This is more clarification for those still interested in the S1R9A9M9 YOUTUBE mower engine conversion of water in carb as was done in 2008. The website Yahoo Groups waterFuel1978 data typed was by Nathren himself (the father) while his son was much more technical minded than him. The son had same name Nathren. The web forum data was signed Sir for the father, and Nathren for the son's data. Simple adjustable brass valve was not used for water line in that back yard test. The 2 people just squeezed the tubing for the amount of water flow to be allowed. The water upside down water bottle had loose cap so as air can bubble upward into bottle as the water flowed downward. LOW amount of water must be allowed to be pulled in by the vacuum of engine at carb top. (So engine not fowl the plug) The idling engine ran on electrolysis for hydrogen gas at spark plug in combustion chamber, aided by water vapor pressure same time. The EGR was not applied as per the previous car engines done, but was supposed to be added with adjustable valve. (Air compressed into water is is 78% Nitrogen aids engine efficiency) The 18HP Briggs engine normally used 4000 ohm resistive spark plug. It has LONG REACH threads that screws in to threaded hole. Nathren and 3 technicians in Georgia only found spark plug of 125 ohms - same threads. At that time they did not know about Champion spark plugs that can come apart. They could not make engine run on 5amps dc since 12-14 volts could not push current through a high value resistance. That's why circuit had added a triple S1R9A9M9 magnetic coils assembly that provided several uses the same time. (#1) magnetic field over plug BARE #12 copper 5 turns with 21 SPECIAL insulated turns extends spark time to late negative 38 degrees. (#2) 5 amps DC average on hand meter is  Peak 10 amps DC current on oscilloscope - same amps for field also as going through spark plug . (#3) Timing change done different way since Briggs ignition coil Magnetron is not adjustable as on older car engines turning the distributor. (4) The use of Ohms law E = I X R says can't pass 5 amps through 125 ohms with about 14 volts. About 63 volts required that's not normally available. The wire for high voltage passing through the S1R coils was only bare copper wire. The insulated low voltage wire was SPECIAL wrapped over it. There was cross leakage inductance of higher voltage induced in the low side. This is how the current passed through the spark plug at higher superimposed pressure voltage. At that time they did not know that you could remove resistor from top of a long reach Champion plug and replace it with copper segment, and form a zero ohms plug, or RACING spark plug. Farther down the line, the two output wires go together to plug top. There is a magnetic field present at combustion chamber that aids the process. 7 A peak through 1-2 wire inductor coils in relay provides magnetic field transferred to plug gap. On Briggs engine there is a magnetic field from Sir coils with possible relay inductors also, as the dimensions fit inside the plastic tub. There is a "return ground" wire present so as low volts does not return through the casting of engine, as the high volts does. See in video the extension cord "Y" that connects as very long wire from under spark plug to side of plastic tub on side of engine. The separate return line was used on all car conversions with the 400w inverter box. Time in micro/milliseconds is saved by this method and less ohms resistance. Engine started on 12 battery, then battery removed. Engine ran on the under flywheel alternator and DC from diode(s) half wave or full wave DC. The quick positive engine demonstrations Videos 1+2, did not have ANY preventive safety measures as the 10KV was across the battery and dangerous for acid explosion only when battery connected to starter motor. After several non tech people got hurt by acid or burnt shorted wires, they changed the written data on web site so as a duplication wouldn't work . The 3rd video on back porch engine test did not have wire of 5 amps connected to spark plug. The other Youtube videos of "The Smack" testing same engine at Nathren's property also did not have 5 amps wire hooked to spark plug top, but to an alternate resistance load as fan motor. On the first running engine video you can see the 3 power wires coming down from the upper cowl into the plastic tub on side of engine. The heat of the 2008 summer, the heat of engine, had melted the spiral black electrical tape glue so as the heavy tub slides downward, exposing the upper power wires. The S1R coils are in the tub along with other parts such as required accessory spark gap . Nathren's, and tech friends invention was shown working , running on water, but he neglected to say it was self running from the 12 +1 MAGNETS under the spinning flywheel . (The Plus red cable from battery was removed.) That Briggs 18HP had "dual" alternators as originally for one side for 5A for riding mower AC headlights, and 4 A for battery charging. They can be put together for higher amps out, up to 16 amps Full Wave DC, idle speed. Web site shut down. Most of the tech data was on the car conversions using one relay of dual 1.5MH coils per cylinder using the 400W DC to 115vAC inverter source power with one diode output. The 15 relays they had were obsolete- non purchasable . That's why the S1R triple coils was the replacement and using 12v DC instead. See my other messages for other data. There are several US Patents on superimposing 2 power sources together. I use a made up Power supply of ISOLATED secondary side from China 20Khz Inverter open board with voltage doubler , so as the 2 grounds do not interfere. You cannot use the common dc to dc step up voltage converters sold, as it uses 2 of same ground.- non isolated. My set up is about 38V DC , because you need protection from High V., and there are voltage drop losses in series, with resistors + series diode bank , leaving about 20 volts to spark plug for the in series current flow. You could also use Power On Board 500W inverter box so as getting the secondary side transformer wire gauge as handling 6.5 amps, then hooking to SCR controlled adjustable AC voltage reducer with meter, to get about 38v DC after the following rectifier or diode, assuming the plug is zero ohms.  The green box 400w 115vAC Power On board brand, is what  the technicians used in the shop in Georgia 2008 with the "worth their weight in gold" vacuumed sealed AC 60cycles traffic signals switching relays used in pole boxes that allowed smooth running of car engines. Their Inverter they tested could not be used with the S1R coils assembly on mower engine, as it will bog down and quit, most likely from the coils leakage inductance interfering with box. They should of made the coils assembly right the first time with all insulation + proper plug, and proper protection including fuses. The box inverter or triple coils assembly will work due to the expected 38% only duty cycle of on time as flywheel goes around to fire again. The Inverter boxes have a Peak double value wattage usable , but only for very short time such as start mode, but can use a short duty cycle as not on 100% of the time. Nathren had said there was a 1 HP loss for every 6HP of an engine, and they run at a lower RPM. THE 1978 Elcamino was on 18 miles per gallon only stream mineral water at highway speeds, PLUS the required EGR usage, at 6-7 amps Peak 3.5 A average current, because of the 50% duty cycle after diode from Inverter box. That "Wife's" car was in security garage locked up, he was hassled and shot at by thugs, arrested once, and wife divorced him, and Web site, and property address no longer any good. How many people are trying to duplicate this spark plug electrolysis that also generates water vapor pressure same time at -34 degrees late timing past TDC?? See again his  S1R9A9M9  first two  Youtube videos of 18HP Briggs mower engine running idle speed on plain water in carburetor. It actually sounds like a water pump! A car alternator can be belted to the crankshaft for power output.

AI computer says the engine spark on time is different (LESS) for 6000RPM as compared with idling 700 RPM. The regular Briggs mower engine Magnetron fires about .27 Milliseconds as about 10 degrees of flywheel rotation of 6000rpm. There may be confusion on my part, as regarding length of spark time, from normal Briggs Zero to continuance of spark such as to degrees to negative minus 34 degrees ATDC, and then some. Some engines start at BEFORE TDC but the Georgia AUTO engines conversions had timing start at about negative - 34 degrees ATDC PLUS the time lag due, to the 1.5MH inductor in series with the 10kv ignition. This allowed slightly more contact time of pulse current with the water at spark plug gap according to the forum tech data. (More Hydrogen formed) The high volts plasma path initiates electrolysis for the 6-7 amps,and then reduces in voltage as idling running engine. The S1R9A9M9 triple wires elecromagnet 6-7 amp coil magnetic field over the spark plug cable causes an extension of spark time, plus inductor time. This was to simulate timing as  ATDC, since mower engine ignition coils are stationary, with firing start at zero, while the older car engines had adjustable distributor for any timing change and also -34 degrees to start. There was no exact data given on the Briggs spark time with the electromagnet field. The regular plug cable hooked to section of bare 5 turns copper wire under the field stress, before going to spark plug.This did cause spark time extension to some point. Oscilloscope test would be required.Their scope data was not given to us. Half wave DC Isolated power supply could possibly still be used, as they did, in conjunction with the dual inductors - as was in the original relays per cylinder. 1.5+1.5 = 3Millihenries as both together in series with low volts, and just one 1.5MH in series was with the high volts. . The assumption was that since cars used -34 degrees , then the Briggs should be in that range also, as being a 4 stroke engine. AI also said that larger plug gap of .080" instead of .035' would increase spark time. (As was used during the 2008 shop tests.)

 
 The S1R9A9M9 engine conversion to water in carburetor  may rely on Radiant Energy flowing down circuit to spark plug chamber. The earlier Patented ignition circuit that uses Radiant Energy release from modified CD ignition was from the 2nd. discharge of residual capacitor content into transformer primary that passes through capacitor diode that is connected to High Voltage output. The diode is open, then closed. When the accessory current passes .through, the Radiant energy from diode also goes out. Nathren's 2005-2012 conversion of V8 engine and the Briggs 18HP was different circuit, but may have had same influence to spark plug. The cars had dual coils, high quality, vacuum sealed relay, per cylinder with many diodes. The half wave DC charged the inductor with diode output. The CHARGE is released when plug fires but uses the coil energy INSTEAD of a capacitor type energy. The engines ran on water vapor pressure + fired Hydrogen gas from plug electrolysis. The coils inductance was necessary because of the desired on time in Milliseconds,  not Microseconds as with cap discharges. His car tooled around for about 3000 miles on 18 miles per gallon water, until locked up in security garage. The 3 technicians there in Georgia said the Relays sealed in vacuum  were worth their weight in gold. It seems they were just lucky to have it hooked up right. They did not know how they actually worked ! The AC traffic signal control pole relays were not used as normal click type method.The contacts and L + L coils passed HIGH VOLTAGE and also low voltage. The Briggs 18HP riding mower engine had to have an added  triple magnetic coils assembly since there was no easy way to change timing from preset TDC to -34 degrees late timing. The cars' distributor turned easily to change timing. There was data saying from the now shut down web site, that parts added to plastic tub on side of Briggs, was referenced to the Tesla Hairpin circuit that formed Radiant Energy. The high volts ignition fired accessory spark gap with capacitors , so that other side of caps produce Radiant Energy transferred to primary of S1R triple coils primary. ( This was an AUTOTRANSFORMER TYPE , but with WITH 5 TERMINAL ENDS + 2 JOINTS) The passing through high volts to plug carried this radiant Energy along with approx 10amps current. Briggs started with 12v battery, then completely disconnected. The engine ran on just the dual alternators output, since there were 12 MAGNETS under flywheel for free power , as long as the crankshaft was turning. Nathren neglected to say it was self running. The Yellow + Yellow wires or Black + Black wires Briggs ring alternators can produce 14 amps and higher with bridge rectification. One diode would allow just about 10 amps half wave DC current. The original relays are discontinued and no longer available to purchase. Diagram of same is on Internet with (2) 1.5 Millihenry inductors with centered in series diode.  (The High Volts enters just after the centered diode.) The technicians back then hand made 2 relays to simulate the originals, but failed. The built relay circuits were in open air, not vacuum. The vacuum holds in the white Radiant Energy generated on the enclosed diode output as 90 degrees perpendicular to wire concentrated, so as can follow further down the circuit. The Necessary Magnetic field over Briggs plug wire carries down to spark plug electrodes, as does with auto engine. They called it "Electromagnet". After about a year tinkering, they finally found out how to make engine run smoother , by the type engine used as having An EGR system mounted.The Nitrogen content of expelled moisture is reused as from compression of air into water which is 78% Nitrogen.   See again the 2008 S1R9A9M9 (2) You Tube videos of mower engine running on water that sounds like a water pump!       

 On the NON affirming / opposition side,- upon deep review of original circuit drawing, for their auto conversion, the center diode between the inductors is only rated 600v, with ignition minimum 10kv against it, and diode facing the wrong direction. The low voltage facing was positive, while the ignition was negative as also called positive ground. Also, an inductor does not HOLD a charge like a capacitor does, as normally used with the expelling Radiant Energy as from diode releasing capacitor energy the same time. It seems now, that the original circuit was contributing just low voltage 7A DC current, -34 degrees timing, high voltage DC , and required magnetic field for the 8 spark plugs of the 1978 Chevy V8. If there was no Radiant Energy produced within the vacuum of the so called "Magic Relays", this may be just minerals water spark plug electrolysis for Hydrogen, with associated formed water vapor pressure addition, and the inductors magnetic field that all operated the engine with alternator recharging the 2 batteries on car. Was there a conspiracy there in 2005-2012 Georgia back then, with the main schematic shown on Internet being modified, so as duplication would be harder to do? I can see the relay inductors being used for the extension of spark TIME, and contributing the magnetic field for end use, but why not also add Neodymium ring magnets to the plugs? The N or S magnetism would carry down to the tiny tips in combustion chamber. Maybe the magic was just that.

I see no interaction here. Perhaps others are like me and do not attempt to read walls of words without paragraphs.

Just a guess.
bi