Briggs 18Hp Mower Engine Ran On Water In Carburetor

In general, the Magnetron -  is called an autotransformer with 3 terminals. The Briggs twin cyl engine can use either 2 coils or 1 coil. I am using the dual cable type single coil, as used on 2 cyl engine, for my one cyl Briggs engine. This particular type is an actual "standard type" transformer with 4 terminals.  - NOT an autotransformer. The secondary side provides pos and neg high volts to each plug on twin cyl, at the same time. I am using the Positive cable to spark plug with neg cable to ground. The FULL POTENTIAL: high volts is realized if wanting positive high volts. The other 2 methods of obtaining pos high volts requires a loss of volts due to the primary as not being part of secondary. The  regular autotransformer  has negative output high volts, as mounted properly.
The pre 1982 Magneto transformer mounted upside down is positive high  volts with loss.  The aftermarket UNIVERSAL type trigger module  works for either pos or neg high volts as used with MAGNETO  The Briggs type separate trigger module is hard to modify for positive volts.
A Magneto WITH a solid state trigger module , is called a Magnetron.
The new 2023 China type and OEM RED BOX Briggs Brand type ignition Magnetrons all have the new Universal type trigger embedded, not the old style Briggs trigger. This now means, a SPARK at a lower RPM of starter mode turning of flywheel., just like in the olden days of pull cord spark!

Yes, I am working on a set up similar to the 2008 S1R9A9M9 conversion of lawn mower engine on water in carburetor to water vapor pressure and Hydrogen gas with alternator recharging battery. Most people don't know that the riding mower engine has hidden free energy magnets powered alternator under flywheel. Also the ignition is run by magnet also without electricity input. Neither does the alternator require any input electricity. There was demonstrated by 2 You tube videos back at that time of spark plug electrolysis at late 34 degrees ATDC timing of self running engine.  Requirement is what's called "plasma path" through spark plug of minimum about 28kv , so as the following 6-10 amps can go THROUGH spark plug. The hand wound triple wires magnetic electromagnet added allowed several functions at the same time. Also the added extra magnet wire inductor, about 1.5Millihenry,  at turn off, could provide back EMF , higher than the Magnetron on the original Briggs 18HP engine.  The battery started engine , then was DICONNECTED! Alternator running at lowered RPM idle speed. Nathren also converted several car engines from 2005-2012, using half wave DC from 400W Inverter box , diodes and dual inductors. Older cars, without computer , and main jet in carb hole redrilled larger about 30% for more water flow. (power mode above idle)  He said about 18MPG on water in tank at lowered power level, for about 3000 miles, then locked up in security garage. See videos, my other posts, and tech data around Internet. S1R9A9M9

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?

What's the additional energy source? Electrolysis of water requires more energy than you will be able to get from the hydrogen. Commercial efficiency maxes out at 75% and that's before you start to factor in all the losses in an internal combustion engine. So something else is involved if you're producing enough H2 to run the engine and do work...even if all the work it's doing is powering the magneto.

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.

First, you need to understand voltage drops in series circuits. If you have 30,000 volts of potential across your source terminals (straight off the magneto), then the number of loads in the circuit will cause a total of 30,000 volts of voltage drop when added together. This may be a very large drop across the first gap and a much smaller one across the second, plus the voltage drop created by the resistance in the wire and any impedance introduced by chokes, coils, or other components in the path.

"Ground" in a circuit like this is any point where the voltage is zero relative to the return pole of the source. In automotive wiring, we usually connect the negative terminal of the battery to the frame and call this ground. This means we can think about current as positive charges flowing from positive to negative. In your example, let's assume a total of 30,000 volts. The first spark gap is a 24KV drop, and maybe the second one is 5KV. The other 1000 volts is spent in the rest of the circuit, including the windings themselves

So this still doesn't tell me where they are getting the energy to overcome the additional reactance produced by the extra windings. There is no such thing as a free lunch in thermodynamics. When you say that the spark is the product of greater "effort" in the circuit, you've hit the problem right on the head. More force has to be applied to get across a greater gap, or to induce current in an increased number of windings. What is providing that force, and how is it not at the expense of the rest of the system?

The original Magnetron Briggs engine coil was changed to a DUAL cable ignition type that was for a 2cyl Briggs engine, and used on my Briggs 1 cyl 12HP.  That one has a complete separate secondary.  (Briggs 2 spark plug engines can  have both single and double Magnetrons) This way the neg cable can go to ground and the +pos cable goes to spark plug. This is for using a positive type spark. The other 2 methods of positive spark have a large loss of output voltage due to being an Autotransformer type with prim as part of the sec side.

I also super glued on several thin 20mm length neodymium magnets on the flywheel magnet to get stronger output high voltage. I also added ring type neodymium magnet on spark plug so as there is a guaranteed magnetic field at plug tips. Currently reworking the homemade vacuum box for spark processor as diode, L coil 1.5Mh , 221PF 30kv capacitor, and Tesla magnetic spark gap with N + S button neodymium magnets opposite Tesla type carbon and aluminum electrodes gaped about 5mm.. This is used in conjunction with the S1R9A9M9 triple coils assembly so there is the required accessory spark gap on lawn mower engine. Engine under compression has higher voltage needed than in air. Therefore the protection series diode bank needs to be about 25-30KV fast diodes capable of 6 amps minimum. The S1r coils have insulated Magnet wire #12 gauge , that is acted upon by amps magnetic field coils over it so as the spark time is extended from 0-neg 34degrees late timing. (See design method on internet images and the one called Megatran.

The 1978 V8 that ran on water in carb had the HEI ignition coil that's mounted in top of distributor switched around so as the 2 wires on primary side was set for POSITIVE high v. output from ignition coil. They said about 24000volts at 6-7 amps through spark plug needed. The generated water vapor pressure along with hydrogen gas electrolysis kept engine self running and then got 18miles per gallon with water in tank. The original car engine tests in Georgia 2005 - on, used this following circuit that was part of the dual coil relays in vacuum per cylinder.  Diode half wave DC for about 45 volts DC to junction to  l inductor about 1.5Millihenty, to joint of hi v. input to L  coil inductor 1.5Mh to diode to spark plug. There was a bypass diode at 1st junction over to spark plug. Wire went from exact bottom of spark plug back to diode to return line to power supply inverter.

400W 110v AC , 60cycles, type called power on board.The 60 cycles relays were in vacuum + extra diodes mounted on outside screw terminals. I made the processor box to replace THE UNAVAILABLE RELAYS and may produce usable Radiant Energy that was evolved  in box and not expelled because of the vacuum + the vacuum in original relays. The earlier techs did not use vacuum when replicating the relays. . The 3 technicians back then called them "The Magic Relays", since other replacements did not wok, or were not efficient to run engine smoothly. They also found out that EGR engines ran way better, due to the recycled Nitrogen from the exhaust. I studied the now closed website. Questions?

Same question as before: What is the additional energy source? What you seem to be describing, in convoluted fashion, is a variation on the perpetual motion machine...an internal combustion engine "running on water."

There are some really basic principles at play here. Sum the voltage drops in a series circuit and get the source voltage. The current at any point in a series circuit will be the same. If you put more windings on an armature, you increase its back EMF and will need more power to rotate it at the same speed (same goes for increasing the strength of the magnets, as you talk about).

I just have this really simple question: Where does that power come from? The energy required to break H-O bonds is greater than the energy we can get from burning the hydrogen (ok, theoretically it is equal but we can never exploit all of it, even in the best fuel cell designs), and that is before we account for all the inefficiencies of internal combustion...25% is good, 30% is superb when we consider how much useful work we can do with the energy in the fuel once all the heat and friction losses are added up.

Phil Stevens wrote:What's the additional energy source? Electrolysis of water requires more energy than you will be able to get from the hydrogen. Commercial efficiency maxes out at 75% and that's before you start to factor in all the losses in an internal combustion engine. So something else is involved if you're producing enough H2 to run the engine and do work...even if all the work it's doing is powering the magneto.

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?

A relay takes power to operate. Not much, but it's not a magical device that creates energy. Nothing about this adds up.

With all the talk about secrecy in the testing and unavailable "special" parts, I don't think any of it would hold up to independent scrutiny. Have the plans been published?

A final plea: What is the energy source that is making up the difference between the potential in the H2 and the losses to heat and friction in the system?

My high school physics teacher had a saying: "Look for the gas bottle." Mr Marcek, you were an inspiration!

Phil Stevens wrote:A relay takes power to operate. Not much, but it's not a magical device that creates energy. Nothing about this adds up.

With all the talk about secrecy in the testing and unavailable "special" parts, I don't think any of it would hold up to independent scrutiny. Have the plans been published?

A final plea: What is the energy source that is making up the difference between the potential in the H2 and the losses to heat and friction in the system?

My high school physics teacher had a saying: "Look for the gas bottle." Mr Marcek, you were an inspiration!

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.

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. Regular spark plug 4000 ohms was changed to champion QC12YC 125 ohm,so as internal resistor can be removed for zero ohms spark plug. This is the invention of the 2 Georgia technicians and Nathren (S1R9A9M9) from 2005-2012. See S1R9A9M9 You tube videos 1 + 2.

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.

In 1945 after WW2 Germany, the allied occupiers as Australian soldiers, studied what the Germans were doing in the motor pool. They took the technology back to Australia and applied it to electrolysis cells to make higher efficiency hydrogen gas. Their electrical power generators were running on water electrolysis cell in the out back with out any regular power lines. Seems that air injected/pumped into ions solution releases nitrogen, as air is 78% Nitrogen. 2nd fuel is generated as compound similar to Nitrogen Hydroxide as well as Hydrogen . This allows engine to be self running with water tank.

Archie Blue of New Zealand ran 3 cars on aluminum staggered perforated discs in 40amp electrolysis vertical cell with air pumped in from bottom. The clean sweep of stuck ions flows upward . Measurable increase in efficiency allows for over-unity. His paper Patent came about, as he had increased the efficiency of his employer's large vats of electroplating of scissors. See other data on Internet.

Conversion Nitrogen Hydroxide  fuel --     You Tube video   https://www.youtube.com/watch?v=utNgw55wDFI High voltage screen grid in air cleaner hooked to  12v air pump going into water cell electrolysis with electrolyte ions flow. Air is 78% Nitrogen gas.

       
Archie Blue US Patent --  4,124,463     (He fills up at a faucet instead of a gas pump) Water power, and The Car That Runs On water- old newspaper articles.

A very long time ago I sold some 58 page folders of hydrogen related data that was collected + old newspaper reprints on water engines conversions called --Secrets Of Water Fuel And How They Work. I only sold 23 copies. Nobody is interested in alternate energy. They just love buying gasoline and fuel oil and paying those huge electric bills! Just because you are involved in certain subject matter, doesn't mean most other people are interested.
I also sold many booklets on how, many methods,  to reduce home electric bill by 50%. After a while, I tried it myself. - And yes it did.After several years the power company trucks showed up and changed everyone's outside meter reader. This quit the people who were attaching magnets to stop the revolving magnetic disc. It is now aluminum alloy.

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 permies, 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 trying 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 permies. 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 same current flow through magnetic 12v coil goes through spark plug and gets it's ground there when fired. The earlier car conversions with the special relays all got ground through spark plug only! 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 fully disconnected after engine idling on water in carb, 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.

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 with bobbin 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.

Phil Stevens wrote:   My high school physics teacher had a saying: "Look for the gas bottle." Mr Marcek, you were an inspiration!

I’ve been hearing these engine running on water stories for decades. There’s always a mystery factor- the guy died and they never found his plans, some big oil corporation bought the plans to prevent development, or in this case- a rural garage and then the car locked away.
I’ve had the interesting luck of knowing a couple brilliant engineers in my lifetime and have discussed this a few times. I’m not smart enough to understand electrical theory in depth, but I’m smart enough to know energy out cannot exceed energy in. I’m also smart enough to trust brilliant engineering skills. There is certainly no free lunch, and the best they could suggest to make ‘free’ feasible was either solar energy to split the water molecules or another source- (the hidden gas bottle?).

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 . Their 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 and aided by 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 purt 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.

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 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 POSITIVE High V enters exactly after cathode. The ON diode shuts off, the High V presses there, then reverses to fire the spark plug. R E 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 Hydrogen + water vapor pressure engine conversions 2005-2012.

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 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.
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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 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". That was in reference to the several car engines conversions. 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 other 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.
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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.

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.)

Speculation On Nathren's Grand Deception ! --  His Briggs Engine Did Run On Water during demonstrated two 2008 Youtube videos!  During research for my electrical conversion project to duplicate Nathren's electrical circuit, at stage 5 of 6, this current level has to do with what's called "waste spark". We need to protect our battery from the high voltage. That wasn't done during 2008, and him and his son were in danger of battery acid expulsion. The engine timing fires spark plug WITH conductive solution at plug tips. During waste spark firing, there is no fluid, only dry plug gap. This forms way higher voltage that can reflect back to battery. I was going to use power supply with diode bank for plug firing at protection level of 15KV. The Electromagnet was to be on all the time to ground, according to Nathren. EXACTLY AFTER the 2 videos came out, he answered questions truthfully.on the web forum and the comments section of Youtube videos for VERY SHORT PERIOD ONLY. Soon after, all answers were wrong, and his circuit comments would not operate any engine on water. Not only that, the rest of the needed parts were not told about that were in the plastic tub on side of the Briggs 18HP engine. Several non-knowledgeable people were hurt trying to duplicate system, so at that point,he got in trouble,  he gave no more truthful data, and made false answers, even to me. . This is what has impeded interested parties who were also wanting to get into the conversion.

He said the engine was purchased new for a demonstration. Close up pictures show dusty, worn paint, used engine. He then said mower engine came from a used riding mower. It was requested for the part number of engine, so as specifications would be known AND about the alternator. Specs were not given. He said that engine had no alternator.  It is well known that all riding lawn mowers have an alternator, and during the 2 earlier videos, the engine 10 amps current had to come from the alternator for the power used, after the battery was completely disconnected..That particular engine had "dual" 1/2 alternators, so that with bridge rectifier mounted, 10 amps could be realized. I have the same type used engine with same alternator..

The earlier 2005-2008 conversions done on 4cyl, 6cyl, 8 cyl cars, and 4 cyl tractor engines all used the 400Watt inverter and dual coils relay per cylinder. The ONLY ground for system was through the spark plug to NEGATIVE ground. There was no separate electromagnet to separate ground on these previous engines.  With POSITIVE high volts to negative ground, the plugs would always fire. But never with positive ground , negative high volts., with same time other connections to ground causing plug BYPASS.  The ignitions were changed to positive high volts. On the Briggs engine, he said the electromagnet had to be on all the time to separate ground. With negative NORMAL  high volts, the single spark plug would never fire.The very EARLY comment said the power current wire was connected to high volts and spark plug top, so as 10 amps would flow through spark plug. The later stories and his other videos DID NOT HAVE THAT!  We now know that POWER current HAS TO FLOW THROUGH SPARK PLUG!, not as an induction mode type.as he later said. His later statements were to get people away from a working engine by keeping power current away from plug and through a separate resistance load to ground. The Nathren deception continued with the message board and videos messages section.

It is now believed that separate electromagnet is not necessary on Briggs engine, since all previous engines DID NOT HAVE ANY!  Previous engines conversions did not have the S1R9A9M9 triple coils assembly with electromagnet AT THAT TIME period! The necessary magnetic field of the coils is only when plug fires to ground!

There are 2 solutions to the waste spark problem. (1) No separate electromagnet used, with its problem of high voltage danger to battery. (2) Use of electronic circuit counter IC circuit for fire+ not fire, to eliminate point where plug is dry, and greatly increases voltage hazard. A Separate diodes bank to protect separate battery circuit loses 10.5 volts from 12 volts.  Just Integrating the  power supply output and battery output same time through same diode bank protection - still loses 10 volts from battery. Note- the strength of magnetic field from an electromagnet only has to do with number of wire turns, size of coil and the amps current involved. Nothing about voltage in main formula. - But the wattage is lost.

Therefore : -  Power supply of 6 amps flow and separate 4.5 amps electromagnet  flow from the battery is reduced down to just 6 amps forward flow through spark plug from power supply only! Nathren and his son, and 2 technicians in their shop  used 6-7 amps through all the cars engines spark plugs. 10 amps is not necessary as used on the mower engine of 2008.  You can still see the 2008 S1R9A9M9 Youtube videos of his engine running on hydrogen gas from spark plug electrolysis and water vapor pressure contributing to piston compression.

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
(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 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.)

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.