S1R9A9M9 18HP Briggs riding mower engine ran on water( 2008)

[Login to see usernames]

     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. (.6usec = .000006sec) 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.

[Login to see usernames]

The closed S1R9A9M9 website, was a questions and answers message forum regarding the Georgia garage auto engine and lawnmower conversions done for water vapor pressure and hydrogen gas generation. Because of the several problems that happened after the YouTube videos were made in summer 2008, Nathren and the 2 technicians refused to allow further ACCURATE data to be released . Diagrams were changed so as attempts of successful conversions to water in carbs would never happen. Newer failed videos were made and shown.
 The "Smack" went to the Georgia property after a 1000 miles drive, and filmed his examination of Briggs engine. This young mechanic was not as smart as he thought he was. Many mistakes were made by him. Of course, this is all a learning experience, and even HIS data was necessary to include in the over all tech data surrounding the successful 2008 demonstrations of spark plug electrolysis Briggs 18HP running engine, and alternator power providing engine in self running mode.
 The website did not provide running list of parts, or exact wiring diagram, or small bits of information relevant to the final design circuit. There is of course, LOTS of data on internet to go over, and take it all in. Nathren even refused money for good or bad parts salvage. Clues were needed to be filled in , in between the lines. The videos can be viewed in 25% slow motion,- REVEALING needed information. You probably don't even know what spark plugs should be used. The plastic tub acted as added capacitance that raised up the INDUCTOR Flyback Back EMF high voltage to a higher level than the Magnetron, so as plasma path was available for the main inrush current THROUGH spark plug. Bench test was done as noted on website message Aug 27, 2008, on the triple wires assembly with bench ignition coil tester box for 30Kv -40Kv output. (Not usual for a standard autotransformer of 10-15KV. ) The earlier car conversions all had HEI ignition which automatically provided ionization of plug gaps for main current flow. The tab shutdown terminal on Briggs ignition coil IS an engine timing pulse of about on+ off -130volts. The fast turnoff of a transistor provided much higher back EMF of a high Millihenry inductor. Evolts  = L Henries X Di amps / dt second.
 Photocopies of relevant sheets were made before the website shutdown. Interested readers of past posts on same subject matter need to study "certain" details to see why the technician's work in Georgia was important. In general,- yes, an engine does not run on water , not without those special circuits and application techniques. Their V8 engine on engine stand with power generator also ran their shop on free power with water line. They figured it out back in 2005-2012. Yahoo, Groups, WaterFuel1978.  What about the Wayback Machine lost publications search service?

[Login to see usernames]

If positive only, high voltage SOURCE fires first spark gap of 8mm as 24,000 volts, doesn't the second spark gap IN SERIES to the first as "connected" smaller 2mm gap, fire at the same high voltage also to ground? 1mm/per 3000v spark in air is standard value. Seems as though volts has to go through the first as an EFFORT, just to get to the second one. This is important information needed on bench testing of electrical projects.

[Login to see usernames]

This work is a steady long running duplication project . The 2008 demonstration of self running Briggs engine used car battery start with then disconnected , so as idling engine ran on the alternator only with water applied to carburetor. The 3 technicians at that time were the ones who discovered that 2 things operated the engine same time, as water vapor pressure along with hydrogen gas formation . The additional Nitrogen from EGR increases efficiency  as on the 2 earlier chevy V8 successful conversions done. It was verified also that the special relays had contributed to the greater efficiency. (NOT used as you normally would at all) and is related to the Radiant Energy applied from either or both methodologies, as diode release from the Hi V against on diode that closes fast, producing radiant energy with current following, or the vacuum present that causes containment of  the Radiant Energy that then follows the wiring to plug, They just knew the system worked. The Magnetron ignition is self powered by external magnet. The alternator is self powered by 12 magnets. The timing has to be greatly adjusted as late to -34 degrees. A magnetic field has to be present at the plug tips. They believed that the diodes kept the cylinders HOLDING the system until the next firing cycle. The cars operated on 6-7 amps draw at about 24kv, as from oscilloscope probe tests.  The Briggs engine was on 10 amps draw as running engine , but due to reactance added to the low volts line, from the high side, the input had to be higher as about 16amps. The website example showed a spark wiring demonstration called "the 60 turns coil test".  20amp dc battery draw to a separate load was reduced to 12amps flow with the HIV field interferes with the 12v line side. (60 turns over plug hi v cable wire with steel rod core for the electromagnet.  The Georgia technicians stopped their final open report to public since no more exact relays were  available to purchase. Not only that, many others were hurt trying to duplicate a set up and didn't know what they were doing. You Tube S1R9A9M9 (2) YouTube videos Questions?

[Login to see usernames]

The Georgia engines shop work from 2005-2012 was experimental, and well known in the rural area where Nathren and the 2 techs had their commercial electricians work base. The alternate energy set ups were done in spare time. As was stated in my earlier paragraph, the relays per cylinder were not used as originally made for. No clicking action, not used as original switching latching method . The interior inductors were used both on high voltage  and low volts at same time for purpose of extension of spark time based on inductance value. There may have been dual pulses involved based on the parallel side diode path. Wire coils hold a temporary charge as well as capacitors. The vacuum chamber prevents leakage of energy and electrical contacts react better.  The cars tested with water flow had greatly reduced horsepower, but could be used as slower to get up to highway speeds. .  The 1978 El Camino was said to have went 3000 miles before being locked up. The car engines converted required the carburetor main jets to be redrilled about 30% larger for more water flow. This for the power mode , which is above idle speed. The drawing of that strange specific relay and it's connections is on Internet as used back at that time, as well as the schematic of its use on engines. I saw 6 sets of contacts, switching armature , and with dual coils with diode built inbetween. This original purpose was for electromechanical Georgia traffic signals switching , pole electrical box with .6ohm each coil from main input pole line 220v AC 60 cycles.  The signal lights were 6v auto bulbs up above. Extreme high electrical  efficiency for all temperatures and weather conditions sealed in vacuum. There was no part numer or name plate for any purchasing.  Black Bakalite housing on all 15 surplus units purchased in Georgia. All search teams failed to find any more. It was assumed they were a special manufacturing order. This is why no final electrical report was issued to the public on the web forum.

[Login to see usernames]

It's finally coming together as to theory on the wiring set up similar to the S1R9A9M9 demonstrations of lawn mower engine running on water in carburetor  summer 2008. My original idea had to do with the triple wires coils as a step down/up transformer with wire to ground. This would be seem reasonable since there was a possible wire to ground. However, the use of original ignition coil is negative high volts with positive ground. With high v. at metal ground of engine, it would never jump upward of spark gap. It would bypass the spark plug for sure, and travel up any side wire, resistor, or capacitor lead, since the gap requires an effort. Electricity always travels the easiest way.

Now, when examining the old 2005-2012 schematic from Georgia on the car conversions of water in carb as successful, I noticed the polarity was referenced twice as positive high voltage. After purchasing a Chevy HEI coil, the primary wires are exposed, and can be switched around from normal Negative to positive high volts. The HEI ignition is high enough to form it's own plasma path for the following 6-7 pulse amps from the half wave DC Inverter. The regular mower ignition Magnetron as modified for positive only had reduced output volts as done 2 ways, as tested was about 10kv,  DC after diode. It's not enough for a good plasma path and would not allow engine to run on water.

I then went back to repeat the original You Tube videos #1+2, at 25% speed and noticed the rusted ignition coil had shiny new screws, which made me suspicious. This means it was removed, and the screws were lost. After the videos , engine was put back the way it was in garage with original ignition with new screws on it. Then I noticed that Briggs 2 plug engines can have 1 or 2 ignition coils on them. The single coil type with (2) cables for each plug fires negative and positive high volts the same time. Then I surmised that this is how the Briggs 18HP was changed to positive high volts ignition, wire negative to ground,  just like the earlier cars had positive high volts. This way IT IS ALLOWED TO HAVE an accessory WIRE TO GROUND, and the ignition would always fire the spark plug. The special dual cable type outputs FULL high volts without loss and is a standard type secondary side winding that is not connected to the primary side as in regular AUTOTRANSFORMER type.

The next observation of the original design was mine alone- no one else ever figured this out except me. Right after the 2 videos were done in Georgia, The S1R triple coils assembly was removed and taken into house and photographed on blue graph paper. The circle was traced around the plastic deli tub that it was in , on side of engine. Nathren stated in message there were other parts in tub used as associated with this fuel conversion. (not mentioned) A picture blow up of the removed electromagnet coils shows something extremely important. The joint of the red and gray wires is covered in black electrical tape. There is a stub cut off wire with copper strands sticking out of joint, as 3 wires.

Later Nathren said he was going to show us in video on how to special hand wind this coil unit. Get this,- He only took apart the "verified" original triple wires on camera, not putting one together as a new one like he should of. But what's important is the very first part of video. The same unit placed on back porch table had been READJUSTED.  The center stub cut off wire was removed and new black tape was re covering up the joint. He didn't want that piece shown dropped off during disassembly. This tap point on the S1r triple coils assembly is what was needed with separate 1.5Millihenry inductor coil, in the tub,  to direct ground. See no#1 +#2 video for the brown extension cord hooked to side of tub, Inverter box, and direct to bottom of spark plug. The wires like that were on all the car conversions as return line back to power source Inverter. The "plug" end on cord was BRIDGED across so as the extension cord twin lead  was actually A VERY LONG CONNECTING SINGLE WIRE). This is what was connected to the inductor. When the positive ignition fires plug downward to ground, the side inductor coil discharges as back EMF flyback pulse following the spark, and provides the proper plasma path that the ignition coil could not. The diodes in between plug and side coil are in an ON STATE . The rushing in Hi V pulse tries to avoid the plug GAP and "sees" the other ground point through the diode and side coil. Right after the ATTEMPT forward against diode, the diode shuts off so as it reverses and fires spark plug. The side coil then releases it's fast higher volts back EMF to the plug gap providing the plasma path. At that point the main current 6-7 amps can flow through spark plug.

The fuel generated is water vapor pressure and hydrogen gas from spark plug electrolysis. Proper late timing is required at about -neg 34 degrees. The electromagnet extends the engine timing from zero degrees to about -34 degrees before shutting off. This is the invention of the 2 Georgia technicians and Nathren (S1R9A9M9) from 2005-2012.

I am currently doing ignition coil tests with homemade horizontal spinning wood flywheel with flywheel magnet and opposite balancing lead washers . The brass screw + magnet is matched with brass screw and easily cut lead washers as both even weights as tested on digital gram weigh scales. The auto type heater blower 12 v motor spins with 10A variable DC SS speed control module. The Briggs coil is mounted on used coil bracket so as close enough for an air gap of .012inch using brass non magnetic feeler gauges. This set up allows indoor testing and not causing undue stress on an engine , and repeated recharging of battery due to the huge starter motor pull of amps on lawnmower $35 battery. I have list of 10 tests needed to be done with this.
 

[Login to see usernames]

Good luck with testing!

My 2 cents on the SR techno and probably of some others, like Meyer, who was also dealing with sparkplugs and so on.

We all know that water and a sparkplug, is NOT going to run an engine alone.
So, you have two options left.
1. You inject waterdrops AND HHO in the cylinder.
2. You create a hollowe sparkplug anode that is runs by a DC Bias and HV.
    I explain: The hollowe plug is a small electrolysis cell that needs to create HHO all the time, as it is a small cell. The injecting system will then inject waterdrop, rich on hho. Then the timed HV kicks in and ignite the mix

These are the only ways to do it....


cheers

[Login to see usernames]

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.