Heres a video of Herman Anderson who had a car running from a water sparkplug
https://vimeo.com/37306772
https://vimeo.com/37306772
Water spark plug replication.
~Russ
RE: Water spark plug replication.
« Reply #26, on March 6th, 2012, 02:47 AM »Last edited on March 6th, 2012, 02:51 AM by ~Russ/Rwg42985
Heres a video of Herman Anderson who had a car running from a water sparkplug
https://vimeo.com/37306772
sounds like he is just producing Orthohydrogen? this boosted his results X2 by making the H twice as dense?
~Russ
Hi this one is from 1976 and should be noted as prior to stan!!
Patent • US 3,946,711
look up google patents • US 3,946,711
Patent • US 3,946,711
look up google patents • US 3,946,711
securesupplies
RE: Water spark plug replication.
« Reply #28, on March 16th, 2012, 12:55 PM »Last edited on March 16th, 2012, 01:00 PM by securesupplies
Check this out , I feel alot of work should be donw in this area asap to
trail and find the best model to hack .
http://www.woodward.com/aircraftturbineigniter.aspx
champian and several candian aircraft ignitor brands have these
see attached
Dan
:idea::D
https://docs.google.com/document/d/1tl6X5D8L4Z61AOFxnCg0YeFEtrOvhgqVKcly2DTXa4Q/edit
Use in aircraft
Water injection has been used in both reciprocating and turbine aircraft engines. When used in a turbine engine, the effects are similar, except that preventing detonation is not the primary goal. Water is normally injected either at the compressor inlet or in the diffuser just before the combustion chambers. Adding water increases the mass being accelerated out of the engine, increasing thrust, but it also serves to cool the turbines. Since temperature is normally the limiting factor in turbine engine performance at low altitudes, the cooling effect allows the engines to be run at a higher RPM with more fuel injected and more thrust created without overheating.[3] The drawback of the system is that injecting water quenches the flame in the combustion chambers somewhat, as there is no way to cool the engine parts without cooling the flame accidentally. This leads to unburned fuel out the exhaust and a characteristic trail of black smoke.
Piston engined petrol military aircraft utilized water injection technology prior to World War II in order to increase takeoff power. This was used so that heavily-laden fighters could take off from shorter runways, climb faster, and quickly reach high altitudes to intercept enemy bomber formations. Some fighter aircraft also used water injection to allow higher boost in short bursts during dogfights.
As a general rule, the fuel mixture is set at full rich on an aircraft engine when running it at a high power settings (such as during takeoff). The extra fuel does not burn; its only purpose is to evaporate to absorb heat. This uses up more fuel, and it also decreases the efficiency of the combustion process. By using water injection, the cooling effect of the water allows the fuel mixture to be run leaner at its best-power setting. Many military aircraft engines of the 1940s utilized a pressure carburetor, a type of fuel metering system similar to a throttle body injection system. In a water-injected engine, the pressure carburetor features a mechanical derichment valve which makes the system nearly automatic. When the pilot turns on the water injection pump, water pressure moves the derichment valve to restrict fuel flow to lean the mixture while at the same time mixing the water/methanol fluid in to the system. When the system runs out of fluid the derichment valve shuts and cuts off the water injection system, while enriching the fuel mixture to provide a cooling quench to prevent sudden detonation.
Due to the cooling effect of the water, aircraft engines can run at much higher manifold pressures without detonating, creating more power. This is the primary advantage of a water injection system when used on an aircraft engine.
The extra weight and complexity added by a water injection system was considered worthwhile for military purposes, while it is usually not considered worthwhile for civil use. The one exception is racing aircraft, which are focused on making a tremendous amount of power for a short time; in this case the disadvantages of a water injection system are less important.
The use of water injection in turbine engines has been limited, again, mostly to military aircraft. Many pictures are available of Boeing B-52 takeoffs which clearly show the black smoke emitted by turbine engines running with water injection. For early B-52s, water injection was seen as a vital part of take-off procedures. For later versions of the B-52 as well as later turbine-powered bombers, the problem of taking off heavily loaded from short runways was solved by the availability of more powerful engines that had not been available previously.
The BAC One-Eleven airliner also used water injection for its Rolls-Royce Spey turbofan engines. Filling the tanks with jet fuel instead of water lead to the Paninternational Flight 112 crash.[4]
[edit]Use in automobiles
A limited number of road vehicles with large-displacement engines from manufacturers such as Chrysler have included water injection. The 1962 Oldsmobile F85 was delivered with the Fluid-Injection Jetfire[5] engine, which was incidentally the world's first turbocharged road car. Oldsmobile referred to the water/alcohol mixture as 'Turbo-Rocket Fluid'. Saab offered water injection for the Saab 99 Turbo. With the introduction of the intercooler the interest in water injection disappeared, but today, water injection is also of interest because it can potentially decrease nitrogen oxide (NOx) emissions in exhaust. The most common use of water injection today is in vehicles with aftermarket forced induction systems, such as turbochargers or superchargers. Such engines are commonly tuned with a narrower margin of safety from detonation and hence benefit greatly from the cooling effects of vaporized water.[citation needed]
[edit]See also
Crower six stroke
MW 50
trail and find the best model to hack .
http://www.woodward.com/aircraftturbineigniter.aspx
champian and several candian aircraft ignitor brands have these
see attached
Dan
:idea::D
https://docs.google.com/document/d/1tl6X5D8L4Z61AOFxnCg0YeFEtrOvhgqVKcly2DTXa4Q/edit
Use in aircraft
Water injection has been used in both reciprocating and turbine aircraft engines. When used in a turbine engine, the effects are similar, except that preventing detonation is not the primary goal. Water is normally injected either at the compressor inlet or in the diffuser just before the combustion chambers. Adding water increases the mass being accelerated out of the engine, increasing thrust, but it also serves to cool the turbines. Since temperature is normally the limiting factor in turbine engine performance at low altitudes, the cooling effect allows the engines to be run at a higher RPM with more fuel injected and more thrust created without overheating.[3] The drawback of the system is that injecting water quenches the flame in the combustion chambers somewhat, as there is no way to cool the engine parts without cooling the flame accidentally. This leads to unburned fuel out the exhaust and a characteristic trail of black smoke.
Piston engined petrol military aircraft utilized water injection technology prior to World War II in order to increase takeoff power. This was used so that heavily-laden fighters could take off from shorter runways, climb faster, and quickly reach high altitudes to intercept enemy bomber formations. Some fighter aircraft also used water injection to allow higher boost in short bursts during dogfights.
As a general rule, the fuel mixture is set at full rich on an aircraft engine when running it at a high power settings (such as during takeoff). The extra fuel does not burn; its only purpose is to evaporate to absorb heat. This uses up more fuel, and it also decreases the efficiency of the combustion process. By using water injection, the cooling effect of the water allows the fuel mixture to be run leaner at its best-power setting. Many military aircraft engines of the 1940s utilized a pressure carburetor, a type of fuel metering system similar to a throttle body injection system. In a water-injected engine, the pressure carburetor features a mechanical derichment valve which makes the system nearly automatic. When the pilot turns on the water injection pump, water pressure moves the derichment valve to restrict fuel flow to lean the mixture while at the same time mixing the water/methanol fluid in to the system. When the system runs out of fluid the derichment valve shuts and cuts off the water injection system, while enriching the fuel mixture to provide a cooling quench to prevent sudden detonation.
Due to the cooling effect of the water, aircraft engines can run at much higher manifold pressures without detonating, creating more power. This is the primary advantage of a water injection system when used on an aircraft engine.
The extra weight and complexity added by a water injection system was considered worthwhile for military purposes, while it is usually not considered worthwhile for civil use. The one exception is racing aircraft, which are focused on making a tremendous amount of power for a short time; in this case the disadvantages of a water injection system are less important.
The use of water injection in turbine engines has been limited, again, mostly to military aircraft. Many pictures are available of Boeing B-52 takeoffs which clearly show the black smoke emitted by turbine engines running with water injection. For early B-52s, water injection was seen as a vital part of take-off procedures. For later versions of the B-52 as well as later turbine-powered bombers, the problem of taking off heavily loaded from short runways was solved by the availability of more powerful engines that had not been available previously.
The BAC One-Eleven airliner also used water injection for its Rolls-Royce Spey turbofan engines. Filling the tanks with jet fuel instead of water lead to the Paninternational Flight 112 crash.[4]
[edit]Use in automobiles
A limited number of road vehicles with large-displacement engines from manufacturers such as Chrysler have included water injection. The 1962 Oldsmobile F85 was delivered with the Fluid-Injection Jetfire[5] engine, which was incidentally the world's first turbocharged road car. Oldsmobile referred to the water/alcohol mixture as 'Turbo-Rocket Fluid'. Saab offered water injection for the Saab 99 Turbo. With the introduction of the intercooler the interest in water injection disappeared, but today, water injection is also of interest because it can potentially decrease nitrogen oxide (NOx) emissions in exhaust. The most common use of water injection today is in vehicles with aftermarket forced induction systems, such as turbochargers or superchargers. Such engines are commonly tuned with a narrower margin of safety from detonation and hence benefit greatly from the cooling effects of vaporized water.[citation needed]
[edit]See also
Crower six stroke
MW 50
OK Here it is
The Term is
Ignitor , flame rod or in liquid electrode
turbine igniters.
Auburn SI-346 is one example
used on Westinghouse turbines, all turbine igniters are made by either Unison or Champion Aero
Can start search for suitbale part numbers
here as have any options
http://www.steamshop.com/Auburn.htm
I attached a pic but ideal is we work togther to find the best part number option
to machine the add on.
PLease advise and post what you find in regards to suitable part number
Dan
The Term is
Ignitor , flame rod or in liquid electrode
turbine igniters.
Auburn SI-346 is one example
used on Westinghouse turbines, all turbine igniters are made by either Unison or Champion Aero
Can start search for suitbale part numbers
here as have any options
http://www.steamshop.com/Auburn.htm
I attached a pic but ideal is we work togther to find the best part number option
to machine the add on.
PLease advise and post what you find in regards to suitable part number
Dan
Jeff Nading
RE: Water spark plug replication.
« Reply #30, on March 17th, 2012, 05:32 AM »Last edited on March 17th, 2012, 05:34 AM by Jeff Nading
Check this out , I feel alot of work should be donw in this area asap to
trail and find the best model to hack .
http://www.woodward.com/aircraftturbineigniter.aspx
champian and several candian aircraft ignitor brands have these
see attached
Dan
:idea::D
https://docs.google.com/document/d/1tl6X5D8L4Z61AOFxnCg0YeFEtrOvhgqVKcly2DTXa4Q/edit
Use in aircraft
Water injection has been used in both reciprocating and turbine aircraft engines. When used in a turbine engine, the effects are similar, except that preventing detonation is not the primary goal. Water is normally injected either at the compressor inlet or in the diffuser just before the combustion chambers. Adding water increases the mass being accelerated out of the engine, increasing thrust, but it also serves to cool the turbines. Since temperature is normally the limiting factor in turbine engine performance at low altitudes, the cooling effect allows the engines to be run at a higher RPM with more fuel injected and more thrust created without overheating.[3] The drawback of the system is that injecting water quenches the flame in the combustion chambers somewhat, as there is no way to cool the engine parts without cooling the flame accidentally. This leads to unburned fuel out the exhaust and a characteristic trail of black smoke.
Piston engined petrol military aircraft utilized water injection technology prior to World War II in order to increase takeoff power. This was used so that heavily-laden fighters could take off from shorter runways, climb faster, and quickly reach high altitudes to intercept enemy bomber formations. Some fighter aircraft also used water injection to allow higher boost in short bursts during dogfights.
As a general rule, the fuel mixture is set at full rich on an aircraft engine when running it at a high power settings (such as during takeoff). The extra fuel does not burn; its only purpose is to evaporate to absorb heat. This uses up more fuel, and it also decreases the efficiency of the combustion process. By using water injection, the cooling effect of the water allows the fuel mixture to be run leaner at its best-power setting. Many military aircraft engines of the 1940s utilized a pressure carburetor, a type of fuel metering system similar to a throttle body injection system. In a water-injected engine, the pressure carburetor features a mechanical derichment valve which makes the system nearly automatic. When the pilot turns on the water injection pump, water pressure moves the derichment valve to restrict fuel flow to lean the mixture while at the same time mixing the water/methanol fluid in to the system. When the system runs out of fluid the derichment valve shuts and cuts off the water injection system, while enriching the fuel mixture to provide a cooling quench to prevent sudden detonation.
Due to the cooling effect of the water, aircraft engines can run at much higher manifold pressures without detonating, creating more power. This is the primary advantage of a water injection system when used on an aircraft engine.
The extra weight and complexity added by a water injection system was considered worthwhile for military purposes, while it is usually not considered worthwhile for civil use. The one exception is racing aircraft, which are focused on making a tremendous amount of power for a short time; in this case the disadvantages of a water injection system are less important.
The use of water injection in turbine engines has been limited, again, mostly to military aircraft. Many pictures are available of Boeing B-52 takeoffs which clearly show the black smoke emitted by turbine engines running with water injection. For early B-52s, water injection was seen as a vital part of take-off procedures. For later versions of the B-52 as well as later turbine-powered bombers, the problem of taking off heavily loaded from short runways was solved by the availability of more powerful engines that had not been available previously.
The BAC One-Eleven airliner also used water injection for its Rolls-Royce Spey turbofan engines. Filling the tanks with jet fuel instead of water lead to the Paninternational Flight 112 crash.[4]
[edit]Use in automobiles
A limited number of road vehicles with large-displacement engines from manufacturers such as Chrysler have included water injection. The 1962 Oldsmobile F85 was delivered with the Fluid-Injection Jetfire[5] engine, which was incidentally the world's first turbocharged road car. Oldsmobile referred to the water/alcohol mixture as 'Turbo-Rocket Fluid'. Saab offered water injection for the Saab 99 Turbo. With the introduction of the intercooler the interest in water injection disappeared, but today, water injection is also of interest because it can potentially decrease nitrogen oxide (NOx) emissions in exhaust. The most common use of water injection today is in vehicles with aftermarket forced induction systems, such as turbochargers or superchargers. Such engines are commonly tuned with a narrower margin of safety from detonation and hence benefit greatly from the cooling effects of vaporized water.[citation needed]
[edit]See also
Crower six stroke
MW 50
securesupplies
RE: Water spark plug replication.
« Reply #31, on March 17th, 2012, 09:14 AM »Last edited on March 17th, 2012, 09:21 AM by securesupplies
I use to be an aircraft mechanic, the last photo 0n post #29 showing the cable, glow plug and spark plug were used on small reciprocating engine aircraft. The glow plug was used on Janatrol cabin heaters. Just a little tidbit.Quote from securesupplies on March 16th, 2012, 12:55 PM Check this out , I feel alot of work should be donw in this area asap to
trail and find the best model to hack .
http://www.woodward.com/aircraftturbineigniter.aspx
champian and several candian aircraft ignitor brands have these
see attached
Dan
:idea::D
https://docs.google.com/document/d/1tl6X5D8L4Z61AOFxnCg0YeFEtrOvhgqVKcly2DTXa4Q/edit
Use in aircraft
Water injection has been used in both reciprocating and turbine aircraft engines. When used in a turbine engine, the effects are similar, except that preventing detonation is not the primary goal. Water is normally injected either at the compressor inlet or in the diffuser just before the combustion chambers. Adding water increases the mass being accelerated out of the engine, increasing thrust, but it also serves to cool the turbines. Since temperature is normally the limiting factor in turbine engine performance at low altitudes, the cooling effect allows the engines to be run at a higher RPM with more fuel injected and more thrust created without overheating.[3] The drawback of the system is that injecting water quenches the flame in the combustion chambers somewhat, as there is no way to cool the engine parts without cooling the flame accidentally. This leads to unburned fuel out the exhaust and a characteristic trail of black smoke.
Piston engined petrol military aircraft utilized water injection technology prior to World War II in order to increase takeoff power. This was used so that heavily-laden fighters could take off from shorter runways, climb faster, and quickly reach high altitudes to intercept enemy bomber formations. Some fighter aircraft also used water injection to allow higher boost in short bursts during dogfights.
As a general rule, the fuel mixture is set at full rich on an aircraft engine when running it at a high power settings (such as during takeoff). The extra fuel does not burn; its only purpose is to evaporate to absorb heat. This uses up more fuel, and it also decreases the efficiency of the combustion process. By using water injection, the cooling effect of the water allows the fuel mixture to be run leaner at its best-power setting. Many military aircraft engines of the 1940s utilized a pressure carburetor, a type of fuel metering system similar to a throttle body injection system. In a water-injected engine, the pressure carburetor features a mechanical derichment valve which makes the system nearly automatic. When the pilot turns on the water injection pump, water pressure moves the derichment valve to restrict fuel flow to lean the mixture while at the same time mixing the water/methanol fluid in to the system. When the system runs out of fluid the derichment valve shuts and cuts off the water injection system, while enriching the fuel mixture to provide a cooling quench to prevent sudden detonation.
Due to the cooling effect of the water, aircraft engines can run at much higher manifold pressures without detonating, creating more power. This is the primary advantage of a water injection system when used on an aircraft engine.
The extra weight and complexity added by a water injection system was considered worthwhile for military purposes, while it is usually not considered worthwhile for civil use. The one exception is racing aircraft, which are focused on making a tremendous amount of power for a short time; in this case the disadvantages of a water injection system are less important.
The use of water injection in turbine engines has been limited, again, mostly to military aircraft. Many pictures are available of Boeing B-52 takeoffs which clearly show the black smoke emitted by turbine engines running with water injection. For early B-52s, water injection was seen as a vital part of take-off procedures. For later versions of the B-52 as well as later turbine-powered bombers, the problem of taking off heavily loaded from short runways was solved by the availability of more powerful engines that had not been available previously.
The BAC One-Eleven airliner also used water injection for its Rolls-Royce Spey turbofan engines. Filling the tanks with jet fuel instead of water lead to the Paninternational Flight 112 crash.[4]
[edit]Use in automobiles
A limited number of road vehicles with large-displacement engines from manufacturers such as Chrysler have included water injection. The 1962 Oldsmobile F85 was delivered with the Fluid-Injection Jetfire[5] engine, which was incidentally the world's first turbocharged road car. Oldsmobile referred to the water/alcohol mixture as 'Turbo-Rocket Fluid'. Saab offered water injection for the Saab 99 Turbo. With the introduction of the intercooler the interest in water injection disappeared, but today, water injection is also of interest because it can potentially decrease nitrogen oxide (NOx) emissions in exhaust. The most common use of water injection today is in vehicles with aftermarket forced induction systems, such as turbochargers or superchargers. Such engines are commonly tuned with a narrower margin of safety from detonation and hence benefit greatly from the cooling effects of vaporized water.[citation needed]
[edit]See also
Crower six stroke
MW 50
It is important to note Stan mentioned "standard ignitor method" in his patent, and herman also used this form of technology for his car.
PLease help in the search maybe you have old ones laying around or can source some. some people will have bucks of these and that is what we need
PLease take a few pictures of and post for research purpose to raise knowledge base up on it and modifying them.
As Some have fantastic casings etc that could be readily modified by screw on sleves for our purposes most are over spec which is good news.
with silver iridium and platinium.
please check the final set posting I made under
stan meyers injector, you may have more to add to the google doc there .
Dan
Jeff Nading
RE: Water spark plug replication.
« Reply #32, on March 17th, 2012, 01:08 PM »Last edited on March 18th, 2012, 02:52 PM by Jeff Nading
Dan I would say you could use this electrode linked here
http://www.ebay.com/itm/Auburn-I-10-25-Ignitor-Flame-Rod-Liquid-Level-Electrode-/110665478008#ht_3105wt_1059
It can be used as a liquid level probe or a flame rod, igniter, the rod can be cut to fit an application. As for the sleeve, it only has to fit the threads of the igniter [female] and the threads of the sparkplug hole in the head of the engine [male], no mystery there, of course it would also have to have ports to inject different gases and such into it. Well I hope this will help in some small way.
http://www.ebay.com/itm/Auburn-I-10-25-Ignitor-Flame-Rod-Liquid-Level-Electrode-/110665478008#ht_3105wt_1059
It can be used as a liquid level probe or a flame rod, igniter, the rod can be cut to fit an application. As for the sleeve, it only has to fit the threads of the igniter [female] and the threads of the sparkplug hole in the head of the engine [male], no mystery there, of course it would also have to have ports to inject different gases and such into it. Well I hope this will help in some small way.
securesupplies
RE: Water spark plug replication.
« Reply #33, on March 20th, 2012, 08:25 AM »Last edited on March 20th, 2012, 08:28 AM by securesupplies
Now that is awesome
who is going to be first to adapt that baby
PS Part number is
Auburn I-10-25
Ignitor Flame Rod Liquid Level Electrode
ps check this last post ,
telsa ignitor
http://open-source-energy.org/?tid=188&pid=3699#pid3699
note the part number every one,
better buy and post any sources part numbers you find
and attached
Daniel
who is going to be first to adapt that baby
PS Part number is
Auburn I-10-25
Ignitor Flame Rod Liquid Level Electrode
ps check this last post ,
telsa ignitor
http://open-source-energy.org/?tid=188&pid=3699#pid3699
note the part number every one,
better buy and post any sources part numbers you find
and attached
Daniel
Hi Artinvegas,
Would you be interested in drawing up what you wrote on the construction of the water spark plug and maybe some improvments if you have them.
I would be interested in duplicating that and then give it to whom ever is interested in experimenting with it, if thats ok.
Thanks, Scot
Would you be interested in drawing up what you wrote on the construction of the water spark plug and maybe some improvments if you have them.
I would be interested in duplicating that and then give it to whom ever is interested in experimenting with it, if thats ok.
Thanks, Scot
Hi Artinvegas,
Would you be interested in drawing up what you wrote on the construction of the water spark plug and maybe some improvments if you have them.
I would be interested in duplicating that and then give it to whom ever is interested in experimenting with it, if thats ok.
Thanks, Scot
Ok Jeff thanks,
My question is do you think the water spark plug is really necessary. It seems to me it was the culmination of multiple systems in a highly sofisticated finished product that could be years beyond where we are now.
I'm looking at the water fuel cell as a fuel for a home generator. The trouble of dealing with drivability issues is huge so to me just making hho in larg quanities is what the main focus should be at first. I really like the idea that you guys are replicating Stan's stuff and not trying to do too much of your own thing. If i'm off let me know. Im thinking I could be better used in another area. But whatever tell me what to do and I'll do it. Thanks, Scot
My question is do you think the water spark plug is really necessary. It seems to me it was the culmination of multiple systems in a highly sofisticated finished product that could be years beyond where we are now.
I'm looking at the water fuel cell as a fuel for a home generator. The trouble of dealing with drivability issues is huge so to me just making hho in larg quanities is what the main focus should be at first. I really like the idea that you guys are replicating Stan's stuff and not trying to do too much of your own thing. If i'm off let me know. Im thinking I could be better used in another area. But whatever tell me what to do and I'll do it. Thanks, Scot
Ok Jeff thanks,
My question is do you think the water spark plug is really necessary. It seems to me it was the culmination of multiple systems in a highly sofisticated finished product that could be years beyond where we are now.
I'm looking at the water fuel cell as a fuel for a home generator. The trouble of dealing with drivability issues is huge so to me just making hho in larg quanities is what the main focus should be at first. I really like the idea that you guys are replicating Stan's stuff and not trying to do too much of your own thing. If i'm off let me know. Im thinking I could be better used in another area. But whatever tell me what to do and I'll do it. Thanks, Scot
My question is do you think the water spark plug is really necessary. It seems to me it was the culmination of multiple systems in a highly sofisticated finished product that could be years beyond where we are now.
I'm looking at the water fuel cell as a fuel for a home generator. The trouble of dealing with drivability issues is huge so to me just making hho in larg quanities is what the main focus should be at first. I really like the idea that you guys are replicating Stan's stuff and not trying to do too much of your own thing. If i'm off let me know. Im thinking I could be better used in another area. But whatever tell me what to do and I'll do it. Thanks, Scot
Jeff Nading
RE: Water spark plug replication.
« Reply #38, on March 22nd, 2012, 08:24 PM »Last edited on March 22nd, 2012, 08:28 PM by Jeff Nading
Ok Jeff thanks,
My question is do you think the water spark plug is really necessary. It seems to me it was the culmination of multiple systems in a highly sofisticated finished product that could be years beyond where we are now.
I'm looking at the water fuel cell as a fuel for a home generator. The trouble of dealing with drivability issues is huge so to me just making hho in larg quanities is what the main focus should be at first. I really like the idea that you guys are replicating Stan's stuff and not trying to do too much of your own thing. If i'm off let me know. Im thinking I could be better used in another area. But whatever tell me what to do and I'll do it. Thanks, Scot
[/quote]I have a feeling art is not going to answer you Scot, he doesn't post much and from what I know of him he will not share info.:blush::angel:[/quote]art is under a disclosure agreement... thus the info he gives us is what he can... art's a good guy, but those agreements are nothing to mess around with! :)
~Russ
~Russ
Hi Jeff,
I think you just said what I said but it seems to me your a long shot off from needing the water spark plug.
But if you think your ready for it I will do my best to replicate it for you.
I think maybe you missunderstood I wasn't looking for another interest just something that might be needed more imediatly.
Thanks, Scot
I think you just said what I said but it seems to me your a long shot off from needing the water spark plug.
But if you think your ready for it I will do my best to replicate it for you.
I think maybe you missunderstood I wasn't looking for another interest just something that might be needed more imediatly.
Thanks, Scot
Hi Jeff,
I think you just said what I said but it seems to me your a long shot off from needing the water spark plug.
But if you think your ready for it I will do my best to replicate it for you.
I think maybe you missunderstood I wasn't looking for another interest just something that might be needed more imediatly.
Thanks, Scot
I think you just said what I said but it seems to me your a long shot off from needing the water spark plug.
But if you think your ready for it I will do my best to replicate it for you.
I think maybe you missunderstood I wasn't looking for another interest just something that might be needed more imediatly.
Thanks, Scot
Hi Jeff,
I think you just said what I said but it seems to me your a long shot off from needing the water spark plug.
But if you think your ready for it I will do my best to replicate it for you.
I think maybe you missunderstood I wasn't looking for another interest just something that might be needed more imediatly.
Thanks, Scot
Give us your opinion Russ, what do you want to see?:DQuote from scot on March 23rd, 2012, 04:38 PM Hi Jeff,
I think you just said what I said but it seems to me your a long shot off from needing the water spark plug.
But if you think your ready for it I will do my best to replicate it for you.
I think maybe you missunderstood I wasn't looking for another interest just something that might be needed more imediatly.
Thanks, Scot
people doing some good and doing it open source, people getting involved and taking it on for them self's, people helping others where they can instead of starting a war, everyone coming together for the better of the planet and not the better of them self's. man jeff... that's a Brod question lol...
on the topic....
scot, lets chat it out and see where it takes us. see where you may be of the most help in your skill set, i my self am most mechanically inclined over electronics... but i get buy and most of all with the help of others!
my Skype is RWG42985. add me to your Skype and lets chat it up. see where it may take us!
the help always needed, but most of all/most important, understanding the meyer system to its fullest! and most defiantly if your going for the "water spark plug"
Thanks guys!!! blessings my friends!
~Russ
lol...Quote from Jeff Nading on March 23rd, 2012, 07:49 PM Give us your opinion Russ, what do you want to see?:DQuote from scot on March 23rd, 2012, 04:38 PM Hi Jeff,
I think you just said what I said but it seems to me your a long shot off from needing the water spark plug.
But if you think your ready for it I will do my best to replicate it for you.
I think maybe you missunderstood I wasn't looking for another interest just something that might be needed more imediatly.
Thanks, Scot
people doing some good and doing it open source, people getting involved and taking it on for them self's, people helping others where they can instead of starting a war, everyone coming together for the better of the planet and not the better of them self's. man jeff... that's a Brod question lol...
on the topic....
scot, lets chat it out and see where it takes us. see where you may be of the most help in your skill set, i my self am most mechanically inclined over electronics... but i get buy and most of all with the help of others!
my Skype is RWG42985. add me to your Skype and lets chat it up. see where it may take us!
the help always needed, but most of all/most important, understanding the meyer system to its fullest! and most defiantly if your going for the "water spark plug"
Thanks guys!!! blessings my friends!
~Russ
Hi Russ,
My email is in_honda@hotmail.com
My phone is 260-422-2312 or 422-9600
I talk on the phone better than I write, obviously
I think once you talk with me you'll have a better idea what to do with me.
Thanks,Scot
My email is in_honda@hotmail.com
My phone is 260-422-2312 or 422-9600
I talk on the phone better than I write, obviously
I think once you talk with me you'll have a better idea what to do with me.
Thanks,Scot
Hi Russ,
My email is in_honda@hotmail.com
My phone is 260-422-2312 or 422-9600
I talk on the phone better than I write, obviously
I think once you talk with me you'll have a better idea what to do with me.
Thanks,Scot
My email is in_honda@hotmail.com
My phone is 260-422-2312 or 422-9600
I talk on the phone better than I write, obviously
I think once you talk with me you'll have a better idea what to do with me.
Thanks,Scot
Now that is awesome
who is going to be first to adapt that baby
PS Part number is
Auburn I-10-25
Ignitor Flame Rod Liquid Level Electrode
ps check this last post ,
telsa ignitor
http://open-source-energy.org/?tid=188&pid=3699#pid3699
note the part number every one,
better buy and post any sources part numbers you find
and attached
Daniel
CHECK THIS PIC OUT DOES NOT GET MUCH CLEARER THAN THIS
FLAME IGNITOR
BINGOQuote from securesupplies on March 20th, 2012, 08:25 AM Now that is awesome
who is going to be first to adapt that baby
PS Part number is
Auburn I-10-25
Ignitor Flame Rod Liquid Level Electrode
ps check this last post ,
telsa ignitor
http://open-source-energy.org/?tid=188&pid=3699#pid3699
note the part number every one,
better buy and post any sources part numbers you find
and attached
Daniel
CHECK THIS PIC OUT DOES NOT GET MUCH CLEARER THAN THIS
FLAME IGNITOR
Hi all,
I'm a little confused are those modifided 1-10-25 igniters and if they are who did it, was it Stan?
Hey Russ missed your call sorry.
I see now the two types of injectors, I need input as which one is more workable for your aplication. I don't see any problem building either one.
Thanks, Scot
PS, maybe we could get Auburn or Champion to send us a few insulators, course then again maybe I could salvalge some from some old plugs, just thinking out loud.
I'm a little confused are those modifided 1-10-25 igniters and if they are who did it, was it Stan?
Hey Russ missed your call sorry.
I see now the two types of injectors, I need input as which one is more workable for your aplication. I don't see any problem building either one.
Thanks, Scot
PS, maybe we could get Auburn or Champion to send us a few insulators, course then again maybe I could salvalge some from some old plugs, just thinking out loud.