flywheel magnets as large and small regular as seen on Ebay. Mine purchased used as large magnets (more power) from 16HP engine. You can see the difference in size and distance between magnets is different.

I did highly accurate test on the 2 highest rated Briggs plastic Ring stators and they are EXACTLY THE SAME. BLK + BLK wires or Yel + Yel wires. 20amp rated as used with large magnets.

I'm changing my methodology of hook up to my 12HP mower engine. Instead of designing for full 20A alternator output to run the conversion circuit, I am changing over to bench "power source"

to run main circuit with the under the wooded bench engine vertical shaft for car 52A alternator , belts and pulley, to recharge 12v mower battery. This method fully allows no shorting-

electrical problem of Inverter box ground and battery ground. This is what hindered many people before, and I want a better chance of instant running of water engine when 1st started.

Project has taken too long.

Return line to Inverter hooks to wire and spring steel retainer clip on bottom of spark plug , just like from Gorgia engines converted. One ohm power resistor in line for use with

oscilloscope to monitor and adjust current flow.The way to do this is with smaller Briggs engine that has flywheel with ALUMINUM ring gear. The matching starter motor will have PLASTIC

16tooth small gear. Starter is mounted  with 2 black nylon plastic 8MM bolts 12mmm long with 2 plastic nylon washers. This insulates starter from engine block fully, when Inverter is

activated. Slight distance change inbetween the 2 gears. Ground cable attaches to starter housing.

Method is had by changing old armature Magnetron to the most modern Magnetron with dual cables, modern universal built in trigger , not Briggs type, so that Magnetron is NOT an

autotransformer. (Separate secondary side) The ignition process is self contained without using BATTERY ground, as power is from one magnet on outside of flywheel.
Main power source is PURE SINE WAVE ONLY Inverter similar to Lvyuan 500W Blue box with MORE available SURGE currents, to get 7amp pulses through spark plug. The most common modified sine

wave type boxes do not give much higher surge current. Bridge rectifier and filter capacitor gives proper DC output.

What I'm talking about is the instants when the battery ground is normally at bottom of spark plug, and Inverter power jumps gap and connects with ground within the 0 to 34 degrees ignition

ON TIME, and repeated. This is also why a common boost converter or regular bench power supply can't be used. Inverter only with separate secondary side, they come in high frequency and

also 60 cycles.The 2008 2 videos had the dangerous negative high voltage on the car battery during the starting mode.

The S1R9A9M9 electromagnet allows high volts to go straight through without problem with the 12vDC line. I use 10KV white china cable to stop all shorts along with #16 gauge solid insulated

wire for the 12 + 23 turns, with adjustable pull core for magnetic field inside vinyl tube center. The series adjustable power resistor allows change in input 6A battery current for the

field adjustment. This will change the pulse on time of high voltage so as more contact time of Inverter current with the water solution.   




Photo included today is gadget for testing firing of hydrogen by popping off end PCV cap as press fit. Baking soda/water solution put on plug terminals . The outer ground lug is cut off for

wide gap, and allowing blast to go straight out. Stainless steel marine spark plug is sealed in with epoxy at one end. Ignition white cable return line is screwed to plug base through

plastic shell.

I wanted you to know that I finally found out what that

frayed/stub wire was for, on that original S1R9A9M9

triple coils assembly. It bugged me for a long time.

The first notion was that of a tap to ground for a

transformer type thing. Not so. A small Inverter box

was hidden in cement block, just as plastic tub was

covered and painted over that contained parts- not

foreyes of the public.

From the paragraph in the old web forum from Georgia,

there was a reference called the 60 turns coil wire

test on car engine plug wire. The set up caused 

reduction of current on meter when the ignition fired

through the cable. The outer 60T of 20A current reduced

down repeatedly to 12 amps. There was an induced

reactance ohms in the coil that caused less power to

load. This is what happened when S1r coil was first

tested on Briggs engine 2008, using Inverter box.The

tap was for power leading to Inverter primary side

input. About 11amps was needed for Inverter. When

ignition fired, the power was reduced going to

Inverter. The wire was then snipped off, no longer used

and input would then come direct from JOINT of Battery

+ then later alternator stator DC rectified full wave.

The 18HP Briggs had stator of red and blk wire type, so

as called DUAL alternators. Output was 4A DC charger

and 5 amp AC for headlights.When bridge rectifier is

added , the output becomes 15v DC at about 14.8 Amps

capability.Power divided to Sir coils and Inverter. 11A

and 4Amp so as close to 15A total capability. Nathren

said source power needed was about 15amps.

The S1r coils was an ELECTROMAGNET to form magnetic

field for ATDC timing change extension and neccessary

field for tips of spark plug. Nathren had said when

engine fired, the magnetic dropped during firing.(way

less current because of increased ohms added to load

resistor.) The 7 turns wire upper section affects the

extended tap wire when it was used.

7 turn 90 degrees winging coil has no iron core.  13T

coil has iron core as S1R9A9M9 electromagnet. The joint

of 2 wires had a stub cut off visible with frayed wires

in the enlarged photo.

I put together another handmade S1R9A9M9 electromagnet for use with Four amps current. My last other one was for 6 amps with different windings. The now current one is exactly like the original as per unusual winding method and like Megatran, with same original count of turns. Red white and blue just like our flag. It has variable inductance with pull core. Another one of my improvements. Nathren said a set up needed about 15 amps total. That would include the "smaller"  Inverter input 11 Amps + 4 Amps electromagnet. Ohms law step up transformer voltage ratio 1:10 as same as increase of input side power current. This was assuming the dual alternators type was not changed on his 18HP Briggs. He told me directly that his engine DIDN"T HAVE AN ALTERNATOR! All riding lawnmower engines have an alternator. He said he bought it new just for the 2008 videos to make. I saw lots of grime, dirt/dust on it in close up photos from years of use. The dual alternators type with red + black wires with bridge rectifier added to both sides produces about 15 volts DC at about 15 amps max capability.  PEAK current on bench oscilloscope set circuit as 7 amps, with proper resistance in series, with AVERAGE current over full cycle time as about 1.3amps at low duty cycle.     See photo electromagnet.

Later today, I also mounted a new starter motor on project Briggs 12HP engine. It was electrically insulated from engine block with plastic bolts and plastic washers. The battery ground cable mounted onto starter only. Separate needed connections will go on 2 mounted brass bus strips for plus and minus of battery wires power as needed. The Inverter box secondary side firing to spark plug will never burn out as shorted to battery through spark plug ground, as per many other people's previous disasters. The flywheel has proper MATCHING aluminum ring gear, along with proper MATCHING PLASTIC starter motor small gear. Plastic gear during contact cannot make any electrical connection. Verified with ohmmeter.  I'm always pushing forward.

I am also putting together P.W.M. so as can vary the output of Inverter final DC and KEEPING PEAK VOLTAGE THE SAME, while varying the current , wattage, and duty cycle on time. The 100 volts is necessary for the tiny electrodes of zero ohms spark plug. I didn't want to get into capacitor discharges , since they go in the realm of microseconds, not required milliseconds of spark plug.
Sometime I will rewrite my poor drawings schematic diagram and send copy,  so as you can see my judgments for final circuit. It includes many diodes and 2 Dayton brand modified Inductors for 1.75millihenries. I also have for later tests, the 2 vacuum chambers hand made of magnets, spark gap, diodes and inductors.

18HP Briggs riding lawnmower Engine ran on water in carb, summer 2008 in Georgia.. See You tube videos 1 + 2. S1R9A9M9. Spark plug electrolysis. Battery supplied temporary current to conversion wires, then battery removed, The alternator under flywheel runs on 12 magnets. About 15 amps total divided up to about 4 amps electromagnet over plug wire, with about 11 amps to inverter box for 110v AC changed to full wave DC. 300W Box hidden in hole of cement block. The plastic tub on side of engine has small parts There was also an inductor about 2millihenry in series with plug. Spark plug Champion with resistor removed for zero ohms resistance. Peak current about 7 amp at about 15% duty cycle on time , which is about 1.2Amp average current on small meter. Flywheel with outer ignition magnet goes around 360 degrees. ATDC past zero for late timing allowed from electromagnet . His 1978 car V8 conversion got 18MPG. Don't allow battery ground and inverter ground to connect. Can insulate starter from casting with plastic bolts and washers. SMALL Hydrogen gas generated along with water vapor pressure to push piston.

Another few  methods to note regarding increasing existing level of lawn mower high voltage output. Add another complete Magnetron to the left coil mount , with longer screw, so as the iron laminations are bolted to the laminations underneath, for same timing. The flywheel outer magnet will induce magnetism in both cores same time. The first regular output cable hooks to secondary wire of the other, - (not the one to ground) The 2nd cable then becomes the final increased voltage output. The second secondary is an added on secondary winding so as both together becomes a longer wire. Make sure the 2nd unit is facing the right way- there is notation embedded in the epoxy as direction. The pre 1982 Magneto has exposed 4 wires as primary and secondary. -- No embedded solid state trigger. Most ignition coils are called autotransformers with 3 terminals only. (primary hooked internal to secondary) Used armatures- Magnetos and Magnetrons on Ebay for sale.

The other method is to add 12v battery to the "tab" terminal , as part of primary side. The Briggs trigger built in will then short 12v instead of 5-8volts, and release higher than -130 volts to run the secondary side. The Tab terminal is normally on the underneath side of ignition coil as a shut down terminal for the lawn mower. By raising up the primary volts, the Back EMF generated by the shorting, will develop a higher secondary volts to run spark plug. Use diode in series with capacitor with 2nd capacitor hooked to ground. The charged cap will discharge it's voltage into the primary side as the overriding higher volts, than what the magnet induced. So, now you also know why the condenser with points on the old car's distributors was rated for 400-600volts! It wasn't the 12v battery, it was the resonance of L + C together that increased the volts as being used for the secondary side of ignition coil, for the step up effect.

Third method to get higher ignition volts is to add on another complete Magnetron to other side of flywheel activated by the same flywheel magnet. Output energy stored in blue 30KV capacitor that would be put in series with the regular output cable. (2 batteries in series has voltages added together) Extra spark gap needed so as no premature firing of plug. There would be 2 values of gap distances, since cap not wanted to fire until regular spark occurs. The total spark volts is divided up between the 2 spark gaps. 66% of rotating flywheel magnet is unused, useful energy..

My hand assembled Power Supply based on Inverter box mostly completed, and can be tested with wooded flywheel magnet / motor / and speed controller, and Briggs ignition Magnetron. The salt water cell is 118 oms resistance , so P.S. will be initially adjusted with substitute power resistor at first, to allow less salt in the later final engine testing. The S1R9A9M9 magnetic coils has it's own variable speed controller as well. (Both are P.W.M) The general idea is to momentary push button the on power to get reading of PEAK PULSE current going through cell. It should be in range of 6-10amps, mostly 7A.  The Inverter provides the necessary 100volts,  The reading is taken from 1 ohm 100w resistor in the RETURN line direct to PWM ground after ground of spark plug. E / R = I. The reading of 7v over 1ohm is 7amps in series circuit. The AVERAGE current would be about 1 Amp. (You can't push 7amps through 118ohms cell with 12v dc and tiny electrodes.) The shop tech people in Georgia working with non technical Nathren said that 100v and 6-7 amps were required to run engine on water. They , however did many car conversions of 4,6,8cyl engines , and all using 6-7amps.Nathren had the setting on 10 Peak amps for the Briggs mower engine. He used the magnetic field over plug cable to extend the on time of the inverter output, instead of a quick blip of spark. The Green Inverter in the background 2 videos of 2008 is not connected. The real one is hidden n the rear hole of cement block, about 300watts. The larger Green one "wouldn't fit"  They were not showing "all" to the public at that time. The plastic tub was also painted over , so we did not see all the small parts inside it.The published diagram for the cars was not exactly true. They showed half wave rectification for only 35 volts , instead of needed full wave rectification of 110v Ac to DC.. The special "Magic relay"  section per cylinder, was fine. It passed both 110vdc as well as the ignition high volts same time, .
My power supply has 8 fuses and four switches for better control. Each section has meter. There is minimum load resistor for the on mode of inverter, while the .3A fan blows heat upwards from diodes protection bank. The Inductors are same inductance value as originals , but with #18 gauge wire for lower overall ohms resistance. There are voltage drops per section. The sum adds up to the beginning voltage used. Series circuit requires lowered ohms , so as not adding much to the water solution ohms. I counted 17 series diodes at .7volts each voltage drop.Maybe I'M reading too much into this. The initial bench testing is with a smaller Briggs engine just used for the compression and visual of the down power stroke of piston.Others have successfully push piston with 500uf capacitor discharge at high voltage level. The S1R9A9M9 system used no capacitor. A plasma path could be implemented parallel to spark plug of about 3300PF capacitor at 30kv "Blue",  Makes small ball of fire to conduct the regular current following from behind. Tell me what you think. Hydrogen fuel generated with spark plug electrolysis.

Waste Spark Removal Briggs Mower Engine For Hydrogen Conversions

I completed building the circuit for eliminating waste spark. It's the plug in bread board type, not soldered. It's easier to make adjustments later. Two photos for you today. I have handful of different magnet Hall sensors to try out and see which one should be used on engine with NORTH pole. Some of them are industrial with cables. Three wire type as +Vcc , grnd, and signal out. Most Halls are used for South pole reception.  You have to bend over the Hall for the rear side use, or reverse, and mount with bracket. I will use hand movable magnet north pole only for first tests. Then to switch over to my revolving wooden bench flywheel with magnet , Magnetron, and spark plug. First yellow Led is first state (Fire) , the red Led is 2nd state with relay switch on that shorts ignition to ground BEFORE magnet reaches T.D.C.  Then next passing point is reset back to first state fire. The other guy on Youtube who built his soldered type circuit years ago has my same name Russell. His board is similar to mine - not copied. I designed it myself. Plastic board put in miniature vise with strong lamp and use needle nose pliers. With 9v battery use, I design small circuits with 2 ma type, .002A led's. Most Led's are 20ma  .020A. The battery lasts longer, but those are expensive and are special order. You just change the resistors. Of course, 2 batteries can be put in parallel for more time. Yes, I'm still working on the S1R9A9M9 system.  'Questions?

Hello,
Have you ever tried to start?
Greeting

Nathren talks about use of the "magic relays" as associated with the 400Watt Inverter DC output to spark plugs. The car engines, - 4, 6, and 8cyl engines all use one dual coils relay per cylinder. Sealed Bakelite relay is under vacuum with many sets of internal contacts.  It has to do with interference with timing of ground connections under use. I originally thought it had to do with generation of 100v back EMF to add to system. Now of course, it means the original circuit diagram was wrong, - needs full wave DC 110v not half wave DC of 35v DC.

New configuration of S1R wire coils assembly from 2008 turns out to really be electromagnet providing extension of timing for mower engine running on water to hydrogen from spark plug electrolysis. It also provides required magnetic field over plug wire , down to plug electrodes. Special wind of 3 wires as - #14 , 7t 90degrees over 5 turns Hi V cable, 13 turns #14 over steel core and Hi V cable. See photos on Internet. The original S1R9A9M9 (2 )You tube videos showed Inverter box in background, not hooked up. That green 400Watt box was the same one normally used with the several earlier car engine conversions. Statement said it could not be used with 4 cycle mower engine. The real reason of this, was that the SiZE of box could not be hidden in hole of cement block with engine shaft. (A smaller 300Watt unit was used.) This smaller box fits cement block hole. The other plastic deli tub of parts, hanging on side of engine, was also painted over so we could not see in. Therefore the 3 technicians did not want to reveal all their technology from 2005-2019. Part of DC current , supplies the primary side of inverter , while several amps dc runs the electromagnet. Battery start. Battery fully removed. The circuit then ran on the dual type alternators with max 15 amps output DC, after rectification. The high resistance of salt water at plug tips requires about 100 volts to get current to push through.The cars used 6-7 Peak amps at low duty cycle. Nathren used 10 amps PEAK DC as about 1 amp average current.  See videos with Briggs 18HP riding lawnmower engine on cement block running on water flow to carb. Self running using Hydrogen gas + water vapor pressure. Low power of course but works.

I am currently collecting original tech statements for my new file folder on JUST readings from Nathren, non technician,  and Son as technician also same name Nathren. Father signed in on forum as S1R or S1R9A9M9. The son signed in as Nathren. You can tell the difference in the writing quality. Not using statements from other technicians. Data has to be from the horse's mouth.  Mr Ed could do better. Two views on this was (1) Hydrogen generator at spark plug from using Briggs dual alternators power after 18HP Briggs engine up to Idle speed.  10 amps flow current direct from alternators output.
(2) Special circuit applied as RESONANCE between the water capacitor at plug gap + L coil Inductor in series as being equal and adjusted, to the input AC alternators frequency at idle speed RPM. The Magnetron as negative high volts out goes through the S1R coils assembly and fires an accessory spark gap and connected to ground through the outer extension cord with end plug breached. There is over 100volts formed on low voltage side of S1R coils by leakage inductance intentionally made. You already know that. The 100v and alternator AC is applied to the "cell" spark plug gap of salt water capacitor.

The Briggs plastic ring alternators have the opposite end of magnet wire grounded on bottom side of ring to the engine casting top. The bottom of spark plug is grounded the same to casting. I was guessing both ends of output wires put together to get 10amps from 5 +5 amps. One line going to plug, and casting travel for the return to opposite end of ring 2 wires. The brown extension cord becomes the usable ground for any other spark gap in the deli plastic tub hanging on side of 18HP.

The original 2008 Youtube video from "the Smack", - man that looked over the wild claims, said that Nathren mentioned resonance phenomena using coil + spark gap resonance. The idea was that the resonance allowed for fast expansion of polarized NEGATIVE water vapor as over charged with electrons. The molecules repel each other. Process happens at lower piston travel under change of compression, at late timing ATDC. So......... The AC power flow is through low voltage side only , through the inductor adjustable, and to the salt water capacitor spark plug. The extreme high volts not needed. My old file on this method I had labeled "Induction type power supply" Diodes cannot be used as stopping any resonance.
My current problem is figuring out how engine was originally started / fueled in 2008, to get to IDLE speed since there is extremely low volts and current from alternators at time of engine cranking, at lowered RPM of flywheel and 12 magnets. The temporary Battery DC, before being disconnected in 2008,  has power and needs DPDT relay ac vibrator buzzer with frequency adjustable by capacitor used, to make AC for starting purpose. The on/off dual sets contacts pass the changing direction current. A low frequency transistors INVERTER would work also at 13-14v AC. The transformer 12 to 14 volts AC may need to be hand wound. The Inductor would be sliding adjustable inductance bolt inside plastic tube as wrapped with magnet wire.

I did an outside test of old push mower engine using PVC T fitting and hose connected to carb. Center stuffed with metal screen and filled with CARBIDE STONES. Poured water on stones. The engine started fine and sounded just like gasoline engine. The acetylene gas formed pulled into combustion chamber by manifold vacuum. I wonder!............. Tell me that you read my message.

Proof That Nathren's Briggs Engine Had Dual Alternators!!!


    You Tube Smack investigates claims of S1R9A9M9 time  6:03

Briggs 18HP has alternator cable hangs down behind starter motor and oiling tube. See cable against metal casting, see white 2 piece wire connector, and 2 wires there.
Long time back I directly asked Nathren about engine serial number to get capabilities such as alternator. He flatly denied that it had alternator under flywheel. He even said there were no magnets under flywheel. He started protecting his + shop technicians invention.

Update Briggs Engine Ran On water In Carb 2008

More data has unfolded showing that the 2 successful demonstrations of 18HP mower engine of 2008, had been using bottled water drawn into carb in a "vacuum" condition of engine intake , as being made more volatile to external media. The increased ignition volts to 24kv was applied to spark plug that has magnetism present from electromagnet. The impressed magnetic field of S1R9A9M9 triple wire coils on plug wire forms a required late ATDC timing of Briggs engine. There is a time delay again because of opposite reversed flows of power through the coils. Positive low v 13 turns to negative ground for electromagnet at the tap, and the connected 7 turns hooks to TOP OF PLUG, (Ground when fired) and positive ground ignition jumps upwards. The negative ignition has electrons going into the water mist changes to molecules of negative ions that repel each other and form pressure to push piston , along with small amount of Hydrogen at spark plug that fires also. The main energy came from the beginning car battery that was completely removed after start mode. The on board dual alternators provided either 10amps AC or 15 amps full DC for use , so as engine self running. The 300watt Inverter was not used.

Mentioned also from old documents was resonance between the water cell of spark plug water capacitance with inductor coil as resonant frequency equal to the input frequency of ring alternators. 3uf across alternators would make them equal. There are 12 permanent magnets to run alternators under the flywheel going around .

There was a university lab test done years ago that proved the notion of ionized expansion of water vapor to pressure. It also works with discharge of high v capacitor into water with resistor RC time constant. It has to be in milliseconds, not microseconds. The test chart showed that at certain resistance in series the BLAST outward was more than the input power and verified.

 1978 Chevy ran 3000 miles on 18mpg water in carb

Conversion was done about 2005-2008 on Chevy V8 1978 El Camino . Water in carb allowed about 3000 mileage at low power, 18mpg, before putting in storage. The 400watt inverter provided pulses about 7 amps at 110v DC to form Hydrogen fuel at spark plug along with water vapor pressure, that aided the piston pressure. Lots of people are not aware of this. Web site shut down. Data on internet about S1R9A9M9 work with car engines and the (2) You tube videos of the Briggs 18HP mower engine running also on water in carb. Battery start. battery removed. The lawnmower engine ran on the alternator electric current from the dual alternators and 12 magnets under flywheel.

For small power output generator, the ratio is 5HP for engine to 1 HP purchased separate electric generator so as keeps running with electrical loads. Adjustable EGR applied also increases efficiency with the Nitrogen added back in.

What is this stranded copper wires thing sticking out from black electrical tape? Comments needed. I thought it was a THIRD wire going to resistor to ground to operate battery DC electromagnet, that was snipped off. A wire cut usually cuts through insulation + wire same time. A connection has to go to ground to operate the coil. The red + gray wire has ends insulation removed and then covered with spiral wrap black electrical tape. With meticulously careful wrapping of tape, I don't see how a section could be overlooked as just 2 wires only. The whole assembly was pulled up from its base holder after the other ends were disconnected. - (2) #12 copper solid , #14 gray stranded, and one end #14 Red stranded. Do you still think that the tape width could hold 3 bare #14 wires? Do you think that the copper colored strands are actually part of the RED wire , and when the unit was pulled up, the red wire was still there, and pulled out of the tape, AND THEN SNIPPED OFF? After stripping wire ends, they are supposed to be twisted together. If left straight, then could the last wire be pulled so that bare coppers are showing?

The DC generator is mounted under flywheel of all Briggs riding lawn mowers engines. The 2 AC wires extend to rectification to recharge battery or provide power to extra circuit. The flywheel contains 13 permanent magnets. 12 for the generator and 1 for the ignition. No input is used to run generator or ignition other than turning crankshaft. When hydrogen gas fuel is made at spark plug , the engine starts running. The battery was used for the starter motor only, then completely shut off. Power to make electrolysis is then coming from generator at idle speed. Salt water is allowed to flow into top of carb from hose + bottle. Diodes needed to get DC to make low efficiency electrolysis of water. Fuel gas forms at tips of spark plug and fires same time. The added wire coil changes the timing ,as is needed with hydrogen. The spark plug receives what is called pulse PEAK DC current as about 10A. Spark plug was changed to Champion QC12YC at 125 ohms , rather than original 4000ohms resistance. They also come apart to remove resistor to get a Zero ohms racing plug. ( copper #12 wire segment replacement)

You can verify an old used engine would just run by adding 70% alcohol, or acetylene gas from carbide stones + water added, and also Ether spray into carb. The sound of Nathren's water engine on hydrogen sounds like a water pump. Youtube (2 )videos by S1R9A9M9

Use for those pesky one use throw away plastic flash cameras.

You can make a pop gun from firing capacitor into salt water in a large plastic syringe. The plunger will shoot out + hit the wall. Electrolysis of water for Hydrogen gas and fire same time. Insert 2 screws close together at the compression end of syringe with water. Keep the whole board. Use battery to run the charger circuit for the capacitor. (Use instead of lighting up a flash lamp.) Man from Philippines did this awhile back.. Another man discharged 500uf capacitor charged from several hundred volts supply, into mower engine spark plug. Salt water was put on end electrodes. When fired as electrolysis, it forms hydrogen gas and fires plug same time. His engine crankshaft turned over one revolution. Bench test was repeated. There are regular electrolytic caps and also whats called photo flash type which are called low ESR. These type discharge faster, less internal heating, and release more energy in one blast.
The Horvath US Patent showed how to run electrolysis cell on capacitor discharges which ended up as 30v + 200 pulse amps to electrodes in electrolyte, at 10khz.. Full schematic and parts list. Car ran on water.

Reference  Aug 27, 2008  Waterfuel1978 Forum

Briggs Magnetron with triple coils assembly, inductor,- used with standard Ignition coil bench tester. Daveand5 noted the leakage inductance crossover voltage 150v to the low volts side. When wires hooked up, the Briggs 15kv coil gave out an unusual 40kv. Range switch on 50kv. He noted also the plastic tub holder had helped raise up voltage. He suggested increasing the 2nd and third coil size for further change.

After reading this paper over considerable amount of time, I recently got the idea of COORELATIONS. I did this years ago with other subjects, and it works. If you do some bench tests and note 4 outcomes, but only mention 2 or 3 to others over long period, the people still have questions. The originator may deem it not significant to talk about.

Based on these other COORELATIONS I find that the Georgia people neglected to tell of ignition major voltage change, when firing spark plugs with the new S1R coils assembly.

With the S1r coils having reversed source flows of power, there is inherent designed in interference placed on the spark cable-bare wire. This we already know forms longer on time of spark ATDC and mild magnetism at tips of plug. The Georgia techs failed to mention about increased volts firing the spark plugs. They called it boosting the ignition cable by adding more current. Volts + current are 2 different things and by different methods. Inverter output current and magnetic field impressed.

(1.) The plastic deli tub holding the S1R electrical wiring acted as a capacitance for aiding the increased voltage of output. We know the general DC power supplies use a filter capacitor after the diodes, that raises up the end volts.

(2.) The 2008 bench test indicated an abnormal change of ignition volts going as to 40KV.

(3.) Nathren said the earlier 60 turns coil over plug wire test on fender of car engine formed magnetic field that fired spark plug in air with white/blue ball flame blast. Under compression it is stronger.

(4.) Nathren said that the Briggs 18HP engine tests with S1r coils gave higher output voltage than the car engine ignition coils.

Therefore, because of correlations, it is my contention that it is normal for our S1R windings coils to increase the Magnetron high voltage to a much higher range for firing saltwater solution for successful running a water engine.
Put that in your pipe and smoke it.

Most people don't take the time to read all messages on subject. They don't like long paragraphs. There were 2 demonstrations back in 2008 regarding mower engine running at idle speed on salt water. The battery supplied amps for start only. The idle RPM dual alternators supplied up to15 amps for conversion circuit. Alternators + ignition self running by 12 +1 magnets and crankshaft rotation. . The Ignition coil on a Briggs engine is called a Magnetron (with SS trigger). The S1R coils assembly does 3 things. Am ample increase in high voltage, extension of timing from TDC to -34 degrees ATDC, and applying mild magnetism to spark plug electrodes. The added Inverter box supplies additional power 120v AC to DC , about 10Amps Peak pulse Amps to spark plug. This circuit was used by the tech people on all the earlier car engines tested . Those used also a special relay per cylinder. The S1R coils replaces the unabtainable obsolete 60 cycles  traffic signals control relays. Approx 4A to electromagnet coils over plug wire, and 11 amps to primary side of Inverter,  for 15 A Max 12-14v DC from alternators full wave DC. The mower circuit also used an inductor of 1.75millihenry , and extra required spark gap. The plastic housing had room for 1 relay . There was talk about the relay  diode joint with high volts entrance point forming Radiant Energy that may have increased conversion efficiency. The Vacuum sealed relay stops loss of RF in ambiant air. The salt water and 120v DC at plug forms hydrogen gas and fires same time. (spark plug electrolysis) There was also water vapor pressure contributing to the piston compression. There are several US Patents on same thing, going way back in time. Low engine power output but usable, as for instance operating an electrical 120v AC power generator. The tech people said a higher HP engine required by ratio to add a generator requiring certain HP.  Ohm's laws still in effect.

This message is in regards to the Georgia conversions on the earlier 4,6, 8-cylinder engines used with mineral water. The shop had worked on hundreds of adjustments for years , trying to get it right. They talked about surging, rough  engines, and some actual improvement came when it was Nathren (father) who was the only one who noticed about EGR being used on the better running engines.
I had made up a list of possibilities of minor changes that I had never submitted to them, possibly they never thought of.

Today I wanted to tell you about one of those on the list. The Georgia techs used the same Inverter box on each car with the matching relays per cylinder, to make use of the inductors and diodes. Now,....... There are several types of Inverters 110v AC output. (I prefer the 220v units as diodes bank loses about 10 volts)

There is the low frequency 60 cycles as modified corrected sine wave (square waves).
The 500W 20khz high frequency open board China Inverters with multiple outputs.
The 500-600W 60 cycles pure sine wave circuit Inverter unit.

Why this is important is because Inverters also give a specification for Peak, temporary current under 40% duty cycle. Such as 400W to 800W with an associated peak amps pulse current. The cheaper quality Inverters are mostly modified sine wave. What that means is, not quality repeatable same peak current in fast pulses. It is now assumed that the Georgia techs needed to change their input power to Pure Sine Wave , more costly Inverters. It has to do with type of electrical load as resistive, inductive, etc. They had never , over the years finally corrected the engine running problem. Also, source to purchase exact special relays never found. They had been using the Green Inverter box Power On Board 400watts, modified sine wave, 12vDC to 110v AC.
I have an array of different Inverter boxes collected over time.

The shop in Georgia had converted several cars , as 4,6,8 cylinder  engines on mineral water. They all had standard alternators. The one most talked about was the 1978 Chevy ElCamino V8 running on mineral water. There was a separate 2nd battery used to run the Inverter box . The alternator charged both batteries with diode isolation box. For off idle power, the main jet in carb is re drilled about 33% larger.  The car reported to get 18MPG water, but after later reusing some of the waste exhaust drippings, the mileage went way higher , due to the addition of Nitrogen embedded in the expelled water. Smother running engine also. The other v8 on engine stand was running electrical power generator 24 hours always on. The regular alternator recharged battery, and the GENERATOR provided free electricity for work shop.  Data taken from the now shut down web forum. Spark plug electrolysis for hydrogen gas + water vapor pressure.

The DC generator is mounted under flywheel of all Briggs riding lawn mowers engines. The 2 AC wires extend to rectification to recharge battery or provide power to extra circuit. The flywheel contains 13 permanent magnets. 12 for the generator and 1 for the ignition. No input is used to run generator or ignition other than turning crankshaft. When hydrogen gas fuel is made at spark plug , the engine starts running. The battery was used for the starter motor only, then completely shut off. Power to make electrolysis is then coming from generator at idle speed. Salt water is allowed to flow into top of carb from hose + bottle. Diodes needed to get DC to make low efficiency electrolysis of water. Fuel gas forms at tips of spark plug and fires same time. The added wire coil changes the timing ,as is needed with hydrogen. The spark plug receives what is called pulse PEAK DC current as about 10A. Spark plug was changed to Champion QC12YC at 125 ohms , rather than original 4000ohms resistance. They also come apart to remove resistor to get a Zero ohms racing plug. ( copper #12 wire segment replacement)

You can verify an old used engine would just run by adding 70% alcohol, or acetylene gas from carbide stones + water added, and also Ether spray into carb. The sound of Nathren's water engine on hydrogen sounds like a water pump. Youtube (2 )videos by S1R9A9M9

The mower ignition coil has a lower high voltage output than car engines. I was collecting data on various means to increase this. The unusual modification of upside down old style armature magneto, (not magnetron), allows for positive high volts , but at a lowered level, since they are all type called autotransformer, with 3 terminals. I noticed on the modern Harley motorcycles the ignition coil was different. I purchased one $50, and examined it. The transformer secondary side is not connected to anything. Later, I found out the Briggs dual spark plug engines have either single or dual ignition Magnetrons. I purchased samples of the one with dual cables. One side cylinder fires negative high volts, and the other fires positive high volts. This is the best method to obtain positive only high volts ignition., at highest volts.without loss. One side hooks to ground.
Back in 2008, there was a circuit on Internet called the capacitor70 circuit for several purposes. I had the idea this was incorporated in the set up of 2008 You tube videos called S1R9A9M9 to enhance the process of running mower engine on water to hydrogen and electrified water vapor pressure as polarized molecules repulsion, pushing piston. The Cap70 circuit is similar to a C.D.I with PF capacitors firing separate primary of step up FERRITE TOROID transformer to increase high volts of car/ mower engine. Ferrite can saturate and has to be designed properly. Ignition is very low current flow and low duty cycle, and core should work. This also isolates the grounds of ignition and added power supply. The circuit however allows high volts to go through the low volts full wave rectifier to get to the spark plug. Not a good idea. I suspected circuit was used in the S1R9A9M9 successful video demonstrations. 2 people indicated it worked. I am presently hooking up to try this on parts and UU ferrite core set mounted on wooden board. U cores are easier to wind, and have the same proper full contained flux path., not like open rod core.  500-1000PF , several caps in series with total voltage tolerance and ferrite core 1:3 step up windings. Resonance of L + C high frequency runs secondary side wound with #16 gauge ignition cable. Experimenters have to keep the grounds separate of the Inverter  + ignition, and battery ground. I did a lot of study research before buying parts. Minimum 24KV and pulse peak 7 amps required ,- not average amps.

On another note,.....The Briggs brand lawn mower ignition coils have one for a 2 cyl. engine. Those engines DO use either 1 or 2 ignition coils for twin cylinders. I found out , that the dual cables type, single Magnetron coil, is NOT An "autotransformer." The autotransformer has 3 terminals only. The special dual cables type Magnetron has no connection to the PRIMARY side. THEREFORE, 4 TERMINALS SEPARATE. You can put one secondary cable to ground and then get FULL POSITIVE HIGH VOLTS OUT! This is a pulse output circuit, not an AC circuit. Conversion fuel circuits wotk better using positive high volts through spark plug to negative ground. You can get a similar modern Chinese model on Ebay, for less money.

Study S1R9A9M9 conversions from 2005-2019. Internet data and shut down web site Waterfuel1978 Google Groups. Zero ohms Spark plug firing water solution with > 100volts DC at peak 7-10 amps pulse , at about 1-2 amps average DC on scope. DC to AC Inverter secondary side 120v - 220v AC to DC. See the 2 You tube videos . Tiny plug electrodes require higher volts!. His 1978 El Camino got 18mpg on just water in carb. Must have EGR to get the Nitrogen embedded in the exhausted water reused. Georgia work shop had V8 on engine stand with power generator making free electricity for shop. Inventor helper Nathren, revealing the data on web forum was arrested and jailed for pornography to stop the technical data. . Hydrogen + Oxygen gas evolved and fired along with pressure expansion of water vapor of repulsing polarized water molecules. (Brown's Gas) The vacuum in intake manifold causes VOLATILE action on water so as subservient to further actions ionization. His Briggs 18HP mower engine with water bottle and hose to carb, shown working using parts in plastic tub on side of engine , such as inductor coil and electromagnet to change to late timing ATDC.

 Hydrogen + Oxygen gas evolved and fired along with pressure expansion of water vapor of repulsing polarized water molecules. (Brown's Gas) The vacuum in intake manifold causes VOLATILE action on water VAPOR so as subservient to further actions ionization.  Currently I am duplicating the original circuit with small mounted Briggs lawnmower engine, similar to his on You Tube video. Radiant Energy may be involved from the original sealed vacuum chamber relay coils and diode interaction with high voltage pulse.  (on/off/on diode)     R.E. not escape to ambient air , so as follows circuit to spark plug tips in chamber.  The Georgia technicians called them the "magic relays" The new ones they used in all the engine conversions, one set dual coils relay PER CYLINDER,  were replacements for the Georgia electric pole boxes for the traffic control lights 60 cycle , - green + red 6v bulbs, now obsolete as changed over to solid state. Years ago, I had found 2 messages that told of positive engine conversion using the S1R9A9M9 technique with spark plug and S1R triple coils electromagnet. Of course you know that 500uf capacitor charged to several hundred volts DC will discharge to plug with salt water solution and revolve 4 cycle small engine. But that's not the S1R method. The unit like that called Aquapulse was sold years ago.

 Mower engine Ran On Hydrogen From Water 2008

Another update conversion parts. Made replacement for the original Georgia special Relays they used back then , as vacuumed box chamber with 2 inductors, diodes and Tesla magnetic spark gap. Radiant energy to emit from 2 points. Inverter to DC power supply also completed + protection diodes bank + P.W.M. controller. Just finished the water tank processor with tiny bubbles air pump and magnetic polarization of plastic water line with neodymium magnets. Easier to extract hydrogen with electrolysis with H +H +O as polarized with the 106 degree angle shifted to 108 degrees.These are improvements to the conversion done back in 2005-2008.Engine casting insulated from bat neg , so as no interference with expensive Inverter box pure sine wave. Ignition changed to positive High volts only. The Briggs engine has no adjustment for timing , so as the S1R9A9M9 electromagnet provides field over plug wire as going up to late 34 degrees ATDC. The shut down web site had no replacement for the relays , so no completed circuit was released to the public. Took me 3 months to get the sealed box configured. Ohms law formula always used. The 6 stage project nearing completion. Manifold vacuum action causes volatility of water vapor and with the polarization, forms vapor pressure that aids the hydrogen combustion pressure. (Browns gas) The required embedded 78% Nitrogen added to water aids the Hydrogen burning process. It's also in the exhaust gases, - "EGR" The S1R9A9M9 method of spark plug electrolysis had several cars converted , lower power output , of course, but only Briggs engine was put on video. The shop tech's kept their own records, only Nathren put data on the web forum that I copied. In the 2 You tube 2008 videos, the engine was started with battery, battery removed, then the dual alternators under flywheel ran the circuit. Check out what a water engine sounds like. Questions?

 Mower Converted Water/Hydrogen

Those engines converted in Georgia 2005-2008, as I said before, had used electrolysis at spark plug at over 100volts dc for the hydrogen generated, but had also used BROWN'S Gas. Some people don't know about that. With a pulsed type DC power supply there is an electrical charge put on water vapor that also produces pressure due to expansion of like polarity gas. Both together form the piston pressure that runs the engine. The circuit also used Radiant Energy from the vacuum chamber Bakelite dual coils + diode that enhanced the reaction. The dual alternators on the mower engine ran electrical circuit on the built in 12 magnets providing AC when shaft is turned. The converted car engines used 2 batteries with alternator charging both during driving. Later, It was found that EGR Nitrogen added to engine increased efficiency further. Tech data taken, copied, from original web forum , now shut down.

How To Increase High Volts Of Lawn Mower Ignition Coil?

I ran across recently a statement made by Nathren long time back,  in Georgia, from the shut down tech web forum. It was a reference to the use of very mini Tesla Coil in conjunction with the Briggs engine Magnetron ignition.  This would provide Radiant Energy, and increased voltage to spark plug. The old forum said that the technicians noted a higher voltage on the lawn mower running engine than the conversions done on car engines. for water to Hydrogen spark plug electrolysis with resulting self running from the 12 alternator magnets. 2005-2008.
No core miniature air core wire wound forms were called Color TV Delay Lines ,- magnet wire on cardboard tube or the smaller radio coil RF inductors. The R.E. would be and aid to the conversion.

S1R9A9M9 18HP Briggs riding mower engine ran on water 2008

I rebuilt another S1R electromagnet, as to be able to reduce input current from 4 A to 1.5A. Has to do with doubling number turns so as the magnetic field is same with 1/2 current. 39 turns now for 1.5 amp draw. Direct proportion of turns to field. Remember that we are using the power that would be associated from Briggs alternator as 4A + 11 A for max 15A capability at idle speed.

My other (same) S1R coil was put inside my NEW much larger vacuum chamber with many pin terminals , so as can have various connections for various purposes. The Briggs is factory set timing, so as the VARIED power resistor with coil allows for varying magnetic field for tests. The 60 cycle inverter box as pure sine wave will be used with push button single pulse , and then later with regular on time running of power supply. The 7A Peak pulse will be read on the ground return side to Inverter DC with VOLTS SCOPE fast reading over 1 ohm metal resistor. 7 volts read is 7 pulse amps. E / R = I . Currently finishing up the 6" Carlon larger box and smaller 4" box. Both include the Tesla magnetic spark gap. I am assuming release of (2) radiant energies inside Vacuum box not escaping into Ambient air and following the wiring and inductors to spark plug. High V enters exact at cathode of diode in-between inductors. I really like the heatsink/fan assembly being sold as obsolete from old style computers. The dell unit is way cheaper than purchasing separate sink + 12v fan. Hole drilled in center for mounting MOSFET pass transistor. Complete cheap modules available for preset frequency + duty cycle control. Inverter is 220 v with separate adjustable module for reducing AC to about 130v AC. Then full wave rectifier. Has 2 protections for power input inverter using 15kv diodes bank with vertical blowing fan, and no battery ground hooked to engine metal. (Starter only) I have choice of + or minus high volts at full level. I also installed new water delivery system as upper tank with CERAMIC type TINY TYPE bubbler with DC air pump to get Nitrogen embedded water, and neodymium magnets along length of water hose to carb. (polarized water separates easier) Alum square tube holds strong magnets in place with interior tubing.

The original 60 turns coil test in Georgia was the prerequisite for the S1R coils. No photo, The circuit showed that ignition cable could be INFLUENCED by external magnetic field. The S1R coils served several purposes. Nathren just wanted a cheap method of doing it. He said the magnetic field quit only when plug fired. 2 ways - ignition pulse intercepts diode in Magic Relay shutting off low volts, and ignition volts causes interference in S1r coils other low volts side.

Vacuum boxes contain S1r coils, magnetic gap, 2 inductors and diodes. A second spark gap in series is required to keep spark plug working with water solution.

Push button for initial test of moving piston. Self-running engine requires revolving, so as there is a FAST much-lowered compression at bottom of stroke , affecting water to water vapor , then as susceptible to further influence. There is to be also polarized water vapor repelling, and increasing piston pressure.

Set up now has a different smaller Briggs 8.5 HP engine that has a starter and plastic ring changeable alternator. Just purchased cheap flywheel that has the LARGE magnets for the alternator for more current output. The use of Aluminum ring gear on steel flywheel allows for use of plastic small gear on starter. COMPLETE ELECTRICAL ISOLATION for the expensive China Inverter box.

Long time back I made failed sketches regarding diodes protection of the 400watt inverter that was used on cars conversions in Georgia back at that time. It BUGGED me that the system still was working after 3000 miles on chevy car. My recent clipboard drawing with erasable ink pen finally showed promise.  I knew that somewhat similar set up had to be on the Briggs engine. Here goes, — The starter position of car switch provides 12v to ignition coils. The plug gets full 12kv high voltage. When key running on position , there is a ballast resistor that puts 6volts worth of high volts to ignition coil.  Now it's 6kv firings. The Georgia schematic on the web forum Waterfuel1978 @ yahoo.com showed only 4 possible diodes  following the Inverter box. That's about 3200V protection. Two in the bridge rectifier1kv + 1KV and 2 in the circuit as 600v each.  The bridge rectifier was not shown. Remember , the technicians in shop did all the work, Nathren father was non tech person. He only looked over the shoulders, and reported work done on the web forum. As resistors add up in series to input resistance, spark gap voltages in series also add up to beginning high volts. The Chevy distributor with spinning ROTOR provides the first of 2 spark gaps. Loss of 3KV. So now, there is about 3, 200volts protection against 3000volts ignition final voltage.

The second thing going on is that the spark plug AIR gap of high resistance is way reduced , due to the water solution. Less high volts is needed to fire plug. The project viability has gotten way higher.

The main energy power supply as DC is required to be minimum 100v or higher. Some guys used Inverter 220vAC . This is because the volts input to water solution is WAY REDUCED by 10 TIMES.  220 becomes 22. 110v becomes 11volts. DC low efficiency electrolysis requires minimum 3 volts. (You can't use 12v going to 1.2volts through water solution) Current gets reduced way down , due to tiny electrodes specific area of plug tips. (Not large plates in water)

Zero ohms resistance Champion / Autolite spark plugs pass the needed DC current as 2.8A average or 7 Peak Amps on scope. The circuit resistance by OHMS LAW requires volts divided by certain resistance to get the 2.8A.  The circuit diodes reduce the 110v down, then the 10 to 1 reduction , so as the Relay resistance in series was total 1.2ohms at about 10volts DC. Close enough as 8A, to make Hydrogen gas and electrified water vapor pressure.

The system had been enhanced by the radiant energy provided inside the relay by the high volts against the diode cathode inbetween the 2 inductors. The R.E. Follows the wires to spark plug. One set double coils relay per cylinder. That's why they were called the "Magic relays".

I refer you to the old documents you read long ago about the Engineer             
Who had US Patent on the added diode circuit to regular CDI ignition booster. The main discharge capacitor has LEFT OVER volts charge after firing Primary, so as the balance 50v 1ufd cap discharges balance through microwave blocking diode to high volts side. The loud SNAP at spark plug was aided by what he called the front side Capacitor.  You can also use his Back Side Capacitor as high volts PF capacitor across the spark plug. The PF gets quick first charged by ignition, then when ignition then fires plug, the added energy makes extra snap energy , as called PLASMA SPARK.

I believe that the Briggs engine could have used the other, Tesla added circuit as ignition voltage booster, but would have needed way more diodes protection, that greatly reduced down the final needed low volts, to get the required amps.
I did recent bench tests regarding back side capacitors , liked the 20-30KV Blue ceramic capacitor as 1000PF- .01uf, - good snap noise. This design added is dangerous , and can put you on the floor. This simple method to get Plasma Spark that THEN allows the main amps to go through spark plugs. A plastic tube with insulated wire is necessary to safely discharge that capacitor before putting in the fingers.

As per my previous messages, I found out there are 3 types of Inverter boxes - square wave, modified square wave, and Pure Sine Wave types. Georgia people used the wrong one and always had uneven engines running, but they did run. Electrical loads that include 1.75mh +1.75mh, Inductors must have pure sine wave energy.

To further isolate the main Inverter box from shorting, on the Briggs engine, the return line at bottom of plug goes directly back to the Inverter terminal. The  battery neg, is not connected to engine casting. You don't want 2 grounds together, inverter secondary DC neg and battery neg.  The starter motor has the battery neg only. . The starter is electrically insulated from engine using nylon plastic bolts and washers. Lots of guys long time back had burned out their expensive Inverters with shorts. (neg to neg) Of course you can use 2 separate batteries.

Happy New Year, russwr! Thank you for your detailed sharing! 
Wishing everyone a Happy New Year! O0

This video is an offshute of the earlier car engine conversions of spark plug electrolysis in Georgia . It is assumed, the same method was applied to the lawn mower engine here. The plastic tub holds the electromagnet putting field over plug wire to retard the timing , for use with hydrogen gas. Also in there is the dual coils relay for use with ONLY the interior 2 inductors and center diode. It is believed the vacuum sealed relay forms RADIANT ENERGY that benefits the firings. RE not escape because of no air, and follows wiring to plug. The 110v AC to Dc inverter (hidden in cement block rear hole )  sends 7 amps peak current as 2.6 amps average DC current through zero ohm Champion spark plug just AFTER the high volts pulse. The Magnetron trigger is aided by an added on, put together Patent TESLA small circuit that increases the Primary back emf , so as the secondary side gives way higher ignition volts, about 24KV as needed. Lawn mower ignition needs to be boosted up as equal to auto ignition coils. Uneven engine runnings during 2005-2008, was allieviated when adding in EGR for the Nitrogen content. Also the Inverter box should be changed to pure sine wave type,- not modified square wave type as commonly used, as not good with inductive electrical loads. The Briggs engine was self running on the ring , dual alternators under flywheel. The small flashlight battery pack for the ignition modification only used milliamps. The large car battery was only there for the starter motor, then completely disconnected. Low power conversion, but 18HP shown as working. The green Inverter in video background was broken and just left in video. That's why man said inverter WAS NOT USED in the 2 successful 2008 You Tube videos of S1R9A9M9.

Update!
Data was finally found , about how to increase ignition volts on mower engine with SS Magnetron. It was a small parts set up from a Tesla US Patent. Yes, it adds a small  inductor coil, diode, condenser, (capacitor) and wiring. One guy tested this and got 40KV on 50KV scale of ignition tester box. . Mower coils are usually 6-15KV . The conversion to Hydrogen requires firing at minimum 24KV or higher, for setting up the small plasma conduction path for the forthcoming heavier current to spark plug. Nathren in Georgia , about 2008, had said statement about implementing small Tesla circuit. This is in reference to the 2 Youtube videos of running 18HP Briggs engine on water in carb, - to hydrogen gas of spark plug electrolysis. There it is. There is Youtube video showing the bench set up to increase volts. My power supply on wood board is now complete for bench test of engine this spring. 7 amps average current from large wattage inverter box, but used on 17% dutycycle., as flywheel goes around  per cycle.Their engines in Georgia did run, but unevenly, and they never figured it out why. They were using the wrong type Inverter box of 3 types. Inductors, as part of an electrical load require a pure sine wave  type inverter . (2 inductors in relay) The secondary 110v side ALSO needs #gauge wire capable of 7 average amps flow. We know they had a 750watt Inverter box. The green 400W box was broken, and just left in the 2 videos as a distraction, cables not connected.. About 4 amps for the S1R9A9M9 electromagnet and about 11 amps for the inverter input side. Nathren said conversion took about 15 amps. THAT is max capability of the dual alternators on the Briggs 18HP engine. Main large battery is disconnected., after starter used. WHAT NATHREN PROBABLY MEANT, WHEN HE SAID THE ENGINE WOULD QUIT LATER  WHEN BATTERY RAN DOWN, HE WAS NOT TALKING ABOUT THE DISCONNECTED CAR BATTERY. . HE WAS TALKING ABOUT THE SMALL MILLIAMPS USE BATTERY FOR THE ADDED TESLA CIRCUIT BECAUSE IT REQUIRES A  DIFFERENT BATTERY GROUND , SO AS KEEPING THE MAGNETRON WORKING. The side tab terminal on Magnetron is normally used to shut off lawnmower, by grounding the tab. A different flashlight battery pack has a different ground. What happens is, there is an increase in the back EMF of primary side, so as the ignition is raised up higher.in kv.

Nowadays, I'm doing the investigation of the lawnmower engine converted to run on plain water in carburetor. Spark plug electrolysis for Hydrogen gas , with self running engine. Why? because the initial battery is used for starter, then disconnected. The ignition has no battery input, as the magnet on flywheel runs the Magnetron. The power for idle speed comes from the normal dual alternators forming about 15 amps DC with bridge rectifier. (12) magnets on flywheel power the ring coils, Inverter box is used , along with a hand wound electromagnet OVER THE PLUG WIRE to change timing to ATDC. Looks like 4 A + 11 amp. The web forum is shut down. 2005-2008. See his (2) S1R9A9M9 YouTube videos of running engine. The special relay used in series may have provided Radiant Energy as an aid, because the chamber is in vacuum , so as no air dissipation. 3 technicians and Nathren the father. Son Nathren helped with conversions of cars and  the Briggs 18HP engine. Small Tesla circuit for back EMF of primary of Magnetron raised up the high voltage also. There are many OLD Patents on water powered engines.The wife complained , as she wanted her 1978 El Camino V8 back that was converted , and on 18MPG water only in tank.  She divorced him, and the (8) relays were then put on a stationary shop engine running a power generator on water line only for free electricity for shop. Supposedly about 7amps discharge at the required 110 volts DC. Duty cycle about 17% - 34%. Tiny electrodes need 100volts and the water solution drops the voltage by 10 times. They called them the "Magic Relays" as that was the main help for the electrical circuit, using 1.75mh -diode-1.75mh inductor coils, .6ohm each coil. Source- Georgia power pole electrical box as for ac switching of Georgia traffic signal lights 6 volt.

 Research To Get Thing Done

I do my own research on a subject like you should, and do bench tests of parts circuits. Most Hydrogen circuits use a separate electrolyte cell with large plates/tubes. That allows for a very low voltage. Back in 2005 onward in Georgia, a workshop converted several cars as 4cyl, 6 cyl, 8 cyl and a tractor for spark plug electrolysis. These all used a special relay per cylinder as per PARTS, (not relay use) In 2008 a couple videos came out on the Briggs mower engine. I surmised, the same set up was used , except that a timing change retarded method had to be designed. Magnetic field from electromagnet extends spark time to ATDC. Because of the low duty cycle, of flywheel going around, the input power was low. The technicians and Nathren LATER changed their story , made lies, and misinformation came out, due to many guys getting hurt attempting their own conversions, and not knowing what they were doing. Data stopped , web forum shut down. Then there are others who don't believe in anything past the end of their nose. There are Ohm's laws formulas to apply, and Patented and non Patented methods to increase efficiency of standard, normal, low efficiency electrolysis. Seek and ye shall find. The turtle does not go forward unless he sticks his head out of his shell.

                              Source Derivation of Original S1R9A9M9 Triple Coils Assembly

I made up paper folders for the different sections of S1R project. Today informing you about the 3 main components of the mower engine conversion of 2008, and reasons why.  I'm going with the flow.  The technicians in Georgia work shop did all the tinkering. Nathren senior is a non technical person. Long ago, I was the one who told you about the Briggs on board Dual alternators, running on 12 permanent magnets. Nathren said there weren't any. I found photo of the alternators wire harness behind starter showing as being present. With car battery removed , after starter use, there has to be source of electrical power. Now it is reasonably assumed the new mower engine is converted same way as the cars, with Inverter + Relay. The dimensions of relay allow fit inside plastic tub sideways, with S1r coil.

The technicians had earlier did a test in engine compartment about a hand wound electromagnet. That was called the 60 turns coil test. I sent you paper on that. 20 amps battery DC current flows through wire coil 60 turns OVER PLUG WIRE with steel core with amp gauge and resistor load. When ignition fires, the gauge momentary drops to 12 amps. 60% balance amps in electromagnet due to the ignition line inducing reactance ohms into the low volts line. By viewing on their oscilloscope, the TIME extension of spark was realized.
Now, in general, the magnetic field is in direct proportion to amps current within the same LENGTH coil. So the maximum amps from alternators as 15AMPS DC full wave rectified is divided up for 4.4A SEPARATE electromagnet to load resistor to ground,  and 10.6 amps Inverter box primary side. Core steel nail or long screw was 3/16" at 3-4" long. 10.6+4.4 = 15 amps. So then reducing down the 20A to 4.4A is the SAME ratio 4.5 of winds. So 60 turns  / 4.5  = "13" turns  #16 gauge insulated wire S1R9A9M9 electromagnet. Put that in your pipe and smoke it!
The #12-#14 bare copper wire was used as a FRAME SUPPORT for 90 degree 7 winds. The idea was to cause disruption interference with the ignition coil Magnetron to form longer on time for use with hydrogen fuel.  90 degrees and the lower magnetic field. CORE STEEL ONLY UNDER !3 TURNS as the electromagnet.
I did bench tests with neon bulbs graduated meter showing transfer of 90-200 volts induction to battery side coils. Some guys in forum grabbed the ends of low volts wires and got shocked. I also determined that bare wire cannot be used as shorting, "tick tick" noise and flash  . This will cause uneven engine running. Insulated 16 gauge wire also shorted occasionally. I finally used 10KV white china high voltage cable to stop the shorts.
The conversion process needs an edge for efficiency. The car conversions worked, so to put it on video, the Briggs engine should work the same way. Nathren senior, shorted out the Green inverter box and left it in the videos. He said Inverter not used. Another smaller wattage unit was used for videos and probably hidden in cement block hole or underneath in ground hole. 100 volts is required for the tiny spark plug electrodes.
The Magic Relays, per cylinder,  most likely were  giving off Radiant Energy on each of the engines. High volts hits diode cathode . Diode shuts off. Plug fires, then diode on, releasing Radiant Energy. Data was from the alternate energy forum on Internet. The Relays perfect sealed chamber full vacuum allowed no dispersion of energy waves into air. The extra new energy follows circuit to spark plugs.
The triple coils is hooked up, through,  from one end to the other end. In that regard your Megatran drawing is CORRECT. The old Georgia forum stated that it was just easier to wind 3 separate wire coils, with joint. Based on my drawing scenarios, the numbers 5 and 1 line, 7, and 13 turns are correct. The field was to slightly only adjust for late timing past TDC to get about 7 PEAK amps. Longer on time in milliseconds, past about 15% duty cycle,  would lower the Peak pulse amps. The Georgia tech people said about 7 amps current was best for spark plug at about .080" gap , and the eventual slower eroding of electrodes. Please write back so I know you got my message.

Spark Plug Electrolysis Makes Engine Hydrogen

I pulled the papers out of my file, and wondered if you wanted to follow up on this. I know you had shelved this before, based on lack of input data. I worked on this off and on , and recently formed a new opinion of generation of Hydrogen gas and water vapor pressure of ions repulsion. The original relays used on cars before 2008 may have contributed RADIANT Energy due to no loss from the vacuum sealed chambers. Relay would fit in the plastic tub on side of Briggs engine with the S1R coils. Also, Nathren's original statements from 2008, NOW can match my NEW wiring diagram. The triple wires coils assembly does various things same time. When "Smack" went to Georgia address, after successful videos of running engine, there were parts LEFT OUT of the circuit. (besides the Briggs valves being rusted stuck) There is more data I have.
Uses of Nathren's triple wires assembly with steel core, powered by 12 magnets dual alternators AC 8amps: --Electromagnet that puts field on plug wire for extended spark time for use with Hydrogen. Passage of Ratio amps to the zero ohms spark plug and water solution. Transfer of Radiant Energy from vacuum chamber relay/diode to inductor and circuit. Also actual discovered new transformer effect of 1 to max 13 step up ratio for current by the CREATED SECONDARY side of one wire ignition side, by means of completed circle flux path using another wire to ground with passage + blocking diode!!! The Electromagnet with resistor to ground is also a transformer same time! (The one LINE ignition wire as #12 gauge is both now carrying the high volts and the lower voltage CURRENT same time to spark plug. Extra wire is the return line from casting ground as part secondary. His statements of the now shut down tech forum is now matching a circuit hand drawn diagram. The joint of 7t and 13T #16 gauge, has the extension wire point. Core is only under 13 turns and Ignition copper wire #12. Draw it yourself. You tube S1R9A9M9 2 videos Briggs Engine 18HP runs on water in ca

 Proof Of "New" Transformer On S1R9A9M9 Videos

The above recent paragraph of S1r triple coils as really a step up current transformer can be seen in snippets of 2008 S1R you tube videos as photos. The original s1r coils is shown on graph paper and can be enlarged to visually see the exposed copper frayed wires at the 3 wires joint of 7+13 turns with black tape. This is where it was cut , to remove the unit from engine after the videos, for purpose of taking photos. A simple knife cut is not proper, and can show frayed wires.
Also Nathren said he would later make video of hand winding a new coils assembly. He only showed a take apart video of original triple coils that was actually used on the successful running engine. You can compare the enlarged 1st photo of taped up joint with the unit placed on table later, just before take apart. The joint HAD BEEN REDONE to remove the 3rd stub frayed wire , with new black tape at different angle, so as public would not see it fall out. This stub was the section used for the secondary of transformer! Great news!

 S1R9A9M9 Reference Time Line Data Given :

​Important TIME LINE data here today, for the You tube videos of the Briggs engine that ran on water in Georgia.

June 24, 2008 summer. Successful 2 video demonstrations of 18HP Briggs mower engine running on water in carb. Son removes engine from shop and puts it in back yard with father on cement block with large holes for main shaft and other hidden items.. The shop technicians had reconfigured the water fuel system , not Nathren father who is not tech minded. ( from original web forum data sheets)

August 2008,  two months later. The back porch scene Georgia, Nathren father, failed attempt to run same engine on water in carb, with JUST S1R9A9M9 coils assembly and resistance lightbulb load on battery. Helper holds camera . PROBABLY NOT the son , also Nathren, since he was a technician who worked on designs in work shop with the 2 other technicians. Son would have known about all parts used on Briggs engine to run it properly.

"The Smack" two videos were on the later December 2010 at Nathren's property. He got donations for charges incurred for the 1000mile trip. Just another young mechanic guy who thinks he knows everything. Several common tests were not done with the Briggs engine at that time. Engine again, not running on water. Son not present.

February 7, 2011.  Nathren senior attempts to disassemble engine and discovers rust from engine setting too long , from 2008. Piston cylinder scored and valve(s) stuck.  This proves engine would not run from Aug 2008 + Dec2010.

Conclusion : Briggs engine not proven could not run on Hydrogen gas derived from spark plug electrolysis and water vapor pressure from repulsion of ions. Original extra parts such as Inverter + special Relay, alternators hook up, were NOT put back on engine for proper RETESTING, and would not have worked any way due to NO available engine COMPRESSION.

S1R data notes to think about , adjustment to Megatran. Final purpose as to see Briggs engine converted with mineral water in carb.
Recently going over Nathren's actual statements , as to figure what he was referring to, as really valid. Most likely found it. Never thought of it before.
First,- car conversions used Inverter box and "special Relays" + some Hydrogen gas , requiring 110v DC.

Second, -Mower engine conversion used Configuration of triple wires assembly with other small parts. Reference was for generation of piston pressure from increased ignition volts along with increase of ignition current, and repulsion of polarized water vapor ions, moving engine piston. Was said no Inverter nor special relay.

Mention of Tesla US Patent circuit to Magnetron primary increase back EMF volts to secondary side. Large inductor + capacitor added to circuit. This then validates the Dave+5 bench test done earlier for huge ignition high volts.

2008 Briggs engine video 1 had no fuel from carb float bowl since lower 12v solenoid valve shuts off orifice. The end wire connector not hooked up. Video 2 had no float bowl .

Original 4000ohms spark plug WAS changed to QC12YC as 125 ohm, that can be changed to zero ohms.

Several documents papers told of water vapor with repulsion ions. This is similar to Browns gas, - also called electrified water.

Statement that inverter was not used, and the shorted, broken green box inverter was left in videos as a distraction.

The strange missing ground connection had been found , as the plug was shorted on brown extension cord, so as a very long wire connects plastic deli tub to spark plug ground casting.

Nathren said the S1r coils was easier to put together with three wires instead of 2. This is where I lost the train of thought. He said the coils does work!. Some engines are wired differently. That's why 3 wires. If engine hook up one way doesn't work, just switch the wires around. (I forgot about that) THAT MEANS POLARITY REFERENCE. This is why it's important. The engine will start and run. There was no exact wording on everything. Today's notes may be greatly enlightening. Engines fire from positive ground or positive to negative ground. Nathren said circuit will work ok for both types. That's what the wires JOINT was for. Take apart and switch around. He was trying to get additive SUPERIMPOSED polarity to SECONDARY side instead of subtraction of opposite polarities. (I had always thought about opposite polarities).

Nathren said the S1R coils was a different kind of step up transformer for current.  He meant a magnetic field electromagnet and step down transformer same time for extra current added to the high voltage.  Step up current about 1:13 or less , due to inefficiencies. This is where he got the notion of 100 times increase in current from small milliamps ignition.

These parts in tub along with the other 2 general relays for the STARTING MODE only, probably underneath plastic engine cowl.  12v DC relay coil receives 12v from starter terminal , when positive battery cable manually touches starter terminal. Relay clicks on , then allowing 2nd 110v AC relay to click on for contacts connected to Magnetron side Tab terminal . Useful negative 130 volts pulsing available. I have tested this a few times with small loads and leds. The high OHMS of coil does not interfere with the shut down terminal shutting off engine. Since this terminal on Magnetron was being used, a separate wire was added in both videos, flopping in the air, to spark plug top as engine shut down means when touching casting ground. The on + off contacts runs the electromagnet/ transformer.  DC square waves of about 15-34% duty cycle on time of flywheel.

Now there is a separate wire from ground at spark plug going up to series 1kv diodes 6 A as FR607 or black block 15kv diode. .75 amp and has surge high current capability at low duty cycle. The diode with proper cathode facing means, clips onto the ignition cable with small alligator clip at point of upper end near the 13 turns coil. This provides a full loop circuit secondary side for a transformer, through spark plug,  using the one line under the steel core. The CHANGING magnetic field of core and primary side allows a secondary current to be induced in the high volts line, if polarities are in alignment. The diode effectively blocks the ignition from bypassing the spark plug. This seems to match the wording of Nathren, to get engine to run on water.
Tell me what you think, and that you saw this message today.

Superimposed Voltage / Current passes Through!

Pulsing DC 40 volts, 15 amps, about 60 cycles, passing through 13Turn coil over steel core, going to separate load resistor, that has one line wire UNDERNEATH coil also, that is from different circuit of higher voltage, milliamps pulsing, at lower 15 cycles. This 2nd wire acts as a full loop circuit flux secondary side of STEP DOWN transformer of 13 to 1 ratio. Am I to assume this "automatic" secondary #12 gauge single line side has somewhat of an increased current passing through it also , to it's separate low ohms load resistance? (S1R9A9M9 Electromagnet as also being transformer means same time by induction )

Give me please circuit Bobcat excavator instrument panel. Because it's impossible to find it here. :(
But it needs repairs.  Or at least a diagram of the cabin's electrical equipment.  :)

What's the model of the excavator ?

Quote from: Verpies on 2026.06.03, 15:58:58
What's the model of the excavator ?

335

p.s. The excavator is used exclusively for peaceful purposes. (municipal economy)  :)

Water powered 1 cyl riding mower engine has alternators, and electric start starter. You tube 2008 2 videos by S1R9A9M9 . About 7 peak amps current (not average amps,) at about 15 % duty cycle , and requiring about 110v DC to zero ohms resistance spark plug . Water flow slowly into carb, with choke. MUST BE APPLIED THROUGH CARB VACUUM TO WORK. Georgia technicians converted several car engines back in 2005-2008. Spark plug electrolysis, without separate cell. There is also some water vapor creating pressure to push piston , of polarized charge ions separating from each other during piston movement, along with small amount Hydrogen gas. . Timing must be changed ATDC to about -34 degrees. Must be magnetic field applied to plug cable, and electromagnet with current .Web site shut down. I copied tech data so as could review later. Nathren got himself in trouble with other's accidents of reproducing, and won't talk any more. He either used Inverter box with series inductors + diodes, or just hand wound electromagnet with separate hand wound step up pulse transformer for the 110v. Alternators together with one diode for pulsing on+ off DC as about 8 amps dc at idle speed after starting. To start, without alternator on, vibrating relay used to get vibrating contacts for the 12v battery. After the Briggs 18hp engine running, him and son disconnected the car battery, so as self running on the 12 magnets alternators. Flywheel goes around 360 degrees. On time POWER only about 15-34% of the time. Electromagnet called the S1R9A9M9 triple coils assembly. See photos on internet. The shop technicians did not publish report, since the car engines were slightly rough running, and the special commercial relays were no longer available to purchase. I had figured out , they were using the wrong inverter type box. There are 3 types of inverters to change to DC. Square wave, modified square wave, and pure sine wave. The modified one does not deal properly with INDUCTORS , as inside their relay. They should have used the more expensive pure sine wave box inverter. Alliexpress china is cheaper than Ebay/ Amazon.

Video 1 only SPECULATION.  ;  tank disconnected from carb. Carb has gasoline. Engine removed from lawn mower. Chassis white plug connector end open. For carb to work , the solenoid valve at bottom of carb requires 12v on gray wire. Looks like Shut down black tab wire probably disconnected from Magnetron and hooked to small 12v hidden battery in hole of cement block.  The black and other gray wires on left side engine hook to separate holes of white connector. Jumper wire put on white plug. Carb solenoid now on, opens hole for gas to go through to engine. Person knows engine will run, but NOW, has no method  to shut down later. Loose extra wire is placed on spark plug top so as flopping end in air. That end is to touch casting to shut down engine. In the Smack video, there is no black wire near the Magnetron ignition coil where it should be. . There should be no reason to disconnect the original shut down method and change method, as ignition switch is not there. . At idle speed, the alternator to dc, has 12v available. The large main battery was disconnected at idle speed, during the successful test of engine running on "water".

Video 2 Speculation only:  No carb float bowl. Fuel has to enter top of carb. Plastic bottle needs, solution of gasoline, or 70% alcohol, or screen is placed on carb top with Carbide stones. Just water drops added will form acetylene gas vapors and instantly start engine. ( I already tried these) This does not prove engine not running on Hydrogen gas from spark plug electrolysis, and water vapor pressure, at lower power level.

The 2nd S1R9A9M9 Transformer/Electromagnet (Not Shown) 2008

That S1R9A9M9 coil assembly was the first made and tested with inverter box. Not compatible as having interference. The second one built, as source of extra current was used in deli tub, but found to form required magnetic field also. The first was discarded . Successful engine running s  of engine on water vapor pressure were shown. Actual new hand wound transformer/ electromagnet not shown. Step up transformer made from modified quality Kawasaki ATV  KLF185 ignition coil. Wire  removed to get 2 piece core set. Set fits with other parts in plastic deli tub.  Mower engine too low high volts. Tesla Patented circuit Inductor added to magneto to raise up voltage 24-30ktz. The videos about just 1st coils probably wrong, as about 2% efficient.  Take apart video was wrong coil probably on purpose.  Timing from Ignition tab terminal used for proper ignition and extension to late timing. Variable resistor vary s magnetic field, over cable, and vary s timing.  Can superimpose small current from wound secondary coils as actual main line ignition. Full loop circuit from extra ground wire through series diodes bank, back to wires joint .  Dual alternators output run only with engine at idle speed. Battery temporary only for starter + and removed. Wire on starter terminal transfers 12v temporally to conversion circuit. Relay high ohms coil operates about 15 cycles, from tab terminal to open + close extra contacts to get square waves on/off DC from battery. as power source, then alternators  half wave DC one diode. Talking about repulsion of over charged high voltage ions water vapor pushing down piston.

I made up another time line sheet regarding the S1R coils, but you are not that interested. Just suffice that it also allows for the ORIGINAL connected S1r coils and new coils same time in deli tub. The first was removed as not needed any more SAME TIME, as transformer has the required magnetic field also. There is also now the reason for the cut off stub frayed wires on the S1r coils. That point is the 12v source power for the 2nd transformer input. Then, it was cut with dull knife, not proper tool, so as copper stranded wires are shown. The web forum showed only the 1st coils assembly. The laminations core type with also full circle loop magnetics is superior as about 70-85% efficiency. Ai said the other was 2% efficient.
Please write back so I know you read my messages.

From original 2008 documents, the S1r electromagnet field in tub, forces the ignition cable to slow and pulse forward, greatly increasing the CURRENT through water vapor. Another wire coil is added to Briggs Magnetron ignition for way higher voltage that ionizes the vapor ions at same polarity to repulse, and form useful pressure, running engine on water in carburetor ! Minimum 24kv. So now we know! New revelation never heard of before! Shop final report was never released.  S1R9A9M9 You tube videos and the now shut down web site. The shop all previous engine conversions in Georgia were of Hydrogen gas as from spark plug electrolysis. The Briggs mower engine conversion of 2008 is now known as of from different method.

Yes, auto coils were used on the previous car engine conversions in Georgia. Minimum 24kv or higher. Yes one can be mounted on Briggs engine and has been done several times before. I ordered a couple parts as magnetic sensor and coil pre driver.

The other option is mounting ANOTHER coils assembly with the S1R coils inside the plastic tub together, on side of Briggs engine. The additional 1.75 mh inductor is wrapped with wire as Primary, so as making another autotransformer step up for about 21.6kv . Voltages in series add up to 40kv. Both electromagnet and step up transformer same time. Magnetron kv adds to other kv in series, INSIDE THE PLASTIC TUB.  Natrhren (father) had said there were other parts in the tub.

In addition, there is another use for the frayed wires stub on electromagnet in original photo blown up. The #2+#3 joint has the input power 12v 7 amps to travel out and fire the other coils primary same time. The alternators are maximum 8 amps DC output to use.

Because Dave and 5 fired HIS Magneton set up at regular kilovolts WITHOUT the 4th coil grounded, we now know the inductor was not connected to Magneto/Magnetron on primary or secondary side. A I doesn't think the very high volts came from the Magnetron with magnetic field impressed on cable. That leaves the other method of adding kilovolts to kilovolts to raise up to 40kv.

Inductors are on Ebay , Amazon, and from Parts Express . Large size is called  Dayton Audio.   The China ones are way smaller for same inductance ALSO on steel laminations cores with plastic bobbins.