>From the teslafy wayback machine; Wed Sep 23, 2009 Brother Robert Norris and I attended the weeklong celebration in Auburn Ind from Sept 2-9 or so.. The museum itself occupied many hours... Many Parked Auburns were on display downtown. These used "ACTUAL" generators in the automobiles. These are the old style electrical machines that employ actual rotating magnets, instead of todays convenient version of the regulated rotating electromagnet via slip rings known as the alternator.
What this means is that on these old style automobiles the engine horsepower is being continually dragged down by the demand of the generator; and an external voltage regulator was used to keep the battery from becoming overcharged. The advent of the alternator instead was heralded as a great advance where instead of a rotating magnet to convey the mechanical to electrical conversion, instead the rotating magnetism part becomes either an energized or non-energized rotating electromagnet., and then we can manufacture the electrical generation when we need it, but crucially,PERHAPS NOT AS EFFICIENTLY. Now in the Auburn-Cord Museum it was shown that this company first innovated the concept of "supercharging" automobile engines. A portion of the mechanical output energy of the crankcase rotation was used to "mechanically" power another air compressor to alter the ordinary atmospheric pressure differences existing on the intake manifold between the combustion chambers cyclic activity. A pressurized combustion yields more horsepower out despite the fact that a portion of output energy is used to enable the increased efficiency, which apparently enables a net gain. The successor to this idea is turbo-charging, where the actual exhaust pressure of the engine turns a sort of compressor. Now a new idea emerges whereby now a portion of the mechanical conversion energy of the rotating part of the engine that eventually turns the wheels of your automobile is diverted to a new circumstance of great proportions: THAT OF TAKING YOUR IN-EFFICIENT ALTERNATOR AND MAKING HYDROXY FUEL TO THE ENGINE AS AN ADDED FUEL MIXTURE. Now even though it is recognized that the output energy is less then the input energy for the water electrolysis cases generally considered as exothermic; Again this factor used as a FEEDBACK LOOP for another engine process raises questions about the possible increases of efficiencies to gained by another adjacent "higher energy flow" machine next to a comparably lower one that itself uses the lower energy flow as the one for its regulation. Thus it becomes conceivable that the energy spent as the output diversion is less then that regained on the total operation, with a net gain of energy manifestation or flow. is evidenced on both the supercharged and turbocharging designs. So then we begin to wonder cannot the same thing be described and done efficiently electrically? In the old days they didn't know what to do with the excess energy a generator supplied, so they essentially threw it away as heat losses on circuits made so that the voltage to the battery was "regulated" not overcharged. In contrast had water fuel technology been applied in those days, we would still be driving Auburn's and Cord's to this day. This is for the simple fact that the generator is more efficient in mechanical conversion of energy into its electrical counterpart, where here that electrical counterpart is CRUCIAL to the amount of hydroxy mix admitted to the engine itself. The ones that are now doing this and showing up to a 45% increase of efficiency using an alternator should know that if they simply replaced that alternator with a bona-fide generator as these displayed Auburn-Cord Automobiles use, a major increase in further efficiency might evidence itself!!! You see now with the advent of water fuel technology, the use of a constant draw electrical device such as the generator, once considered bothersome at low rpms ect, and negotiated out of existance by rotating electromagnet alternators to be turned off and on by demand: NOW THE OLD SCHOOL METHOD OF ELECTRICAL CONVERSION BECOMES VALUABLE BY ITS INHERENT EFFICIENCY OF DELIVERY, ESPECIALLY IN LIGHT OF THE FACT THAT IT IS BEING EMPLOYED IN A FEEDBACK LOOP WITH THE MUCH LARGER HORSEPOWER ENGINE IN COORDINATION; EXACTLY NOW AS A NEW ELECTRICAL SUPERCHARGER! This concept in development from several years ago is now generally abandoned due to lack of funds. Heres a 10 hp motor using PMA to generate gas; http://youtu.be/U3ZVWOsYE_I 10 hp motor operation/QC-12 PMA/ 30 VDC Cylindrical Series Cells. At 2:51 the volume of gas flow is shown for ten seconds in close up. Also here's my late brother detonating a controlled explosion; RWN as Bag Man, at 0:00 2 ft. explosion is visible http://youtu.be/t4ESF4yVbOk Now an expert in the field of motors who prototyped my six phase alternator system Larry Solak of Mantua, Ohio who runs Solak's Automotive Specialties voiced the opinion to me that the gas flow from the electrolysisor is miniscule in comparison to the atmospheric gas flow that is normally required for the automobile intake, therefore it shouldn't make much of a difference efficiency or horsepower wise. But that may only apply to ordinary alternator designs, not here what is available by use of a permanent magnet alternator(PMA) It would seem to me that the device is outputing a significant flow of gas, and that if it were instead added to a car engine as an independent component, that addition of hydroxy to the input should be much higher% wise then shown in typical alternator designs. So here I have done the work to show what a 10 hp conversion of mechanical energy to hydroxy fuel flow looks like. Now coming to the subject of trains, as we know they are already a producer of electric energy in their diesel/ electric motor conversions. If all this hydroxy business were true, here you have a device whereby the primary motive source is itself electrical, so why not divert a portion of that electrical energy to alter the conditions of its incoming fuel/air mixture? Hydroxy schemes have been noted to be especially efficient with diesel engines. Sincerely HDN Pioneering the Applications of Interphasal Resonances http://tech.groups.yahoo.com/group/teslafy/
