the higher the voltage, the faster the electrons move. This is because the electric field increases their kinetic energy.

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.

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.

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.  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.

They do not get really consumed.... they get emited and collected on another electrode... it consume power as the electron ejection cool down the filament