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