=a =a Fuel From Water #2 Learn how to build an electrolyser fuel cell. Learn how to get free energy from splitting hydrogen and oxygen atoms that make up water. Also includes plans for converting your car to run on water. We have also included plans for a simple device that can be constructed from pve plumbing parts to produce large amounts of hydrogen. This device ran a small gas engine successfully. Covvrieht 1998 Future Horizons. Inc. www. futurehorizons.netFuture Horizons, Inc. PO Box 125 Marquette, MI 49855 USA. Future Hovivens Copy www. futurehorizons.net A WATER FUELLED CAR by carl Cella Tam the madman behind the US heavy-metal band, "Rampage", but long before my musical success 1 was mechanically inclined, and the possibility of running ¢ car on fuel extracted from water intrigued me no end. After reading all the information >I could find 6n the subject of hydrogen generators, i built my first actual unit in 1983, mounting it in the trunk of a 1979 Cadillac Coupe de Ville, Tconstructed my system from the best of all the other systems I read about, and then went even further, using the strongest materials and cleanest layout possible within reason. All the titanium nuts and bolts were scored from an aircraft salvage supply: they're cheaper, used, and since they'll never wear out that's one way to save some big bucks. Certain heed and exhaust system modifications have to be made to expect trouble-free extended use. For one, the combustion of hydrogen results in the rebonding of the previously- separated hydrogen and oxygen molecules, making the engine's exhaust water vapour steam, and nothing else - meaning absolutely no pollution at all! Most auto mekers use cast-iron exhaust manifolds and stee! valves. The combined effects of heat and moisture (moisture not being present in the combustion of petroleum-based fuels) cause extremely rapid corrosion of the system. Part of the fix is to install stainless- steel valves and an exhaust sysicm constructed entirely out of stainless steel. Racing shops sell stainless-steel valves and stainless-steel ‘turbo’ mufflers that alt work fine. Since hydrogen does not contain lead as some gasoline does, if you're not using a late- model, no-lead engine, the heads wil have to be reworked to include valve seats not needing the Inbrification lead provides. As for building this device to sell as a completed system, that's a dead issue, In 1983, I contacted the Department of Encrgy to show them that my car actually worked. I was confronted by two very belligerent ‘agents of tyrannical oppression’ who told me that if 1 tried to sell pre-built units, 'd have a lot of "problems". I asked zhy, demanding an explanation, asd was told very bluntly, and not in a very nice tone: "Do you have any idea what a device like this, available to the public, would do to the economy?" ‘This technology is so simple that anyone with over half a brain - and knowledgeable in auto mechanics - can build one of these units. I've included comprehensive, no-bullshit, drafted design layouts, parts lists, maintenance tips, and a whole lot of engine modification concepts to make construction, part fabrication and implementation as easy as reasonably possible. The unit I built works as great as I claim it to, but I offer only the printed information on how to build your own, and I take no personal responsibility for damage of any kind caused to your vehicle or self. Ihave only applied my unit to a carburetted engine; I've never attempted an application to a fuel-injected engine, nor do I make any such claim that an application of that type would be easily performed, if possible at all.Yuture Horizons, Inc. PO Box 125 Marquette. MI 49855 USA 5 z : 5 AN 5 g z 2 2 Every cubic foot of water contains about 1,376 cubic feet of hycrogen gas and 680 cubic feet of oxygen. Because there is no pollution produced, all smog devices may be completely removed, legelly, and your car exempted frou: smog checks, as ate propane- powered vehicles. The only maintenance I have encountered is, periodically, to wire-brush mineral deposits off the reaction chamber electrodes and, at longer intervals, to clean out the chamber itself - neither of which is complicated or very time consuming. I've incorporated so ‘many backup electrodes so this job won't be required roadside - as it was for me when I first used only one, not knowing about any deposits entirely covering the electrodes and thus halting the electrical reaction process. When the car dies out, you just flip another switch until you're somewhere able to brush the reactor’s electrodes clean in reasonable comfort - and not northbound on Highway 5, halfway between Los Angeles and San Francisco, where my first breakdown was, Where the steel gasoline tank used to be, a plastic water tank is fitted, afong with an electric float sensor that should be attached to the vehicle's existing fuel gauge. If you ‘were to start your engine with no midifications other than the carburettor to accept hydrogen fuel, it will run fine but the exhaust system will corrode in almost no time, and if you leave the engine turned off for an extended period, your stock valves and guides will rust up and seizet Stainless-steel valves don't cost much and are as trouble-free as the stainless-steel exhaust system, so don't be a fool and try to go cheap because you'll only cause yourself added expense and headaches, and you'll be cursing me for your own stupidity. For the cast-iron combustion chambers and valve ports, there is 2 high-temperature ceramic coating called heanium" that can be pre-formed to guard against the same corrosion that affects the valves, guides, exhaust system and also the intake manifold, as moisture down there will also cause corrosion Petroleum-based frels have their own detergent action that protects against corrosion, ‘much like soaking parts in oil prevents corrosion. When using hydrogen as an internal combustion engine fuel, extra precautions must be taken to make extended operation reality, and not some drive-a-few-thousand-miles-between-fried-engines bullshit, Don't use sea water! it contains approximately three-fourths of a pound of salt in every gallon. Salt is a material that will coat the electrodes very quickly, just snaking one big. ‘mess. The reason for electrode deposit buildup is that tap water is never 100 per cent pure; it contains mineral contaminants that are drawa to the traction-chamber electrode during the electrically-activated molecular separation process, that results in the hydrogen contained in water being released from the oxygen molecules they are bonded to, making 4 fuel that can power an internal combustion engine. 1 offer no design for an exhaust steain condenser, but I do make the suggestion that one applicable to an automobile can be built to increase the cost-free mileage even further between fill-ups. A concept would include some form of exhaust-fed radiator that could incorporate air ducts, leading from scoops, to direct highway speed airflow across itFuture Horizons, Inc. PO Box 125 Marquette, MI 49855 USA www. futurehorizons.net utare J offer the idea, but not the design, because many aspects must be considered, such as: the least amount of back pressure, unit pressure, unit placement with regard to configuration by the limit or abundance of that space - though this one would be constructed for a stationary, engine-powered electrical generator, where space limitation is of no concem., Remember, the cylinder walls are cast iron and prone to rust, but they can be kept clean by piston action (es long as its not left sitting for long periods between use). An automobile engine could feasibly be constructed with non-corrosive stainless-steel heads and cylinders straight from the factory - a solid reason to justify spending twenty- five grand or more for a car, because the fuel to ran it would be free. There has been much criticism over hydrogen as an auto fuel, most of it coming straight from those who have the most to lose if hydrogen ever achieves widespread use as an automotive fuel. ‘There are some factory-built high-performance cars on the market that already come with stainless-steel valves, but they are few and far between, and you still have to change the ‘exhaust systems. For the carburettor to accept vapour-state fuel, it must be converted using the same parts ‘hat are used in propane/butane engine fuel systems, such as carburettor kits by *IMPCO", or similar, that do the same thing, i.e. enable your engine to be powered by a vapour-state fuel. Because no pollution is produced, the engine may be rebuilt ‘legally’ with higher performance parts, like a camshaft that, in gasolie, would have increased exhaust pollutant emissions, thus making it illegal’ for highway use. Of course, i's only a ‘crime! if you get ‘caught’, but those pay-aguin-every-time-your-vehicle-fails smog checks are a pain in the ass, not to mention the wallet A similar type of mechanism that opens and closes tretractable headlights could be implemented in a dashboard switch-activated system that could open a trunk lid-mounted scoop that captures rain, with a flexible hose line that directs it into the main tank, either while the vehicle is in motion or parked. Just watch the fuel gauge, and close the scoop when you see "Full"! While it may be a long time before we are able to purchase an entirely corrosion- resistant, exotic alloy engine, I am offering the complete design for a hydrogen generator that will power a car - but any engine modifications I outline are only given as basic concepts. It's up to you to implement what is applicable to your particular engine. Use some initiative. Don't rely on whether I wrote it or not. If you discover a part or process that [ haven't mentioned, that will in any way protect your engine further from the effects of corrosion, use it! I've written this to help people wake up from the big lie of having to depend on oil companies just to drive a car.Future Horizons, Inc. PO Box 125 Marquette, MI 49855 USA www. futurehorizons.net Cepyrige Building as many units as I can for personal use only, and writing this booklet, are about the only things I can ‘legally* do to try to help the world wake up. A hydrogen generator produces an energy potential in excess of 100 per cent efficiency!!! You read it right: free energy! ‘A car's battery starts the engine, but once it's running, the alternator takes over to charge the battery and power the ignition system, With an onboard hydrogen generator, that altemator also powers the hydrogen extraction process, producing the enerey needed to fuel the engine that runs the alternator. No external power source is needed; so Jong as there is water available, the entire system is self-sufficient in operation. Am estra trunk- mounted battery would provide more current - if ever needed - to nm everything at once without overloading the electrical system. System Operation The dash-mounted switches for turning on the reactor are also wired to activate the chamber feedwater pump at the same tine. When the car dies out, that signals to you that an electrode has been totally crusted over with deposits from the impure fuel water, This means the electrically-activated molecular separation process (electrolysis) has halted, These switches should also have indicator lights to let you know whieh one is on, and Slip-up caps to guard against accidental activation. When the need arises to go to back-up, turn off the switeh for the ‘dead! electrode, as well as close its electrical shut-off-valve, The purpose of these gas valves is to keep pressurised oxygen from escaping up through the ‘off electrode fittings into the hydrogen lines, possibly resulting in your cer becoming a "Highway Hindenburg"! Hydrogen is separated from its molecular bond with oxygen by exposing the Hid of water to direct-current voltage. Hydrogen is attracted 10 a negative charge, while oxygen is attracted to a positive charge. This process generates heat in the chamber, so trunk placement is best with an aluminium or plywood wall built between the reactor and the rest of the available trunk space. Small cars are light on gasoline, thus cheaper to operatr, but when all ofa sudden the fuel becomes fiee, the size and weight of the car is of no ‘concem, except for Porsches and similar sportscars, street rods etc. Water is pumped through the reaction chamber, which itself is positively charged, drawing the oxygen molecules out through the water return {ine fo be vented off through the water tank's cap, The hydrogen-attracting electrode extending into the welded-in pipes (and insulated under the t-fitting) is negatively charged. There is a dash-mounted pressure-gauge that is connected before the regulator and mixer. To gbegin hydrogen generation, flip one of the dash-mounted switches and wait for the gauge t0 show fuel- line pressure; then start the engine when pressure is shown by the gauge to exist. In ‘mounting the wait, remember that the chamber itself is positive, and most cars use a negative chassis ground, so insulated mounts must be fabricated between the positive chamber and the negative trunk-floor. As a final note, this unit is not a concept or a theory! It is tried and proven! J designed this system at age 18 in 1983, and built more than one, using Rampage profits for research and developmentFuture Ho: izons, Inc. PO Box 125 Marquette, M1 49855 USA www. futurehorizons.net Iean't sell actual working units, but nothing but death itself can stop me from distributing this information in the hope that people will take the initiative to wake up from the big lie of oil-dependency for auto fuel, and flood the street with hydrogen-powered cars. if enough people find out how simple it is, public pressure may someday soon be put on the government, resulting in the long overdue media exposure they're ail so afraid of. Eyewitness News (Channel 7) in Los Angeles didn't want to let the word out that an actual working vehicle had been built by an 18-year-old metalhead! We're supposed to be stupid in the public's eye, from their point of view! Hydrogen and oxygen gases do not pollute; they help clean out carbon deposits from the engine for better mileage and less engine wear. You'll notice the improved engine performance immediately. (Source: Carl Cella, PO Box 8101 (4176-X), San Luis Obispo, CA 93409-0001, USA. Originally published in Iroa Feather Journal No. 13, PO Box 1905, Boulder, CO 80306, USA, and in Psychedelic IHuminations VIN, Fall/Winter 1995/96, PO Box 3186, Fullerton, CA 92634, USA) In any case, anyone who's really interested should be able to get one of the two publications cited above, or buy the current issue of NEXUS magazine. If you can't find iton a newsstand, here is their address: PO Box 177, Kempton, IL 60946-0177 USA tel. 815 253 6464 and fax 815 253 6300 (Ldon't have a deal with that magazine or anyone else for that matter, only want to see the technology applied. For some background information on other systems of hydrozen- fuelled engines, you can find something on my home page - see the technology section). ‘Two construction drawings are shown on the following pages and also the two original drawings by Carl Cella, ‘There’s also some photos and info showing a few successful conversions that were done using this basic design.Do-It-Yourself Special Feature: MODIFY YOUR CAR TO *BURN* WATER! - - Technical Diagrams (reproduced exactly as we received them) The sane q Electrolysis Chamber > lng asker End mf i e tank ‘bottom — "+ —3 ‘Chamber is constructed entirely from stainless steal, a holes 61D, |Get the materials listed below! (1) 18! x6" ©.0. x" stainless steel pipe ere (3) 8X3" LD. x 4" stainless stee! pipes Piates 12) 8" 0.0. x 6" LD, x 4" end flanges 1) 8" x wend plates (16) 1x 4 aiccraft salvaged titanium bolts 116)" aircraft salvaged titanium self-locking nuts ives for ings For the vapor fue! conversion parts: {fuel mer, and low pressure regulator) IMBCO CARBURETION 16916 Gridley Plaza Certs, CA 30701 USA " Hydrogen Electrode Fabrication HERE'S (Exploded Vein) How: Fin tx te Sages iota rayon tn Ny sola tele “ouayay vam BSI se stains sours a, ee vemseam | cen eqtodessee sor | nanos casi . Wire "1210.6. Dain Teicher | camimtsamner webae Teg HINTED Oooh oe Preaded ier Hydrogen burns slightly hotter than pasoline .D. = Outside Diameter = Inside Diameter - Voltage Direct CurrentARCO Vapor Fath Minar MPCO Low Presa Bupultoe HYDROGEN GENERATOR INSTALLATION GENERAL PARTS: |= Stainiess Sxeel Valves W "Telos Core | Bronze Valve Guides Braided Stee! Hose ——, {im rail you'll aoedta tet | Stainless Steet r saves Gaya roll-you'll sedate Rings eat Saintes Sel Header Vines 5 | Sainiess See! Mules ‘ onium Staines tet cerasuee ‘ene \ Fears t te Swe Exhaust Ty alan ae ~ aria Saint Gamecere s ycogen Screw Over Hose aie « sinless Stet Daal Exheut Cn Sytem teaser) FE + Hlecic Mur Orin Water recovery arp fed back me cate, Na Tonk Cregeen Tiga and ip up espe (dhownedte sate thane fed water poe NOTE Tenia Posive ad Ohne ances atone anda cas Negation ‘goundvade Nace ote Tap tye Sharon fiero Seater ter ‘ este Fed tine tlecrc Fost segue gauge Paste water Tank lite where gone tank ed ob iboteio a both stainless see! wba. fillers using hear fr00! braided steel hose} NOTE; The combustion of hydrogen results is the reformation of water. The ‘engine's exhaust is water vapour team, Some of tis steam ‘condenses inta water, collecting Inside the matflers. This systems recovers the water content of these muffiers, ent Segoe cake co ‘MUFFLER WATER RECOVERY SYSTEM CONCEPT Hoes tucked speweal te way Sle Steel hing Sorsailes se! Frrngeweldee fee in 7 wail Joke Mote CHAMBER MOUNTING IN CAR'S TRUNK asetch acta “Tank Petite, and nics oer iRegtve(Crours) se ue Teale acne Phoad or Auminiamprioa ‘deean scien rors ‘rue rank gue, vee ise” vt he veosed Necung cpHere ere the original drawings made by Carl Cella ¢ Eletrolys's Chenter | Chamber > ee es ptomiess tw Fal helt i ; — wis Self 7 EE [lene U _ ge 4° ie wD. Chamber is Constructed x aan a entirely from stainless ste 0 5D (a) QE” | Ya canter kale Give Ree gs) SINS RDISIY GET TRIS sHIT! All of the Materials Lisied Below ovtede diameter ay Ot" 60D x Ig" geamless VDC. = voltage direct curren see sige (0. srinside diemeber "yb" px Ia" stainkss steel pipes (For the vapor Eeiet meh: ou prestore tegbaer) @ geena Tp. x ‘A "end Slanges on f a y be: Eaoeo, canauge nol ye a (2) B" fy end plates casts ores (by tx fy" arctagt Salvaged Litanum pelts: Cie) Wy" aireragt salvaged titantum self-locking nués . ' sete ait HERES hems Te oven Electrode fee oTe! Fabnieabion (Expleded Vein jpst the "ssoree™ ae THR Er Sad Se el hse rt yco'll reed, Se nina, fies wee 1 Pease tee | sate i int i feds J ibe High Grade he Wen = ~ 4 St " aight oh than, sb edly is) BSE fe vot Aasoshtea. j jooch bank’s Wait” Neg SEE! oo inet) mat Shs (Ho0.M ED) Hydrogen Burns Slight! Hbsied Than Gascligee 2Hydeegen Generator Enstalietion ae ae pee Plastic: Waker Tani (Eitked where gasciine tank vsed te be) \ eiantar Meontngon Car enh Se PB Tank is othe, <4 ht Koma Flor ie os Cerwind), ‘Us Soouared Pigweed or Alaina Bain Scent oa s Reacder vi Peecainiry Avextaple, Sea He “Teslon” Core | ~ SnIeES Sto Yao J S Mat aeons Value Cudes Weeaa 8} f Stains RES % ‘een te foams | “Shears Cited one se) = SHatless Steel FS = nulls ee ah HF Santee Stel 2s! Exhnost ests Saree TR stares stat twee ants oy heat Oraaf, braided sate ust) ISTE) Tes tee deen water, The engines exhaust 13 water vapor Seat. Sdme of this steam e Site water eeleching ede the UAL ne of Ma elfen. Moffler Water Recovery System Concept: ltict etal Stsinlas Sheed “T™ Reting iene Sst mag ented tas Gee, Bete 5Future Ho ‘5 Marquette, MI 49855 USA ons, Ine. PO Box 12: www.futurehorizons.net Date: 1/15/03 1:06:10 AM Pacific Standard Time Hi Kent Bere is a real operating unit still need a percentage of fuel to keep the carbon, aronnd the rings. That's why you haye to run a car in for a few thousand miles. Without the carbon the engine will not last, That's the only reason the system in the previous file will fail. The fuel this unit generates is not hydrogen oxygen; its nitrogen hydroxide, nitrogen hydrogen and oxygen combined. If you look the motor is a 253 v8 with a lawn mower carb 1 inch bore. Date: 1/15/03 1:30:00 AM Pacific Standard Time Kent: Here is another of the same vehicle. The system is fairly basie: 316 stainless 100mm pipe anode, 80mm pipe cathode inside the other one roughly equal surface area anode and cathode perspex end caps 1 12 volt relay 1 bleed valve to allow atmospheric air in. This is how the nitrogen is replaced. The atmosphere is over 70% nitrogen; the real work is done by the vacuum generated by the engine plus the 12 volt current, The only catalyst is a grain or two of rock salt, When you turn the thing off it generates 13 to 14 volts for a while, The car in the picture did 3000 mile ‘on $20 fuel [petrol] [roughly [2 gallons] and two liters of water, More pictures if you want of other systems.Future Horizons, Ine. PO Box 125 Marquette, MI 49855 USA www. futurehorizons.net Date: 1/15/03 1:59:30 AM Pacific Standard Time Hi Kent: Here are a couple of a generator systems for a house power supply. They run on straight nitrogen-hydroxide generate from water. The same system on the V8 car. The generator has been running as the main supply of electric to a house for over ten years to my knowledge. Well there are no power lines were this unit is, I myself drive an old £100 Canadian engine. It's a 360 cubic inch six cylinder. I have run it on the fuel system for over four years, so far with know ill effect except on my fuet bill round town I get about 140 mile per gallon. On a good run a lot more, but I stopped checking the mileage years ago. Because I know I cannot produce them without getting unwelcome visitors. But there are lots of them privately built in Australias they are quite common. Even the guy that does my read-worthy certificate has one [we have to have are ears checked every year here for any mechanical faults before we can re register the vehicle). They are not legal but the guy doing the check has one on his car as well. So registration not really an issue. ‘There are better toys to play with.pUSUOZHOYPINT MAM VSN SS86r LIN “nanb.ey $71 XO Od MU] ‘SHOZL0F] aanyHyThe following file was received by Dave the Gravman via FAX, he kindly sent it o be shared out to everyone, thanks Dave! Convert your engine to bu hydrogen & oxygen Make vapor from water on demand & pollution-free Convert your vehicle to a ZPV: Zero Pollution Vehicle Freedom from Gasoline Simple and inexpensive conversion On Demand vapor rate via throttle Easy do it yourself public domain plans Help clean the air while you save money FIGURE 4 foval and pressuce gauges vaater tank cab of Fi a Oo engine conta! ett pup \/ electrode pulses. rected chamber exhaust system These plans can be used to run your car, truck, RV, motorcycle, airplane, ete. from tap water. ‘Are you fed up with gasoline prices and THE POLLUTION? ‘Would you like to do something about it besides complain and wait? Are you still CHOKING on the whole idea of fossil fuel CONSUMPTION? WHY? ‘Wouldn't you like to free yourself from centrally controlled or imported fuel? Do you have a 2nd vehicle you don't use every day?Now there is something we can actually do about it, as individuals willing to help clean the environment, and travel at lower cost to both you and your environment, Do-it-yourself plans allow the individual (that's you and me, folks} to make a difference. This is the easiest and lowest cost way to convert your car to run on (relatively) fee energy. Now with existing technology, anyone can stand up and make a difference by reducing the local automotive pollution, eliminate gasoline ‘expenses, help restore our atmosphere, and breathe a little easier. You will be making use of your entire existing system, except the fuel tank and catalytic converter, THE PLAN: Know the Truth and set yourself FREE. Set a good example for the World you choose to create. Exercise your own Free Will. Live cleaner and healthier, Build and install a low-cost alternative method for running your vehicle (internal combustion) engine on TAP WATER, using off-the- shelf components. This is simply an efficient way to convert ordinary tap water into gaseous Hydrogen and Oxygen, and then burn these vapors in the engine, instead of that smelly, stinky, expensive ‘other Stuif. This ‘minisystem’ runs easily from your existing battery and electrical system, and it plugs into your carburetor with simple off-the-shelf fittings. You will be installing a plastic water tank, a control cireuit, a reaction chamber, a hi-pressure carb/FI fitting, and 3 gauges (see Figure 1), and then hooking into your existing earb/FT. ‘The SIMPLICITY comes from being an ‘on-demand’ system requiring no fancy storage, or plumbing. You crank the gas pedal or throttle and you electrically create more vapour for immediate consumption, on demand; Lo - Hi Flow Rate as needed from idle - max power. The only reat change is tha€ you are using tap water as fuel, instead of the traditional petroleum-based fuel. Given, a choice, which way would you choose?FAQ’s Q: Does it really work? A: Yes; this is well-established technology dating back to stainless steel, But be sure to follow these instructions using the proper mechanical and electrical assembly techniques, as it incorporates the best qualities of several techniques. Q: How does it qualify as free energy"? A: If you're paying someone for the water you use, then it is not strictly ‘free’. But, the alternative is to keep buying into the expensive gasoline and resultant hydrocarbon pollution, Q: Is it Sate? A: Technically, it is safer than running on fossil fuel, because you are no longer choking on your own emissions (health-wise), but in general it is practically as safe as your current gasoline arrangement. You will be installing a few simple safety devices, using current automotive standards, Q: What kind of performance can I expect? A: Properly adjusted, your modified vapor-only fuel system will run cooler, and at a modestly higher power level. The mileage performance expected from this design ranges from 50-300 mpg, depending on your adjusting skitis, Q: Can I do the modification myself? A: Why not? If you know someone with basic mechanical and/or electrical skills, you can even delegate some of the construction. If you are using a fuel-injeeted engine, you may have to get a mechanic's opinion, 0: What is the environmental impact that my yehicle will have? ‘Ar It will be producing H20 steam and unburned 02, hence it will be cleaning the environment, rather than dumping nauseous toxins into it, Plus you will be helping to save our dwindling supply of atmospheric oxygen. Any excess vapor in the reaction becomes either steam or oxygen. You can also expect to be receiving more than casual interest from those around you. Q: Is this really a steam engine?A: Nos really, Exceedingly hi temp & pressure are not used. This is strictly an internal combustion engine (burning orthohydrogen) with residual steam in the exhaust as a by produet, Gasoline as a fuel is NOT NECESSAR’ is optional. 1. ORIGIN - In the 19th century, the gasoline portion of the refining process, was first considered to be a ‘waste’ product of extracting the purified erude oil, Later on, it was discovered that it could be Sold as fuel, instead of just dumping it back in the hole as had been the tradition, 2. CONSUMPTION RATE - The gasoline consumption rate for every mass- produced car has been carefully ‘designed in’ as a market asset. As an indication, simply observe how quickly and closely ALL the local different gas stations adjust their prices. Even the hybrid cars which use electric motors still consume 2 designed amount of gasoline, and their price tags are prohibitively high, 3. EFFICIENCY - There js a lot of thermochemical energy in gasoline, but there is even more energy in water. The DOE has quoted about 40%, 50 it is probably much more than that. Most people are unaware that ‘internal combustion’ is DEFINED as: a thermo-vapour process; as in 'no liquid in the reaction’; AND most of the gasoline in a standard internal combustion engine, is ACTUALLY CONSUMED cooked and finally broken down) IN ‘THE CATALYTIC CONVERTER, which happens AFTER the fuel has been not-so-burnt in the engine. Sadly, this means that most of the fuel we use in this way, is used only to cool down the combustion process, rather than using acleaner and more efficient means to do so. 4, ADDITIVES - Also sadly, we are told by ‘authorities’ that some of the many gasoline additives are in the mix to increase performance; but because of its current overly-complex molecular structure, the real built-in function of the gasoline formula is to slow down the combustion so that only so much is actually consumed in the cylinder, and the liquid balance goes to the catalytic converter. As a further insult, the additives are also there to clog and prevent the use of the Pogue-style carburetors, designed to get 200-300 mpg. 5, PROFIT - Is the Pope catholic? does the bear poop in the woods? Of course the oil companies are making a huge profit. It is by design. What do you suppose the Gulf War was about? Just look at where the crude oil comes from and where the money is flowing. Rest assured that the oil companies do NOT want you to know how to make use of this water-fuel technology. They have been making money on our ignorance, dis-empowerment, and willingness to follow along in a mindless 'comfort-zone' of toxic waste, suppression, resentment, and apathy: WHO NEEDS 1T?Let us proceed to set a good example and do it right, do it clean, Exceedingly simple ‘Water is pumped as needed to replenish and maintain the liquid level in the chamber, The electrodes are vibrated with a 0.5-SA electrical pulse which breaks 2(H20) — (2112 + 02). ‘When the pressure reaches say 30-60 psi, you turn the key and go. ‘You step on the pedal, you send more energy to the electrodes, and ‘thus more vapor to the cylinders; Le. fuel vapor on demand. ‘You set the idle - max flow rate to get the most efficient use of power, and you're off to the races. In the BIG picture, your Free Energy is coming from the tap water, in an open system, as the latent energy in the water is enough to power ‘the engine, and hence drive the alternator and whatever belt-driven accessories; AND the alternator is efficient enough to run the various electrical loads (10-20 amps), including the additional low current to run this vapor reaction, No extra batteries are required.BUILD YOUR OWN WATER VAPOR SYSTEM CONTROLLER FROM THE-SHELF MATERIALS FIGURE 2 BLOC DIAGRAMOVERVIEW - Here is the suggested sequence of steps: 1. Install the CHT (or EGT) gauge and measure your current operating temp range (gasoline), for comparison, 2. Build & test the controller to verify the correct pulse output. 3. Build the reaction chamber & test it w. the controller (Le pressure out). 4, Install the tank, controller, chamber, and pressure fittings. 5. Run engine & Adjust the control circuit as necessary for best performance. 6, Instal] the stainless steel valves and get the pistons/cytinders coated with ceramic, 7, Coat the exhaust system with ceramic without the catalytic converter OR let it rust out and replace the whole dang thing with stainless steel pipe sections. YOU WILL NEED: + Plastic water tank with pump and level sensor. - Control cireuit, wiring, connectors, and epoxy. ‘+ -Reaction chamber with electrodes and fittings. ‘+ - 3/8" stainless steel flex-tubing, fittings and clamps.- carb/FI vapor-pressure fitting kit. - Pressure, CHT (or EGT), & level gauges. + -Stainless steel valves. ‘+ - Copper mesh junction, ‘* - Ceramic surface treatment for cylinders & pistons. ‘+ - Stainless steel or ceramic treated exhaust assembly.BASIC TOOLS * +d , screwdriver and pliers * ~hole cutter ‘+ - wire-wrap, solder-iron and clippers * = DVM and oscilloscope. REACTION CHAMBER Construct as shown in Figure 2, Use a section of 4" PVC waste pipe with a threaded screw cap fitting on one end and a standard end-cap at the other. Make sure to drill-and-epoxy or tap threads through the PVC components for all fittings. Set and control the water level in the chamber so that it well submerses the pipe electrodes; yet leave some headroom to build up the hydrogen/oxygen vapor pressure. Use stainless steel wires inside the chamber or otherwise use a protective coating; use insulated wires outside. Ensure that the epoxy perfects the seal, or otherwise lay down a bead of waterproof silicone that can hold pressure. The screw fitting may require soft silicone sealant, or a gasket; its purpose is to hold pressure and allow periodic inspection of the electrodes, No leaks, no problems. Make sure you get a symmetric 1- ‘Smm gap between the 2 stainless steel pipes. The referenced literature Suggests that the closer to Imm you get the better. You WILL want to get your chamber level sensor verified BEFORE you epoxy the cap on, ‘Make your solder connections at the wire/electrode junctions nice, smooth, and salid; then apply a water-proof coating, e.g. the epoxy you use for joining the pipes to the serew cap. This epoxy must be waterproof and be capable of holding metal to plastic under pressure. ‘You WILL want to get your chamber level sensor verified BEFORE you epoxy the cap on. CONTROL CIRCUITBUILD YOUR OWN WATER VAPOR SYSTEM ‘CONTROLLER FROM THE-SHELF MATERIALS ==*s fuse oniotf ‘generator rounet Figures 3 & 4 show a simple circuit to control and drive this mini- system. You are going to make a 'square-pulse' signal that ‘plays' the electrodes like a tuning fork; which you can watch on an oscilloscope. ‘The premise given by the literature is:‘The faster you want do go down the road, the "fatter" you make the pulses going into the reaction chamber. Duty cycle will vary with the throttle in the vicinity of 90%Mark 10%Space (Off/On). NOTE : Figures 4 and 5 have been revised BUILD YOUR OWN WATER VAPOR SYSTEM aay ‘CONTROLLER FROM THE-SHELF MATERIALS cc “cure ete" eee Sh me) fitoctor af Gyn “REVISION "A" FIGURE 4 E-SCHEMATICBUILD YOUR OWN WATER VAPOR SYSTEM CONTROLLER FROM THE-SHELF MATERIALS. electrodes 12¥00 + envott t2vD0 ‘gauge: va ompus ‘nso he Se ta CF ne chamber) i chamber iovel =|" ae a ‘“ [| roe - REVISION "A" FIGURE 4 E-SCHEMATICBUILD YOUR OWN WATER VAPOR SYSTEM CONTROLLER FROM THE-SHELF MATERIALS. switch atevoe FIGURE 4 _E-SCHEMATIC‘There is nothing sacred about how the pulse waveform is generated; there are many ways to generate pulses, and the attached diagrams show a few. Figure 4 gives the NESSS-cireuit approach from the referenced patent. The output-switching transistor must be rated for 15 amps @ I2VDC (in saturation). Go with a plan that works for you or your friendly neighborhood technician or mechanic, and go get all the circuit elements from your local electronics store, such as Radio-Shack or Circuits-R-Us, including the circuit board, IC sockets, and enclosure/box. ‘ey has better selection, service, and knowledge; plus they have no minimum order crap. Be sure to use a cireuit board with a built-in ground plane, and to accommodate room for mounting 2 or 3 of the gauges, Mounting the reaction chamber in the engine compartment will require running a stub to your pressure gauge where you can wateh it, You can easily make 30-gauge wire-wrap connections between the socket pins and through-hole discrete components having wire leads. Also make sure to get spec sheets on any IC you use. More details of the best circuits to use will be announced pending prototype testing, You WILL want to get your chamber level sensor verified BEFORE you epoxy the cap on, THROTTLE CONTROL, Ifyou have a throttle position sensor, you should be able to access the signal from the sensor itself OR from the computer connector. This signal is input to the circuit as the primary control (ie. throttle level pulse width = vapor rate), Ifyou don't have such a signal available, you will have (o rig 2 rotary POT (variable resistor) to the gas linkage (i.e. coupled to something at the gas pedal or throttle cable running to the carb or Fl. Ifyou make the attachment at the cart/Fl, be sure to use a POT that can handle the engine temp cycles. Don't use a cheezy-cheapy POT; get one rated for long life and mechanical wear; mount it securely to something sturdy and stationary that will not fall apart when you step on the gas.BUILD YOUR OWN WATER VAPOR SYSTEM CONTROLLER FROM THE-SHELF MATERIALS: FIGURE 5 - OPTIONAL PARAHYDROGEN ENHANCEMENT !BUILD YOUR OWN WATER VAFOR SYSTEM CONTROLLER FROM THE-SHELF MATERIALS tig level sensor & pump same as in Figure 3 FIGURE 6 OPTIONAL WATER COOLINGCONTROL RANGE ‘The full throttle RANGE ({dle-max) MUST control the vapor rate, ie. pulse- width (duty). The resistor values at the throttle signal must allow the throttle signal voltage, say 1-4 Volt swing, to drive the VAPOR RATE. You will be using this voltage swing to generate a 10% ON ‘square’ pulse. The patent implies using a ‘resonant’ pulse in the 10-250 KHz frequency range; but it is not explicitly stated so. In this circuit, you will simply tune to whatever frequency makes the most efficient vapor conversion. You will have to get into the specs for each IC you use, to insure you connect the right pins to the right wires, to control the frequency and pulse width. You can use spare sockets to try out different discrete component values. Just keep the ones that are spec-compatible in the circuit, and get the job done. You crank up the throttie signal and put more electrical energy (fatter pulses) into the electrodes; verify you can get 10% duty on the scope (2 - 100 usec on the horizontal time-base). Your averaging DVM will display the 90%-I 0% DC voltage across the output transistor (Vee or Vds or Output to Ground). Set and connect DVM in the supply current and measure 5-5 amps, without blowing the DVM fuse. Now verify that you got everything you wanted. Verify your wiring connections using your DVM as a continuity detector. Check your wiring 1 at a time and yellow line your final schematic as you go. You can best use board-mount miniature POTs for anything you want to set- and-forget. The LEDs are there to give you a quick visual check of normal vs abnormal operation of your new creation. You WILL want to get your chamber level sensor verified BEFORE you epoxy the cap on (see Figures 2 &4). Figure 2 also shows that fittings are required to the carb/FI [. There are ready-made kits (sueh as by Impco) available for making your pressure fittings to the carburetor or fuel-injector as the case may be. You will necessarily be sealing the built in vents and making a 1-way air-intake. The copper mesh comprises the inadvertent backfire' protection for the reaction chamber. Make sure that all vapor/duet junctions are air-tight and holding full pressure without leakage. Your new ‘system! is considered sucessful and properly adjusted when you get the full power range at lower temp and minimum vapor flow without blowing the pressure safety valve. CHT (or EGT) Monitor your engine temp with the CHT (cylinder head temp) or EGT (exhaust gas temp) instead of your original engine temp indicator (if any).‘Your existing gauge is TOO SLOW for this application and will not warn you against overheating until after you have burnt something. ‘Make sure that your engine RUNS NO HOTTER than in the gasoline arrangement. VDO makes a CHT gauge with a platinum sensor that fits under your spark plug against the cylinder head (make sure it is REAL CLEAN before you reinstall your spark plug (as this is also an electrical ground), ENGINE/EXHAUST TREATMENT Get the valves replaced with stainless steel ones AND get the pistons/cylinders ceramic-treated ASAP when you have successfully converted and run your new creation. Do not delay as these items WILL RUST, either by sheer use or by neglect (i.e. letting it sit), You could make max use of your current exhaust system by using it with your new deal until it rusts through, then have your mechanic or welder friend to fit a stainless steel exhaust pipe (no catalytic converter is required), But it could be eaSier to send your existing exhaust system out for the ceramic treatment, and then simply re-attach ét to the exhaust ports. GENERAL 1. Do not discard or remove any of the old gasoline set up components, e.g. tank, carb/FI, catalytic converter, unless necessary. Better to always keave an easy way to revert back to something that at least runs, just in ease. Some people are leaving their gasoline set up completely intact, and switching back and forth at will, just to have a backup plan. 2. Set your throttle circuit so that you get um vapor flow at IDLE, and maximum vapor flow at FULL POWER without blowing the pressure relief valve. In this Way, you control how ‘lean’ your mixture is by the strength of the pulse (.e, ‘fatness! at the optimum puise frequency). Ifyou just don’t get enough power (at any throttle setting), it means that you need to © (I) change the pulse frequency, (2) change the gap between the electrodes, + (3) change the size (bigger) electrodes, OR + (4) make a higher output pulse voltage (last resort). Always use an output transistor, such as 2 MOSFET, that is rated for the voltage and current you need to get the job done. OK so you might have to play around with it some. Isn't that where all Gre Fun is anyhow?Lf you get ANY engine knock or loud combustion (not compensated by adjusting the timing), it means that you need to install an additional coi] in the chamber, and drive the coil with an additional pulse signal (about 19 Hz on the .Isec time hase) (see Figure 5). Here, you will be slowing down the burn rate just enough so that the vapors born. throughout the power stroke of the piston. Be sure to include a board-mount POT to set the correct strength of this 2nd pulse signal into the coil. This is a stainless steel coil of about 1500 turns (thin wire) that you can arrange like a donut around the center pipe (but NOT touching either electrode), directly over the circular 1-5mm gap. You want NO KNOCKING at any power/throttle setting; smooth power only, but also no excess hydrogen leftover from the combustion. 5. Build the canister(s) as tall as you can without compromising your ability to mount them conveniently near the dash panet, or in the engine compartment, as the case may be. This way, you can always make the electrodes bigger, if necessary without undue hardship. Remember that anything in the engine compartment should be mounted in a bullet-proof, vibration and temperature tolerant fashion, 6. If you have to drill a through-hole for wiring or plumbing through metal, make sure to also install a grommet for protection against chafing, Always watch your chamber pressure range from IDLE (15-25 psi) - FULL POWER (30-60 psi) - Set your safety-pressure relief-valve to 75 psi and make sure it's rated for much higher. 7. Shut OFF the power switch and pull over if there is any MALFUNCTION of the system, Your engine will last longest when it still develops FULL POWER+ at some minimum temperature that we are sure you can find, by leaning back the Royal Vapor Flow and/or by making use of the water-vapor cooling technique (see Figure 7). Keep good mpg performance records, and periodic maintenance/inspection. Keep it clean; save some money; lean the air; heal the planet; happy motoring; tell a friend; enjoy your freedom and self-empowerment; haul ass. 8. There lacks documented material for perfecting this vapor system through jector; there may be some details you will discover on your own as working prototypes progress. For example, you may he restrieted to inject the hydrogen/oxygen vapor WITHOUT ANY water vapor, as it may rust the injectors. If engine temp and CHT js a problem, then you will want to re- think your plan, e.g. ceramic-coating the injectors. There is always 'replacing the Fl system with a Carb’, 9. Lf you install the water-vapor system (for lower operating temp/stress), you ‘will want to lean the mixture (vapor/air) for minimum vapor flow rate to achieve any given throttle position (idle - max). Make sure that you get aminimum flow for IDLE and a modestly sufficient flow for MAX, that does the cooling job without killing the combustion, 10. If you cannot find stainless steel pipe combinations that yield the 1-Smm gap, you can always regress back to alternating plates of +/- electrodes. 11. If you are concerned about the water freezing in your system, you can (a) add some 98% isopropyl alcohol and re-adjust the pulse frequency accordingly; or (b) install some electric heating coils. 12. Do not let ANYONE ever compromise your dream, your freedom, your independence, your truth. REFERENCES 1. Stephen Chambers ‘Apparatus for Producing Orthohydrogen and/or Parahydrogen' US Patent 6126794 2. Stanley Meyer ‘Method for the Production of a Fuel Gas' US Patent 4936961 3. Creative Science & Research, 'Fuel From Water’, fuelless.com 4. Carl Cella "A Water-Fuelled Car' Nexus Magazine Oct-Nov 1996 5, Peter Lindemann's Free Energy site and his article from NEXUS ‘Where in the World is All the Free Energy’ 6. George Wiseman's Eagle Research ‘The Gas-Saver and HyCO Series! 7. C, Michael Holler "The Dromedary Newsletter’ and 'SuperCarb Techniques’ 8, Stephen Chambers ‘Prototype Vapor Fuel System’ DISCLAIMER: The author of this document assumes no liability for the use or misuse if this information; which is made available as public-domain information, for the purposes of education, ecology, health, well-being, freedom, liberty, and pursuit of happiness,Simple Circuit to prove free-energy exists. Also plans to show you how to build a completely solid-state free-energy circuit! Ourput is over 100% efficient! This motor consumes no charge S USA S. ‘This is a simple experiment using a toy motor to demonstrate the principle that charge is not consumed but wasted in conventional electrical circuits, You could actually use just about any type of load even an LED, but some people will argue that the LED would "consume" too little energy. So here is the semmp: C1 & C2 each consist of (4) 10,000 uf electrolytic capacitors hooked in parallel adding up (0 40,000 uf EACH. C1 is charged with 12.5 valts C2 got 0 volts, The key point of the experiment 3s to uansfey charge from Cl to C2 through the toy motor. After discharge C! and C2 are leh with 6.25 volts EACH, Joules energy calculations rule a 50% energy loss. This incorporates the claim energy was not equal to charge. Lf you can't believe that, try it on your owa. Theoretically it seems possible to pulse the current of the 6.25 v capacitors through @ 1:2 transformer up to 12.5 v. Some people argued that the method of meastring the running time only was not enough since there wes no regard to the RPM. 1 agree on that and repeated the experiment with a 74-g5 ‘weight (o be lifted by the motor measuring the distance of lifting. The results were different. Youll find them further down on this page. Step by Step procedure 1.) Catibration- Disconnect everything and charge C1 with 12.5 volts. Connect the + and - of C1 with the toy motor connectors. ‘Measure the running time of the motor. 1 got 40 secones. You may get different results with different motors. Now you know the ‘maximum running time possible to draw out of C1 with this motor. 2,) Setup everything like in the schematic to the left. $1 is apen. C1 is charged with 12.5 volts. Make sure C2 js at © volts. From now on we're counting seconds to try and get over the 40 seconds limit. Future Horizons, Ine. PO Box 125 Marquette, M1 498; www futureUSA 5 5 Marquette, Mi 4985: 2 rons, Ine. PO Box | uture Hori zg 5 8 g 3 Zi g : 3) Close SI discharging C1 through the motor and into C2. Take proper time measurement. J used a LCD watch getting 20 seconds of motor running time. C1 and C2 are left with 6.25 v each 4.) Open $1 and connect the motor across C2. Measure the running time. (1 got 20 seconds) 5) Now connect the motor across C1 and measure again the running time. (I got 20 seconds) 6.) 20 +20 + 20 seconds make a 60 seconds running time. That’s 50% gain compared to the 40 seconds at calibration step 1 There were threc discharges with the first discharge in step 3 consuming no charge. Step 4 and 5 were conventional wasting of energy because the charge is now lost. Results of the Weight Lifting This was just a repetition of the last setup except for sneasuring centimeters of weight lifting instead of motor running time. A thread was fixed to the shaft of the motor allowing it to wind up a 74-gr, weight. The starting voltage was 10 volts. Calibrating in step 1 gave me 7]-cm lifting. Step 2 and 3 discharging C1 into C2 through the motor lifted the weight 50.5 om. C1 and C2 were lefi with 5 volts each. Step 4 and 5 gave me each 22-cm of lifting. ‘That means we went up from 71 om to 94.5 cm - a 33% gaint The question arises: why is it not 50% like in the first setup? I think it is because the low energy- ‘output of the capacitors in step 4 and 5 could hardly drive the motor due to the weight. Also in step 2 and 3 the 10 volts were dissipating faster than during calibrating. This is due to the buildup of the opposite voltage in C2. In conventional textbooks it is said you'll lose no charge but energy, which 1s converted into heat in the connecting wires, during such a capacitor Gischarge. The point is, energy calculations are made in joules. | find the joule-calculation misleading since an electric motor is not running on joules but on amperes and volts, Back EMF Experiment at your own risk. Large coils ar high DC inputs may cause painful electric sho ‘The picture shows: A 10x probe which is reducing incoming measuring voltage for an oscilloscope. An electric coil (~1 k ohm resistance) from an old phone bell with buzzing mechanics operating a contact which is made from an old relay (coil removed), Back EMF is what you get when an electric current stopsMI 49855 USA Future Horizons, Ene. PO Box 125 Marquette. www. futurchorizons.net flowing through a coil. The more abrupt this stops the better the back-EME. For this experimental setup you can actually use any buzzer with an electric coil. The more swindings that ase on the coil the stronger the magnetic field in (or around) the coil will be and so will be the back-EMF. All you need to do is to build up a magnetic field and let it collapse apain ‘The buildup and collapse sequence should num zt a frequency of 25-50 eycles/sec. That's exactly what a buzzer is doing. Activete the buzzer with an appropriate DC power source. If you use a AC/DC transformer make sure the load is not too heavy for it. ] used an adjustable transformer. You do need an oscilloscope for exaci measurements and you should use the 10x meesuring probe if the created voliage exceeds the maximum. However if you do not own such a wonder‘Uul instrument you might use your fingers {at your awa risk). If you feel nothing, try again with wet fingers. Forget your multt meter, both analog and digital, because i's not going to show those high voltage spikes. voltage spikes are more than 4 squares up, each square means 5 x 10 volts (due to 10x probe). Certain tingling in fingers is felt when touching the blank wire, If t were not for the low amperage in this circuit the 200 volts spikes would have been dangerous indeed. All this from a buzzer at 10 volts and 3-4 mA(DC). Back-EMF is what makes your spark plugs spark But it is also an unwanted phenomenon in electrical engineering, for instance in DC motors where back-EMF causes sparking on commutators, eating up battery power. How might it ever be useful for free energy? We're getting to that. How can we use this back EMF for free energy? Based on the previous BACK-EMF Test, I tried the following setup to prove a gain of charge during a {capacitor discharge (C1 into C2) through the buzzer, by collecting the BACK-EMF of the buzzer-coil in a third capaczor C3 (470 uf}. I minimized the self-discharge of 3USA 5 farquette, M1 4985: Future Horizons, Ine, PO Box 125 www.futurehorizons.net C1 and C2 by using higher quality capacitors (4700uf). For the diode (DRR 104) you can probably use any type. The faster the switching the less energy you'll lose. The total charge of the system wes at the start in C1 (21.5 volts). C2 and C3 were at 0 volts, After the buzzer stopped there is stil some voltage owing from C1 into C2. It takes a few seconds until Ci and C2 are balanced, Measurement showed Cl and C2 (11.4 volts) eacht and C3 (25.2 volts). T had the buzzer working and ended up with more charge than I started with! These capacitor discharge experiments prove that the electrons moving through a load are rot uscd up but only slowed down giving some of their kinetic energy to do work in the load. Conventional textbooks say that no charge but energy is lost in the connecting wires during such 2 discharge. Then what IS the difference between energy and charge? Theoretically it should be possible to pulse the charge in C2 through a transformer back into C1 ending up with 21.5 volts again. The question arises: Where is the bug in energy-calculations? Is there 2 difference benveen mechanical and electrical power transmission? Burzsr If you want to check it out, here is the circuit, iT Jog) Cl and C2 are electrolytic capacitors with 4700 uf each. C3 is ot Ly} Tooee 2) an electrolytic capacitor with 470 uf. For the dioge any 1280 c3 8%) universal diode with appropriate working voltage will do it. 1 ov used (DRR 104). The buzzer is self-made from an old telephone-ringing coil and the contacts are from an old relay. So how can we use this to build a free energy generator? Thelieve there are 2 ways of doing it Solid State free energy circui © By building a Solid State free-energy circuit * By building a Mechanical generator fiee-enerey machine aot ° o—{O)} ee YY Solid state Free-energy circuit i It's very simple actually. The idea is that we use what we have leamed from the capacitor tests to create a circuit that uses the ‘capacitors to run the load and then by discharging the 1/2 full capacitor into a DC-DC converter 4ons, Ine. PO Box 125 Marquette, MI 49855 USA Future Hori www.futurehorizons.net we can recharge the initial cap and stert again. And have some energy left over! Here’s how it works: e's very simple actually. First we charge C1 with 12 volts. Then we close $1 and discharge C1 SIMPLE FREE ENERGY MOTOR D.C. totor Switching Controller Generator Capacitor Bank through the motor and into €2. Now C} and C2 are both at 6v and we got the motor to ran for a while. Now make sure $1 js open and close $2. This discharges C2 into the DC-DC converter, which now charges Ci back to 12v. Open S? and we can repeat it again and again.... And we now have Free energy! Then we just need to build a circuit to replace the manual switches. Free-energy generator (mechanical) Well we have already proven that we have free energy available from doing the capacitor tests, now we need to come up with a way to convert that extra energy to be used in a closed loop system ie.. 10 charge a battery maybe. The problem with close looping it with a battery is that it is difficult to tell if the machine is running over 100% efficiency. Therefore I propose we use large capacitor banks. This way we can start the device with a battery and once it is up to speed, swe disconnect the battery and let the capacitors do the rest. We will know if it's running over unity right away if it doesn’: stop within a minute or so.zons, Inc. PO Box 12S Marquette, MI 49855 USA Future Ho g e| g g 2 4 2 z 5 ‘Here’s how it will work Switching layout First off we add another capacitor C3, We build a device as shown with a high efficiency permanent magnet motor driving 2 generator. We attach @ S pound mass to the drive shaft of the motor to give us some extra inertia during switching. The whole system will require a bit of switching to enable it to work properly. Goneretar First we connect the external battery fo the motor and let it spin up to speed, Next we disconnect the battery and C1 now discharges through the motor into C2. C] and C2 now each have a 6-volt charge. Then our switching circuit discharges C1 directly across the smolor with its 6-volt charge. Now C2 is discharged across the motor with its 6-volt charge. ‘Meanwhile the generator has been hooked to C3, which is now charged, and ready. C3 now switches connections with C) ive.. Ci is now being recharged by the generator and C3 is dumped through the motor into C2. The cycle then continues. The system will operate over unity just as our simple capacitor tests proved. Of course we will have losses due to friction, and poor transfer efficiency. But remember we had 50% energy surplus with our capacitor tests and 33% energy surplus under load conditions, So wwe heve a lot af energy to play with, Now just tap the energy off of the generator output and you have FREE-ENERGY!S USA 5 Future Horizons, Ine. PO Box 125 Marquette, M] 49%: www. futurehorizons.net Parts Source Electronic Jameco” Electronic Components and Computes Products Phone: | -800-831-4242 website: www.Jamece.com Address: 1388 Shoreway Re. 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Box 4650, Miami Lakes, FL 33014-0650 United States Plastic Coxp.+ World's Largest Assoriment of Plastics Phone: 1-800-537-9724 ‘website: worw usplastic.com ‘Address: 1390 Newbrecht Ra, Lina OH 45801Future Morizons, Inc. PO Box 125 Marquette, MI 4985S USA 3 Z 5 g 3 z| & 3 e For More Information Contact Future Horizons, Inc. 24-hour order line (888) 449-5197 P.O. Box 125 Fax (906) 249-1525 Marquette, MI 49855 Email -- [email protected] USA. Website -- http:www.futurehorizons.net About Future Horizons Advanced Technology We are a small research and development group dedicated to making secret, suppressed and controversial information accessible to interested individuals. Our goal is to develop new advanced technologies and concepts to reveal, and validate technology that has been suppressed over the past 70 years by big business, and big government. We will help move mankind into the 24th century and beyond. Most of the various items we deal with are considered fringe or even a bit crazy by the masses. Our goat is to attempt to validate thase items, and produce working models in order to prove their validity. Some of the various technologies we currently deal with include + Free-Energy * Antigraviey * Psionics «Alternative Fuels = Space-Age Weapons * Time Travel * UFO's + New Age Medicine » Strange Science + Hoverboards + Jetpacks Flying Saucers Ultrasonics Lasers Bionies High Voltage Surveillance Pyrotechnies Plasma sabers Ton-Propulsion Psychic Energy And moreA controversial Permenant magnet free-energy motor/alternator. It is alleged to produce 44Kw in a test in 1987, however, others disclaim this. Decide for yourself and build one if necessary.Vorworacat sare M290 of Bregmre setts eon ere Fine awn prance mage | RSE stces ‘he cab a rereceang mek mt fiery ans ee lo rine nyc or Newmas of Mian, ana er artes pees OE siete US Puc Ohta ‘tres ey hn ps: For nergy F ‘adam of AE Inca who manag: {hte ie manne for Mater peo. irr need Std or a “ Peres cera ter See cons of 148 was prion baron pet egress ‘Mtge ona iene of Seana eae gaan Toe tk fac, pcp poe er TR Tal teen! Se tee muvee suche bat Revers Ekar pens rete of se lreuecy Ca enrey rte than eet ial eroticy dea wee ea “The AF en) multe becoevened te ile sede, and were oe Eater ce oeme oe Serco eSteewemmermeetsa », Seeman ae Soars cna ale Sons ee ieee nd Zea eae Ee la os Sec a sue fo bos a oe foe Ta "Te mannes ocr & Mus Fld of “4390 oii per bes 9 omned Muller Wasn't Alo. erative energy (any, tere wre sumerous char Jee Revo enatay deve stich aio's eine tose powranl tas ‘ined erate equa! Re pana Bolaratie ane beer of ae US. Pitt te faa to yon hat «be For Those Who ‘The fellowng inten ron the = ‘ptoparcia Brtannce (985) for m_ Revolutio ( eet Sg Sal 4 In SEB et pave See be Rysba ina aah Me pty wy sala pe Se ae in tiaty fhe ea PO ad ao ets Pats ne daa een 3 cht reese Se as ‘Gre peti ie tht movig neck power magnet pt son narod route Yemen ance of ponet Gat te he neewce Toon of the Een ih the gt ei he sere Secnal pc bl a Serotype nee ‘Ripoee Ueto pu 90 oe Se a rete maa Sauce as eta Tau ta esr, ai eevee pete ras of fried. ie pasen tence “ree Sak." ty Bickard Zudolt and Seon Raley, (replated by Harpe a Row Bal soteecned pacar of ie fern Et ne ey of es Went Sa ea he Say: ‘Impossible” ‘oui yr. scemtas” GPA "Elgon oie aes se mh ace pert receontlapmace deapenter impo whan he pte ‘Seu Set erecta area oon and “eters ‘Rowe Pinal Te a est senor il ata path reste “Unde Tic wining of er = Senmarhay eeate Geel corde ter toe pl Sitvanwor ear omc cece Sachets ay Ee afore mg be Bea i ot toad saat eat fs Sua ban ec Mise covers sre i ie Fae-inee wara faa ee ‘Htes™ menos by tbe moneyary Super Magnet Invention none wew'—unte POLAR x conten ore Rk Fe Z sm ‘A EratO8 Canadian? 5 Amalifies [See . " Yeprase Wok BAM ORD It Won't Be Monopolized . “oitiin tb en taal rma re aah gn eatyhing Ine power fey bh cars (om te Come oP ele on of ehucs ot te ee Sasient o ‘on comerg pore compan sca pint overeatuorsyndos nyause |p} pay ndwy = Poh Oy SS ALSNLETV UALOW JoNaneaot A Het aves INT anna ade Jol Fern - 1, (sends INON) WANT? YO MS WEIS ETN TW 900" aa? Mine? asaraliie NUL (Aas snoiaenvaL 1743d9 eSATA Seaive s89 SoWyNYa LW YOLOW AONZNOSNS HOIH snowed 3 os C ~ UVIOd-INN— MIA G3G0IdX 3, YOAL FO —ATE Woe F A374 Bale? Lest BADIA amo saIENL De sens 77 te Be |e | oiMEN NOON WANN Joana Hott i viva -TaaHMATd /AOLOW ‘ | Aaa eroaness-non a7 40 + - MalA GN _ EEESS . ONS [Tr et ° | fo — oa) Ge fs OSS Lethe \ r /® | . i (© | @ \ t \ bf 2p — 01) wet ps 4 [ )/ LO {| i \ fe / verte } | . e OR | ° %y U7 ° Wo pe So pdms PSPSrrr # & [>ex aarne rep snare OD AAD aaawaina fous nol aT Foo INdIFO 2MOG ete Be SENET OF CANAD IAI Ameuiece> MAGNETIC Pe GeUL SION syste Coames )Geneapraa DETERMINATION CF EFFICIENCY oF CANADIAN AMPLIFIED MAGNETIC PROPULSION SYSTEMS (CAMPS) GENE: Introduction The purpose of these tests was to determine the efficiency of a Genesator invented and develozed by Mr. Bill Muller and Mr. Mark Brander. It vas hoped, by the inventors, the machine would have an efficiency greater than er equel to 1008, and was claimed, with proper development, that it would. The tests were Sesried out by Mr. Jim Hoover and Mr. Gernet Scaman en behalf of NOVA, AN ALBERTA CORPORATION at the resicence of the inventors in Penticton, B.C, on November 29 ana 30, i982, Description of Generator he The generator consists of an eluminum voter with 15 poles spaced 1s Spars. Rare-earth cobalt permanent magnets are used for ¢. Stator poles. The stetor poles and windings are encased in an Spoxy-type material. The generator is housed in an open aluminum frame. For this series of tests, the cenerator was Griven by 2 3 EP Baldor single-phase motor. ALM. deover P. Gay Nova, ep/e-1t = > Alberta, P @S Seaman Poy Pace Re{ As mentioned in the description, there are 16 equally spaced pairs of stator poles each of which has field windings and permanent cobalt magnets. The rotor has 18 equally spaced laminated iron paddles cn the periphery, As the rotor turns, the roter paddles progressively pass the pairs of stator poles and change the macnetic field intensities, These changes in magnetic field intensities induce voltages in the associated field windings. The fference in retor-stator pole numbers results in 50t of the paddle being attracted in the directicn of rotation and 504 in the opposite direction. The net consequences are as follows: (a) The ‘ideal’ hypothetical generator with no lead and no eddy or hysteresis losses will require zero net torque and zero horsepower to operate, (b) If 2 load is applied to the pole windings, the resulting currents will be such thet magnetic attraction will be reduced when a paddle is approaching a pole cet and increased when leaving a pole set, In this way mechanical work is transferred proportionately tc electrical work. This phenomencn obeys Faraday's law and Lenz's law of electromagnetic induction, (c) Losses in the form of eddy losses or hysteresis will affect magnetic field strength in a similar fashion to that of (b). tp/da1t ~2-Test Procedure The objective of the tests was to calculate the efficiency of the generator. To do this, power cut as well as ower into the generator had to be éerived. The moter and generator configuraticn used during the test is shown in the appendix, Note due to feulty coils on the generator stator, coils #8 and #9 were paralleled’, A purely resistive heating element was used for lead across the generator coils. All coils in the statcr are electrically independent from each other. Therefore, a cor nugus heating element could be used across all coils as shown, without affecting the individual coil measurements. Voltage and current for each coil was measured. Since the load is purely resistive, power factor will be unity and power can be obtained by multiplying voltage and current. Voltege and current measurements were also taken on the input to the motor. The series resistor, across which V) is taken, is a small resistor in the order of 1 ohm, and is ncrmally sherted out. However, when the put Measurements were being taken, the short circuit across that resistor wes removed. The reason for this is calculations can be performed using Vz, V, and V, to give an approximate verification of power factor. Power factor on the input to the motor is critical in the analysis. tp/deLl -3-Measurements were taken using a TIF Digital Power Probe clip-on ammeter and a Sanwa Volt-Ohm meter. These measurements were verified using similar equipment supplied by the inventors. Frecuency was measured using a Data Precision Frequency Meter and waveform was observed using @ Philips Dual-trace oscilloscope. Complete sets of meesurenents were taken for three different loads as well as the open circuit and short circuit conditions. The motor was also disconnected from the generator and input measurements taken while the motor was running free. Summary of Results Because of a lack of confidence in the input current measurements, due to inaccuracies of the ammeter cn one particular range, the power factor and efficiency curves versus load were obtained from the motor manufacturer. The input current on the no-load test was adjusted to correlate with the data given to us by the metor manufacturer, Input currents for all the other tests were adjusted accerdingly. The degree of adjustments was confirmed by comparing the calculated power factors and the one supp a by the motor manufacturer. Raw data obtained is included in the appendix. A summary tests is as follows: ep/d=11 -4-Test 4 Power In (Watts) Power Out (Wat 1 C 1235 > 247 2 1384 262 3 loss 177 , 4 #33 (open circuie) 5 qil4 (short circuit) 6 352 6 If the power into the motor during a no-load condition (Test #4) ig subtracted from power inte the motor during the cther conditions, power into and out of the cenerator can be compared. The generator efficiency can then be calculated as follows: Generator = {Power inte Motor) - (Power into Unloaded Motor) Efficiency (Power Gut Of Generator) Generator efficiencies for the load test ere: Test # Generator Efficienc: ~ CaS 2 26 3 a7 Waveform of the generator output was examined during Test #4. The output was a sine wave with little distortion and a frequency of 480 He. tp/d-31 -5Conclusions Based on the test results, the generator does not have an efficiency creater than 100% and, indeed, does net approach 1008, It is believed significant lesses due to eddy currents in the voter ang stator and overall frictional losses account for the low efficiency, It should be understood test conditions were ess than ideal, however, it is felt this analysis gives a fair estimate cf the generator’s efficiency. Recommendations We believe a further reduction of the amount cf metal in the machine and a increased use of laminations would significantly reduce eddy and hysteresis losses. Frictional losses will be towered by utilizing greater control during the machine construction stage in order to reduce tolerances. It is our belief, with the proper development, this machine could be a relatively high efficiency generator and be of a very simple construction. Note we do not believe efficiency will ever be greater than or equal to 100%, The attractiveness of the machine is in its simple construction, Because of its high frequency generation, it would probably be more useful if the output were rectified and employed as OC power, One applicaticn that comes to mind, because of the machine's simple construction, low starting torque end apparent independence on speed, is remote wind generation. tp/é-1L -6-. CONFIGURATION : DATE @Z-\\-30 OO TEST NO. { HESTWe ELEMENT USES AS LSAD INPUT OUTPUT LOAD) 7 vel Mi velPFE i | Pe} ve] My i velert i ft Prd et 232] s.rlex | <5 liz.ol ue Le {so 80 4 ae 10 Fe as a2 a0 | . 1 22 20 Be 10.0 2.0 oe 32 0 3 zo $.0 3 2.0 ve . v L} 2 se 30 tO | e 26 40 | 9 28 eo i 2 ze | 5.0 : 3 . | r | COMMENTS: AR coeeRcTED mite NOT Om MANU MArERAl DATE A GRATING ELEMENT WAS USED AS LORD Achess ALL CUASES. AS THES Leal 1S PURELY RESISTIVE, COUER, WH FACTOR Of THE GUTAUT GL GE AL.O AND Wad NOT i FRASUNED, THE Lend Wars USED AS 2 MEANS CF MEAsUQL i OUTRUT ROMER CHLT THES reRE LOAD RM cNITECR WAS e MOT RELAVAYT AND NOY MEA senES. Sua 1 —_ ES (NOVA ‘ = | AN ALBERTA eo CS CORPORATION Tete(T. CONFIGURATION « DATE 82-11-30 — TEST NO. 2 LOAD \Weneased Fem restr £4 INPUT OUTPUT LOAD ‘ Ve] Vil Vel PF] 1 | Py Vl vel PEL | Pr! f | 23¢|3.27) aac! se liza : ve COMMENTS = cotescrad wire noree manure vanes DATA-N “ CONFIGURATION + DATE 82-11-30 LOAD cecreAsed FRom Test 1 TEST NO. 3 —— coaol_— INPUT OUTPUT Vel Mp ve PR) i | Prive] vy | ve] Pel | el et 232(a.sler|.aa] ig 3! 10 [4,4 |4eHo| 2.40") 8a it | ! | a ee 24 as | 2.0 3.4 a4 ac 20 «Ss | 4 La 47 BO H : a) | Ls 82 ue 62 | | Le 5 ' | f | : 1 t i COMMENTS = conatenb ota meren panes craen’s para a mY i - NOVA ARSE ERY. CONFIGURATION + DATE B2-1t-30 as oren TESTNO. 4 RET INPUT OUTPUT pel i | Ppl vel vy | ve Pel I 2BBIS.07/23% | 3a [11-45] Be Lolo Re Hy (c.o i os | 8.4 tot Ls oS LOAD Va | Vi » 4 wo as US Ba BO a8 COMMENTS he Cotetetee Wt Meter fade FACT REA’. CATA We ANE FER WAS EXAMINED ON THE SBciLLoscoPE OmtimG THis TEST, T, = Ava Kee ton db CORPORATION rerrisyDATE B2-\\-30 TESTNO. S CONFIGURATION = Sror carey OUTP’ UT Vr] vi] v2/ RF t ass [3.i4| 233] so [108 Ve vi V2 | PE ve cteleld ei 4.0 go Bc we tS s.0 10.0 Bo en oo 7.0 B.0 6.0 ‘aioe | COMMENTS Tesae Ho comaeereo wiee rete aducacrnsls Sara,DATE 82-10-36 — SBS 36 Test no, S NS woas ew meter as SO INPUT OUTPUT | Ve] Wi] Ve PRI Pri Mel vj veleelr | Pl ge 240 /2.90/234/ ,17 1O,Q wo COMMENTS # coeepets Gin netee maNUeA Ase Care i Ae ezeone 3! a coal _—— --—_— CONFIGURATION =Maren 1, 1983 ‘The Cisadvantage ef an opgasing field called the Sack E.M.F. can be elim inated by not moving a magnet past a coil or a coil past a magne: ac 4 deserized in U.S. Patent # Granted to John Ecklin, The Ecklin design however Goes not have a very substantial output as it is limited to 2 minimal ancont of Rotor Poles and Stator Coils because of the static pressure of the pole pieces \inimal.hysterisis lesses in the Rotor Poles is achieved by utilizing the Sane polarity cf all Stator magnets, so that a complete magnetic change from Herth to South Poles does not occur thus eliminating half of a normal hysterisis doce that would occur should the Stator Magnets be polarized in an alternating north and south fashion. The unique Gesign of the generator when constructed with electro magnets to the rear and beside each Stator Output Coil and connected in series with each other by means ef bi-polar capacitors will also provide its own motive force. This occurs when the Stator Magnets are grouped close enough to each other at the rotors edge so that when a Rotor Pole has caused current +o flow jf an Exciting or Driving Coil cn the rear of the Stator Magnet it can be transe ferred to the adjacent Driver Coil through a capacitor and thus causing a moverant of the rotor. The rotor has to be initially rotated and the Exciting coils monentarily energized to permit internal motive force to begin. The rotor suitably programmed to use the Output Ccils to act as motor windings and then fur then back inte Output Coils. The Driver Coils can be monentarsly energized by discharging an aparcpriate D. C, capacitor into the Eciting Coils, by means of Diodes connected in series between all Drivers,= aN Lin Lian Reces. Tor Revo! enite FePermanent and/cr electro magnetically imbalanced infinite laminated even ircn segvents around a rotor, stationary uneven magnets and coils, SIMPLE, E_MULTIPLE DOUBLE RETURNING FELT IN ALL RELUCTANCE MODORS AND/OR GENERATORS Magnetic eliminaticn around a shaft is explained fer all non reluctant motor generaters which is achieved by employing an even number of rotor segments and an uneven number of stationary per anent and/cr electro magnets and coils, Therefore, magnetically eliminating all static and dynanie pressure or 2ll reluctant zotcr generators, in 2 forward and returning helix properly spaced around, and/or along, shafts or spindles of cobalt, and/or electro magnets, and/or air bearings in 2 turtine rotary fashion. Odd and even, indefinitely returning gives you @ zero torque input, and this is achieved by unequéelizing magnetic {Ja pressures, called magnetic metor and magnetic generat wre ( Fischer Electronics Co., Engineering Report REFER TO: Drawings One and Two Encl., Letter, Resume, and DrawingsTHE ROTOR EXPLAINED The rotor has even segments of fine laminations of brass and iron alternately and/or cther magnetic materials, would dampen the eddie currents and bysterisis, These Segments are imbedded in a non-magnetic cr non-conductive material. The rotor can be in any direction indefinitely, along an axel, vertical or herizental, or any combinaticn thereof. Rotor core material should be ECUAL in mass to the material of stator coils in a returning helix. The purpose cf the a is to pump Tie flux changes through coils. Dee. iv ae 3 Kenetic Energy is stored in the fly wheel rotor assembly at any size. Circunfrences responds proportionately to mass and speed, (Apply Newton's Laws of Fhysics) Motor force ~ no mere torque input necessary. Sige PAGE 4 of &cr [ a 1 LAMINATION Lieb 8 /™ GENERATOR SHULER SoessenePLEASE NOTICE; No recommendation was given by NOVA on the coil's size and number of turns. Our generator has guess wound 200-250 turns of #16 wire which is not an optimus coil, The best coii output was read at 15 volts, 10 amps which is 150 watt power, That means if we calculate the proper coil winding and size it should increase the output substantially. Wire size and coil turns and coil nunbers and cores can produce any cutput desired, We beleive that conventional generator coil windings that make @ flux change through e €,000 B(gauss) magnet, could be turns of any size wire on a one inch cobalt magnetic core thet is the standard nora, It would create the optisum amperage and voltage output if we adheared to the conventicnal generator coil's output! No reference to Newton's Law.was made on Kinetic Energy stored in a flywheel rotor. (Mass in in motion) Og : Ped f PAGE 2 of B otjon tends te stayGENER, COILS AND HOw THEY ARZ POSITIONED wire should be wound in the proper direction, turns and size equal to coils cf conventional generators around a core material of ccbalt rare earth magnets charged to the anount of 810,600 B(geuss) or Hei 16-18,000 Ce, or of an electro magnetic nature at any volume Bfgauss). Using an odd number of 4.C, coils, wound on magnetic cores, they are then placed around an even numbered iron and brass segmented retor, In the parisphe: of a roter; gyroscopic, cylindrical, linear, eliptical, horizontal vertical, sphericel, cone shaped, dienond shaped, or ringed and/or any combination thereof | "0 | 1 : o4/22/83 REFER TO: An Plenentary Bock on Electricity and Magnetism and Their Applications. Norwood Press / J.5. Cushing & Co, - Berwick & Smith / Norwood Mass., U.S.A. The MacMillan Company; London: MacMillan & Co., Ltd. / Copy- right 1902 Page 139 / 1st Paregraph / Chapter 10 / Faraday's & Lenz's Law xovA's Determination of Efficiency of Canadian Amplified Magnetic Propulsion Systems (CAMPS) Genereter. Fage 2+ theory of Speraticn / Paragraph 3. Fhysics Parts 1 & I] / 4uthors, Devid Hallidey & Robert Resnick ohn Wiley & Sons, in right 1960, 1962,’ 196 Page 874 /'Chapter 35 - New York - London - Syéney / copy / Paracay's Law / 3rd ParagraphDate O TO EXPLA ANY FLUX CHé (FARADAY & LENZ'S Law) Making @ flux change in ANY manner in a magnetic field, that is, not moving 2 magnet or 2 coil, We make our flux change by moving segzented iron or ferrite material, and set up corresponding magnetic field in a coil that is energized by a flux change, does not seem to explain the back E.M.P., when we are in the same direction with the output coils, As the permanent magnet which is stationary and when our flux change comes through the coil end we. short circuit it, it will only make the magnet stronger!, but not opposing. ‘These two sentences of Faraday and Henry on page 139 are in paradox with each cther because the back 5.M.F. only occurs when we move @ magnet cr a coil, or the coil is wound in the wrong direction on a magnet. Please investigate ghis law in relation to ungoventional generators and motors, -OBACK 5. IN_CoILs pack E.M.F. is explained away by NO? moving @ magnet through a coil or @ coil through a megnetic field. There‘cre we make a flux change dy retating laminated iron and trass segnents and/or other magnetic materials, only past 2 coil on a magnet, staticnery on the outside of the rotor, The electrical current produced in the coil while the flux change has taken place with a moving rotor, is in the sane directicr as the original permanent magnetic flux direction which it is on. Therefore, they are NOT opposing, as in a conventional dynamic generator. (DIRECTIONAL Electron Motor Force) To any change, which refers to making electricity ty flux change any wey you want, does not apply to the word any, only to the statement of moving @ magnet through, oF past a coil. Contradicting b tpfwbar 04/22/23 THE ELECTRO MAGNETIC MOTOR 4-22-83 Bwo coils on each core (one A.C. - one D.c.} seif energized controlled by micro processcrs and/or others,capacitor dis- charge which in turn will give us magnetizm on the ccre, which in turn will give us pulsed magnetic rotation of the vee (QO UF Hula