So do all of you want to know the secret of how to run your car on pure water, any kind of water? Well, here it is.............Each spark plug delivers 10,000 volts between the spark plug electrode and the ground metal just over the electrode BUT the size of the spark is so small that it cannot separate hydrogen and oxygen fast enough and in any usable volume to run your car UNLESS you INCREASE THE DISTANCE BETWEEN THE SPARK PLUG ELECTRODE AND THE GROUND METAL JUST OVER THE ELECTRODE SO WHAT WE DO IS CUT THE LENGTH OF THE SPARK PLUG BACK ONE INCH FROM THE ELECTRODE AND THEN REPLACE THE GROUND METAL OF THE SPARK PLUG WITH TWO MCDONALD SHAPED ARCHES THAT CRISS CROSS EACH OTHER OVER THE ELECTRODE BY A WHOLE INCH SO NOW THE 10,000 VOLTS DELIVERED TO THE SPARK PLUG CAN NOW SPREAD OUT BETWEEN THE ELECTRODE AND THE TWO ARCHES AND THE HIGH VOLTAGE IS NOW EXPOSED WHICH IS NOW CALLED PLASMA SO NOW THERE IS PLENTY OF VOLTAGE TO SEPERATE THE HYDROGEN AND OXYGEN AND DETONATE IT ALL IN THE SAME INSTANCE, PER CYLINDER, PER ONE TENTH OF A SECOND WHICH NOW RUNS YOUR ENGINE ON WATER, COMPLETELY ON WATER, ANY KIND OF WATER. THIS IS WHAT THE U.S. NAVY USED SECRETLY DURING WORLD WAR 2 IN THE PACIFIC OCEAN IN A SELECT FEW AIRCRAFT CARRIER WAR PLANES TO GIVE EACH SELLECTED SECRET SQUADREN LIMITLESS RANGE. They instructed the pilots to fly as close to the water's surface as possible but within safe distance and the specially designed air scoop under the nose of these particular planes would scoop in sea water vapor along with the ambient air and this ran the planes. The pilots were never told how it worked and questions were forbidden in this area. Now there you go, solved. We have a lot of "forbidden" technology to share with everyone and no one can stop us from sharing it. Enjoy.
There's quite a few "free" energy videos such as one using a fan with mysterious "alloy" on the blades if you actually use retroductive reasoning, which is very rare in the modern age. "You saying particals are imaginary shows just how much you want to deny any scientific consensus besides your own" J. J. Thomson didn't even believe in a "negatively charged particle" before he was tempted by a noble prize, fame, and $$. He even stated it in his biography. Prove to me electrons and photons, etc. exist. There has never been an output of an actual photon, electron, gluon, etc. You only have theoretical models of those particles because they don't exist, and never will be. They're just theories of explanation, not true understanding of reality. Again, come back to me when you've made and explained how an ABHA or rodin's coil works just because it's. I have, and it so efficient because we live in a field-based reality based upon non-euclidean 2-in-1 geometries, the torus and the hyerbolloid. That's the only logical explanation. In the meantime, you've just proved my point. You're just another psuedo-intellectual sheep telling people "that's not possible that's impossible according to science n shiet" using argument from authority fallacies instead of actually trying to better humanity by walking off the path of group-thinking, aka: the cult atomism aka: materialism aka: quantum physics.
will people's perception of tessla's ideas, you saying particals are imaginary shows just how much you want to deny any scientific consensus besides your own, it's not like scientist have been experimenting with the natural world for hundreds of years trying to peace it together and that practically our most advance technology relies on their laws and theories
Please have a PhD in common sense and reading comprehension before you reply, because you should have credential authority on this subject.
In July 2005, an American mechanic released most of the details of his simple conversion system which allows an ordinary car to use water as the only fuel.
A long time has elapsed since then and it is highly probably that the inventor has been intimidated into silence since mid-August 2005. This has left the information as only a partial disclosure of this system. Some years ago, a similar system was developed by Adam Crawford of Scotland.
This vehicle was demonstrated to, and tested by, Automobile Association automotive engineers and shown on Scottish Television. Also, the scientific papers which accompany this document include several which show conclusively that explosions can occur in fog, water mist and under water, so there is no doubt at all that the principle behind the system shown below is definitely valid.
Since then, two other people have managed to get engines running briefly on this system, in spite of the lack of some important information, and it is expected that full success will follow as these excellent results are very recent. Many people have delayed, waiting to see if additional information would be given, before starting an attempted implementation of their own. A very small amount of extra information has now been given and is shown at the end of this document.
The inventor’s car, is run on a daily basis. It is a restored, eight-cylinder 1978 Chevy ‘Camaro’ with stock 350 (5.7litre) engine, no computer controls, automatic transmission, stock 4-barrel carburettor and stock fuel pump. The fuel tank has been replaced with a metal water tank with the filler cap vented to release heat and pressure. The exhaust was replaced with a new 2 inch pipe which is ducted into the water tank. The water tank has baffles inside it which also muffles the exhaust noise. The stock exhaust manifolds were used, but they will rust on the inside – custom stainless steel pipes would be best but these were not used due to their cost.
All of the stock ignition system is used and no changes have been made. A second battery was placed on the opposite side in the engine compartment. A 400 watt (800W peak) 110 volt 60Hz DC inverter was placed in the engine compartment on the passenger side and a fresh air duct located behind the grill directs air into covers placed around the inverter to keep it cool.
When the ignition switch is on, a relay turns the inverter on, the relay lead contains a 20 amp in-line fuse. This relay only turns the inverter on and off and has no other function. The inverter is connected to the battery via a positive wire and a negative wire (not the chassis). The inverter is not grounded to the car at any point and instead, is carefully insulated to ensure that accidental grounding never occurs.
The wire which would normally go to the spark plug is replaced by a wire which is taken to a box containing one pre-war mechanical twin-coil relay or vibrator per cylinder. Each of these wires drives its own dedicated ‘relay’, the current energises the relay coil but the other side of the relay coil is left unconnected. The wiring arrangement is shown in the diagrams below.
It is important that the electrical feed to each plug is fed via one wire to the plug cap and a second wire connecting to a washer clamped under the spark plug. This wiring is repeated for each of the spark plugs. To emphasise this, each spark plug should have two wires running to it, one to the cap and one to the washer clamped between the body of the spark plug and the engine block. The wiring is done with “12-2″ wire which is 2-core solid copper wire American Wire Gauge size 12 which has core diameters of 2.05 mm giving 3.31 sq. mm. per core, the nearest SWG size is 14. The under-plug washer can be made by bending the end of the solid core into a circle of appropriate size and then flattening the wire slightly.
In the relay box, the relays are positioned with a one-inch gap between them. It is important that the physical construction insures that all of the high-voltage connections are fully insulated should anyone open the relay box when the inverter is running. The batteries used are deep-cycle types with high cranking current ratings – this is important because the inverter must stay on when the engine is being started and it will cut out if the starter motor current drain pulls the battery voltage down excessively. The alternator is the stock 95 Amp type and it charges both batteries simultaneously. When the engine is started, the relays are heard clicking until the cylinders fire and after that, no sound can be heard from the relays. It is distinctly possible that the relays take up a fixed, immobile position when the engine is running. The diagram below marked ‘Effective circuit’ is based on that assumption, and it should be stressed that all of the diagrams are only what I understand from the information provided to date.
The engine timing has to be retarded for the car to run off water. This adjustment should be made to the point where the engine runs the best and this is likely to be different for each make of engine. The Chevy ‘Camaro’ engine runs best with the timing retarded by 35 . The spark plug gap used to be 65 thou. but is now set to 80 thou. (0.08”). The plugs used are the cheap ‘Autolite’ (25) copper core type. Using carburettor jets two sizes larger than normal, allows the engine to produce more power and rev higher than tick-over.
The engine tends to knock when first started from cold but it is likely that this can be overcome by using a heater on the water feed to the carburettor, raising the water temperature to say, 120 degrees Fahrenheit and fitted with a thermostat to disconnect the heater when the engine reaches its normal operating temperature. This car has been run 30,000 miles on water alone and covers some 300 miles per gallon as much of the water vapour in the exhaust condenses in the water tank.
The disadvantages: the car runs with slightly reduced power and the exhaust system will rust unless stainless steel replacements are used.
The inventor of this conversion wants to go on living a quiet life and does not want the nuisance value of high levels of interest. Consequently, he wishes to remain anonymous. He says: “I didn’t build this to sell or to get a patent on it, or make big bucks from the information. I did it because I could and I did. The only thing I can add is ‘just try it’.
Some points of note:
A car with this modification produces NO carbon dioxide and NO carbon monoxide, but since air is mixed with the gas combustion, it is likely that the greenhouse gas Nitrous Oxide is produced. But Nitrous Oxide dissolves reasonably well in water, so since the exhaust gasses are passed through the header tank which contains the water fuel, it is likely that this engine arrangement is a good deal greener than most.
The vented filler cap arrangement will not suit many European car designs which have a locking flap covering the filler cap. For these cars, it would probably be better if the gas exiting from the water tank is passed through a normal exhaust pipe, and the filler cap be a screwed airtight fitting.
Cornish Hydrogen Generator
US Patent 4,702,894 - Cornish - October 27, 1987
Your Car can run on water using this device without pollution !
Costs: 400 miles = 1 $. ( One US dollar ).
Copyright Layo France, Hyères,
Water Carborator : How
Your house can be warmed up this way .
Hardly a subject can be more important to humanity than the present one, . . .
A forgotten patent !
You will find here the exact transcript of the 30 June 1982 European patent Publication N° 0055134A1 allowing a car effectively running on water and little aluminum ( I Gk. at 1$ for 400 miles ) without any pollution whatsoever.
Inventor: Mr. Francois P. Cornish, UK
Last seen in Canada ( summer 1988 ). We are unable to locate him since several years now which is rather bothering.
If you (the reader) heard from him or know his place, please contact us or ask him to contact us.
Webmasters please do link this planet-saving information but do also mirror on your site ASAP - and refer to : www.layo.com (site no longer exists)
All photographs are our own making when visiting Mr. Cornish in London in 1983 and copyrighted.
Water is split into Hydrogen and Oxygen
Oxygen is cleverly combined with aluminum
Hydrogen is collected and sprayed in a standard carburetor like with methane-gas.
A 900 Kilo car runs 600 Kilometer on 20 liter water and 1 Kilo aluminum.
Clean energy, once put in Aluminum at 1$/Kg, refining Bauxite, is released here first
making oxygen inoffensive.
Why we don't see these cars yet ?
At the time (1981) only some minor difficulties existed (see the BMW letter).
Electronic control developments might make this easier to implement today. Please think about the following:
To develop a smooth way to get rid of the aluminum oxide powder from the bottom of the water reservoir.
Find an absolutely sure check signaling if oxygen remains although the BMW-letter is not speaking about that point.
Don't experiment if you are unqualified, . . .
remember combining O² and H² is highly dangerous - - -
Use oxygen sensors.
Engineers must attack this subject before this planet runs out of time !.
A Letter from BMW on the subject
Muenchen 40 Postfach 40040
Nov 5, 1981
Proposal for improvement
Dear Mr. Cornish,
In reply to your telex of 17th October, our findings to date are as follows:
The unit as present assembled in a 2000cc car produced sufficient gas to power the engine continuously.
The aluminum consumption averaged out at 180 cm per minute over a 70 minute test run.
With the capacitor (as per your specification) connected up, we were able to work in our 14v environment.
The water temperature remained low, and even without the radiation system was found to be well between your limits.
No acid was found on analysis after the test run.
We however feel that one possible problem area may be the disposal of the oxide deposit. Could you please let us know what your findings have been on this side.
Bayerische Motoren Werke Aktiengesellschaft
Here follows a complete text of this neglected
June, 30, 1982 European patent Publication N° 0055134A1
BACKGROUND OF THE INVENTION (text 8/8/96 OCR-scanned and partly corrected..)
This invention relates to hydrogen generation.
It has already been proposed to replace conventional fuels with hydrogen in the running of internal combustion engines. Conventional proposals are to produce hydrogen by the electrolysis of water and then to store the hydrogen in some form or another. No economically viable storage system for the highly explosive hydrogen gas has yet been evolved. Whatever system is evolved would involve fairly massive tanks of some kind or another and precautions to prevent explosions. The present invention is based on the desire of the inventor to be able to provide hydrogen on demand from materials which are in themselves safe to handle.
SUMMARY OF THE INVENTION . According to the invention a method of generating hydrogen comprises the steps of exposing a fresh metal surface to water and heating the interface between the metal surface and the water at least to the lowest temperature at which the metal reacts with water to form a metal oxide and hydrogen, the metal being chosen from metals which are higher in the electromotive series than hydrogen and having stable and safe handling characteristics. Preferably the metal surface is exposed and the interface heated by pressing an electrode of the relevant metal against a second electrode under water and applying a high voltage between the electrodes while preferably moving the electrode surfaces relatively to one another.
In other words in the preferred form of the invention hydrogen is formed by creating an underwater electrical discharge between two electrodes at least one of which is made of a metal as defined above.
The electrical discharge and the relative movement between the electrode surfaces ensure that fresh metal surfaces are exposed to the water while at the same time the discharge heats the interface between the electrodes and the water to the required temperature at which the metal reacts with water to form its oxide and to liberate hydrogen.
Also in the preferred form of the invention rile metal is aluminium which has the advantage that it is in relatively abundant supply relatively cheap is formed with a protective oxide layer on its exposed surfaces and reacts with water at a relatively low temperature. Aluminium wire fed against a rotating aluminium drum has been found to give excellent results to provide hydrogen for powering small internal combustion engines.
A convenient way of securing the high voltage required is to employ the conventional distributor and coil arrangement which provides the sparking for an internal combustion engine. Two coils in parallel fed from a common distributor has been found to give excellent results. Other methods of generating high voltages from the.comtery or the drive shaft of an internal combustion engine may also be used. The method of the invention lends itself in an excellent manner to supply hydrogen on demand. In this case hydrogen is fed to a small buffer store and as the pressure in the store exceeds a predetermined level, the electrodes are separated so that hydrogen generation is interrupted. As the pressure drops to a certain level the electrodes are again fed towards one another.
BRIEF DESCRIPTION OF THE DRAWING
The invention will now be further described, by way of example, with reference to the accompanying drawing, in which: Figure 1 is a schematic representation of apparatus for generating hydrogen, and suitable for powering a motor vehicle; and Figure 2 shows a portion of an appropriate electrical circuit.
DESCRIPTION OF A PREFERRED EMBODIMENT
In the illustrated embodiment there is a generating tank 10 fed with water from a reservoir tank 11 through a float valve 12 to keep the water level 1o in the tank 10 substantially constant. When the apparatus is used in a motor vehicle, the tank 11 can take the place of the conventional fuel tank of the vehicle with a pump 14 in the line 15 to pump more water into the tank 10 when the position of the float 12 indicates that this is required. Water is consumed as hydrogen is generated, and so the tank 11 has to be periodically refilled. The generating tank 10 is in communication with an air cooled heat exchanger 16, which may take the same form as a conventional motor car radiator.
The generating tank 10 is surmounted by a collecting vessel 17 from which hydrogen is drawn through a restricted orifice 18 of an internal combustion engine. Inside the tank 10 there is a drum 19 driven by any suitable means to rotate at a constant speed. The drum 19 is made of aluminium. A depending flange 20 provides a water seal to the top left hand corner of the tank 10, so that that corner is not in gas communication with the vessel 17.
A coil 21 of aluminium wire 22 is fed through a push-pull unit 23 of the kind used to feed welding wire to argon arc welding devices. The unit 23 is arranged to feed the wire against the surface
of the drum 19 and to traverse the wire along the length of the drum on a bar 24. the wire passes along a insulating sleeve 25 which enters the tank 10 through, a suitable wiper seal.
In the vessel 17 there is a pressure sensor 26 connected to a control unit 27. When the pressure sensor senses a pressure above a predetermined value, it signals the control unit 27 which in turn stops the unit 23 so that wire is no longer fed towards the drum 19. When the pressure drops again, feeding is resumed.
In use, the coil 21 is connected to the high tension side of s two ignition coils or transformers 30 and 33. These transformers have primary windings 31 and 34 and secondary, nigh tension windings 32 and 35. A capacitor 36 is connected across the high tension connections. The terminals 28 and 29 are connected to a conventional vehicle.comtery.
At the point of contact between the end of the wire 22 and the drum 19 an electrical discharge takes place. As a result the adjacent metal surfaces are heated to high temperature the protective oxide film which naturally forms on exposed aluminium surfaces is disrupted, and the exposed aluminium surfaces react with the water. In fact the electrochemical situation at the interface is such that the wire 22 is consumed with the following reaction taking place.
2al+3h2o ---- A12 + 3H2
As a result, hydrogen bubbles from the contact point while the aluminium oxide collects as a white powder in the base of the tank 10. A grid 37 in the bottom of the tank allows the powder to pass through, and then keeps the powder substantially free from currents in the tank 10. The hydrogen passes through the vessel 17 and the orifice 18 to the carburetor of an internal combustion engine.
There may be a tendency for bubbles of hydrogen to adhere to the surface of the drum 19 which rotates in the direction indicated by the arrow 38. to prevent this To prevent this happening a wipper blade 39
can be located in the position shown in Figure 1, so as to separate any adhering bubbles from the drum surface.
Alternatively, a wiper blade 40 may be arranged on the opposite side of the drum. In this case a small volume of hydrogen gas may collect 5 beneath this blade, and it may be possible to pivot the blade 40, thus releasing this pocket of hydrogen in order to facilitate startup of an engine fueled by the hydrogen.
It may be possible to use salt water in the tank 10, rather than fresh water.
The drum 19 preferably rotates at a speed between 400 and 700 rpm, but the rotation may be as slow as 50 rpm.
During operations the temperature of the water in the tank 10 may rise as high as 95°C, although it is likely that a unit mounted in a moving vehicle, for example, will be able to maintain the water at a lower temperature.
A unit substantially as shown in the drawings has been used to drive a 500cc motor cycle engine. The wire 22 had a diameter of 1,6 mm and was of commercial purity (98°'~A1). The unit produced over 1000 cc of hydrogen a minute, with an aluminium wire consumption rate of 140 to 180 cm per minute. The rate of deposition of aluminium oxide was about 4 kilograms per 500 kilometers traveled.
Conventional modifications were made to the carburetor to enable the engine to run on a mixture of hydrogen and air. The wire 22 carries a voltage of about 18000 volts with a current of about 1 amp.
The invention may equally be used to power stationary industrial engines ,as well as motor vehicle engines.
1- Apparatus for generating hydrogen comprising a tank 10 for containing water, a metal surface (22) arranged in the tank, means for heating the surface at least to the lowest temperature at which the metal reacts with water to form a metal oxide and hydrogen, and a chamber (17) for collecting the generated hydrogen.
2- Apparatus as claimed in Claim 1, wherein the metal surface (22) is aluminium.
3- Apparatus as claim 1 or Claim 2, wherein the means for heating the surface in an electrical discharge between the surface (22) and another electrode (14)
4- Apparatus as claimed 4, wherein a second metal surface (19) i arranged in the tank, and means are provided to move one surface (19) relative to the other, the two surfaces being connected in an electric circuit (Figure 2) so that they form electrodes between which an electrical discharge can take place.
5- Apparatus as claimed in Claim 4, wherein the second metal surface is aluminium (19).
6. Apparatus as claimed in Claim 4 or Claim 5, wherein the first metal surface (22) is a wire and the second metal surface (19) is a drum, the drum being mounted for rotation and the wire being supported so that it approaches the cylindrical surface of the drum at an angle to a tangent to the drum surface.
7. Apparatus as claimed in Claim 6, wherein the wire (22) is supported by a device (23) which continuously feeds the wire, as it is consumed, towards the drum surface (19).
8. Apparatus as claimed in Claim 7, wherein means (26,27) are provided for sensing the pressure of hydrogen gas in the chamber (17) and for regulating the feed rate of the wire feeding device (23) in accordance with the sensed pressure, to control the hydrogen output.
9. Apparatus as claimed in any preceding claim, wherein the tank (10) is connected to a heat exchanger (16), so that water can circulate from the tank, through the heat exchanger, and back to the tank.
10. A method of generating hydrogen comprising the steps of exposing a fresh metal surface (22) to water and heating the interface between the metal surface and the water at least to the lowest temperature at which the metal reacts with water to form a metal oxide and hydrogen, the metal being chosen from metals which are higher in the electromotive series than hydrogen and which have stable and safe handling characteristics.
11. A method as claimed in claim 10, wherein the metal (22) is aluminium, and a fresh metal surface is exposed and the interface heated by pressing an aluminium electrode (22) against a second electrode (19) under water and applying a high voltage between the electrodes.
Copyright firstname.lastname@example.org 1996
Created: 8/8/1996. (site no longer exists)
US Patent 6,299,738 - Richardson - October 9, 2001
for use in fuel gases
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Please spread this video everywhere you can. We've had vapor carburetors that have gotten well over 100mpg in the 60s! Now we have a Shell Oil scientist admitting they broke the 1,000 mpg barrier in the late 70s which seems easily possible since inventor John Weston has a car that gets 463 MPG and he didn't have the massive budgets and technology available to Shell Oil. You can read about John Weston's car here. http://fuel-efficient-vehicles.org/en... You can also read about many other cars getting over 100 mpg in this article. http://www.project.nsearch.com/profil... Shell Oil Scientist Admits 1,000 mpg Barrier Broken in 70s! Workers at Shell Oil wrote "Fuel Economy of the Gasoline Engine" (ISBN 0-470-99132-1); it was published by John Wiley & Sons, New York, in 1977. The Library of Congress (LOC), in September 1990, did not have a copy of this book as it was missing from the files. Other printings of the book were used as an engineering text at the University of West Virginia. On page 42 Shell Oil quotes the President of General Motors, he, in 1929, predicted 80 MPG by 1939. Between pages 221 and 223 Shell writes of their achievements: 49.73 MPG around 1939; 149.95 MPG with a 1947 Studebaker in 1949; 244.35 MPG with a 1959 Fiat 600 in 1968; 376.59 MPG with a 1959 Opel in 1973. Through the years many cars competed most averaging over 50 MPG. The concept of fuel vaporization is not new but this and other cars existence adds credit to the stories of Charles Nelson Pogue, Thomas Ogle, Smokey Yunick, and Paul Pantone. Copyright Disclaimer Under Section 107 of the Copyright Act 1976, allowance is made for "fair use" for purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use. All copyrighted materials contained herein belong to their respective copyright holders, I do not claim ownership over any of these materials. I realize no profit, monetary or otherwise, from the exhibition of these videos.The Fish carb works with diesel, alcohol, toxic voc chemicals, and can work using crude oil straight out of the ground. Sold in San Diego by a company named Brown (Carburetors ).