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NEW SCIENCE NEWS
Interesting news and views from the underground science network.=20
Here, Barry Hilton describes Joe X's revolutionary fuel cells=20
that can power a car by seemingly extracting energy from the ether.
HOW TO RUN YOUR CAR ON ZERO-POINT ENERGY
by Barry Hilton copyright 1998
During 1996 I was given a home made videotape featuring an Australian
researcher who claimed to have run a car without petrol, using a device that
appeared to produce either hydrogen or Brown's Gas from water. As I was
interested in recent developments in America on point-of-application
production of gas as a fuel source (energy cell), I followed up on this
interesting phenomenon with a paper summarizing what I had seen.
Eventually a copy fell into the hands of the inventor. I then received a
call from him, explaining that some of my assumptions had been incorrect. He
then offered to visit me in Melbourne to put things right. I was thrilled at
the opportunity of gaining some first-hand information about his discoveries
and the possibility of filling in the missing blanks. He did not disappoint
me.
THE MARK I ENERGY CELL
Joe "X" first became interested in trying to provide an alternative fuel
system in about 1991. He got the idea of running his car on steam produced
by a closed stainless steel cylinder containing a perforated cylindrical
element.
He thought that if he connected a 12-volt battery with one terminal to the
outer cylinder (+) and the other terminal to the centre tube (-), the water
would boil and he could draw off the steam from an outlet in the
cell and feed it into the inlet manifold to run the car.
The cell was about 4 inches in diameter (100 mm) and about 3 feet long
(870mm),
being made out of a stainless steel tube (from an old milking machine)
with screw caps on either end. On one end was a clear glass window (for
observing the milk flow in the pipe). On the other end, Joe fitted a
circular piece of clear perspex (Plexiglas) through which he fitted a
terminal for the inside stainless steel perforated element. This element was
about 3.5 inches (87 mm) in diameter and about 2 feet long (600 mm). The
element was perforated with 8mm diamond-shaped holes at 12-mm centres. An
outlet pipe was already fitted approximately two-thirds of the way along the
outer cylinder. He intended to use it to take off the steam.
On 9 October 1991, on the front lawn of his home, Joe set up the entire
arrangement on a pair of wooden saw trestles at the front of the car. He
connected a half-inch clear plastic hose from the outlet pipe of the cell to
the carburetor preheating device on the car, thinking that this device
provided a gas supply to the inlet manifold. The car used was a Rover V8
3500 SDI with a fully sealed all-aluminium motor. The carburetor was a twin
Zenith single-barrel arrangement, similar to the SU carby.
On connecting a separate 12-volt battery to the cell, he noticed through the
observation
windows that the cell was full of white bubbles with a white vapour
coming from
the surface of the water, which he assumed was steam. He then started the
car on petrol as usual. After running the car on idle for a short time, he
disconnected the petrol supply and the car continued to idle even after the
float bowl had emptied. However, the engine did not run smoothly so Joe
advanced the timing by approx. 80=B0 to bring the motor back to a normal,
smooth idle. He let the car run for some time, thinking that it was running
on steam, before he disconnected the battery to the cell to stop the engine.
To his amazement the car continued to idle, even though he had disconnected
the cell from the power supply! Only when he turned off the ignition key was
he able stop the engine. He found that he could start the car via the
starter motor without petrol and without connecting the cell to the battery!
Some readers may have realised by now that the preheating device makes no
gas connection into the inlet manifold. In fact, it goes nowhere except to
the outer casing of the carburetor housing.
What Joe has discovered here sets the mind boggling. This means that no
explosive gas is supplied by the fuel cell to the manifold at all. The only
gas entering the engine is plain air. Because this engine runs without
mixing any conventionally known fuel with the air entering the carburetor,
its fuel must be derived from a different source. Either Joe was controlling
this engine by mind over matter, or he had unwittingly devised a means of
tapping raw energy to supply the motive power. Joe makes no claims of
extrasensory
power, and is as baffled by the phenomenon as those who have witnessed it.
He has no idea why it works; he only knows that it does.
To date, he has successfully converted at least 14 vehicles (one of them a
record breaking dragster). None of the vehicles had direct fuel-flow
connection to the input manifold, with the exception of a Leyland which was
fitted with the Mark II cell.
It would seem that Joe has tapped into some form of zero-point energy.
(Zeropoint energy is created by differences in the "fluoroplasmic density"
of the energy continuum or ether.) Whether or not the energy or gas
transmitted to the engine block via the plastic hose in some way chemically
changed the air entering the manifold into an explosive mixture is still
uncertain. If this is the case, then nitrogen is probably the most likely
element to have been affected in combination with oxygen and carbon residue
to form an implosive/explosive mixture similar to nitroglycerine. What
appears to occur within the engine cylinders is either implosion, explosion
or both. However, this is pure speculation.
Joe later modified his Mark I cell. He found that a smaller unit was just as
efficient as the longer one, and was also easier to fit in the car. He
reduced its length to approx. 18 inches (435 mm) and fitted it into the
Rover, either in the boot (trunk) or on the floor next to the driver.
He later drove this car, fitted with the cell, from his home in northern New
South Wales to Melbourne, Victoria, and back. This is an achievement that is
so remarkable it is almost unbelievable. He also
went on a five-day trip to Toowoomba, Queensland, and back to his home in
NSW without any trouble driving the car on his water cell. However, there
was a small problem, Joe said, that if the cell was left overnight it would
discharge and require recharging by connecting the 12-volt battery for
approx. three minutes before it could be used to drive the vehicle. Joe also
found that the clear plastic hose connecting the cell to the carburetor was
unsuitable. This will be discussed in the next section.
The Rover, having an all-aluminium motor, normally has its timing set at 0=
=B0
before TDC [top dead centre], but when running entirely on the "Joe Cell" it
required an advance of 80=B0. Joe pointed out that each type of motor=
required
different timing settings. It may also be necessary to cut back on the idle
screw-settings to prevent over-revving. This engine, Joe said, showed no
signs of pollution nor exhaust emissions of any kind. During the entire time
the car was used with the cell, the temperature gauge never moved off zero.
The motor was cold, the exhaust was cold and the radiator was cold.
With Joe's permission, Prof. Ron Davis (now deceased) of Newcastle
University carried out extensive research on the Rover and Joe's cell
design. Prof. Davis solved the discharge problem by installing a 1.5volt DC
battery to the cell when not in use (with negative to earth and positive to
the cell casing). Joe found that no power was drawn from the battery as a
result of the connection. He also recounted that the vehicle received a
tremendous boost in power when the 1.5-volt battery was connected for a few
seconds across the cell whilst the vehicle was being road-tested.
Joe's latest cell design does not discharge if left ovenight, so the small
DC battery is no longer needed.
THE MARK 11 ENERGY CELL
Joe's next cell was radically different from his Mark I cell. In the Mark II
cell he used seven flat circular plates in a row. These stainless steel
plates, approx. 2 mm thick and 100 mm in diameter, were packed into a short
length of black corrugated PVC agpipe. About one-third of its radius was
removed to allow the gas to escape from above the plates. The entire
assembly was then placed inside a PVC 120-mm-diameter "T" junction, with one
plate positioned in each corrugation, giving a plate spacing of
approximately 3/8ths of an inch (8 mm). Both ends of the straight through
section were sealed off with end caps. The stainless steel plates on both
outside positions were positively charged, whilst the centre plate was
negatively charged. The two intermediate plates on either side had no
electrical connections. Joe calls these "neutral" plates.
By a process of experimentation, Joe showed that less amperage was required
to charge a cell with neutral plates than one fitted with only a cathode and
anode, yet gas production seemed much improved in the cell with neutral
plates. Joe discovered the optimum performance was achieved by a cell with
two neutral plates on either side of the cathode, and two anode plates on
the outside of the set. Joe explained that he tested this cell in a Leyland
P76 V8 which has an all-aluminium motor. Unlike the Rover, this engine is
not hemispherically sealed. In this connection, Joe fitted the output hose
from the cell directly into the carberator via the tappet cover vacuum
fitting under the earby.
The Mark II cell in this engine performed very badly. On a test drive to
Lismore in 1992, Joe discovered that on applying acceleration the PVC cap
(through which the gas/energy passed) would bulge outward in excess of an
inch, and whilst decelerating the cap would return to its normal shape. But
due to the extra gas/energy contained within the cell under pressure, motor
acceleration could not be accurately controlled.
Joe assumes that when acceleration is applied to draw more gas/energy from
the cell under inlet manifold vacuum, a chain reaction is activated within
the cell, giving more gas/energy and providing an excess of pressure within
the cell. Upon deceleration, the cell is again subjected to electrostatic
surface tension. The
excess gas/energy stored within the cell is therefore transferred to the
input manifold due to the high buildup of pressure within the cell. As a
result, car speeds cannot be regulated efficiently.
Joe also reported that Prof. Davis had constructed a test cell shaped
similarly to a car air filter and built with a thin outer casing of
stainless steel. When tested on a car, it suffered the same problem as Joe's
plastic cell. The gas/energy pressure in this cell changed its shape from a
Hat disc to almost a complete sphere. It is a wonder these cells did not
explode!
Joe concluded that both the casing of the cell and the gas/energy transfer
pipe needed to be constructed of rigid, robust material for the cell to
operate efficiently without expansion and contraction of the parts. Although
this cell provided the necessary energy to drive the V8, it proved too
dangerous for further use.
THE MARK 111 ENERGY CELL
Joe then decided to use concentric cylinders with a thick stainless steel
container, based on the same idea as the Mark II cell. This new design would
therefore incorporate the advantages of his original Mark I cell with the
concept of neutral plates.
Joe also discovered that the cell had more power when the cathode was
electrically connected to the bottom of the cell. By this method, the energy
field was generated over the entire surface of the cylinders. When the
connection was made at the top of the cathode, only the top half
of the cell seemed to be active.
=20
So, the Mark III cell consisted of five concentric circular cylinders. The
central cylinder, of=20
approx. one-inch diameter, was electrically connected through the bottom of
the cell as the
cathode, but insulated from the outer casing. Then came three neutral
cylinders, measuring=20
two, three and four inches diameter, of equal height to the cathode and
arranged concentrically
outward from the centre, each providing approximately a half-inch gap
between cylinders.
The fifth cylinder formed the outer casing of stainless steel (minimum 3 mm
thick) and sur-
rounded the entire assembly. The plates inside have to be machined exactly
to the same=20
length, with great care taken to ensure that all the cylinders line up
precisely level. The top of the=20
anode outer casing also needs to be either conical or domed in shape in
order to
direct the energy to the opening at the top. The top and bottom of the
inside set of cylinders should not be closer than one inch from the anode
casing. However, the gap between the anode and the outer neutral cylinder
can be as close as half an inch, and maybe as wide as two inches. Joe
said this outer gap was not important as long as it was not too close.
Each of the cylinders needs to be separated by the best insulators
available that will not react with the energy fields inside the cell.
Synthetic insulators made of plastics, nylon, teflon and the like,
appear to be unsuitable because a conductive path soon develops
across these insulators, resulting in a dead short between the cylinders
and destruction of the energy fields in the water between the plates.
I have examined a number of cells used by experimenters trying to
duplicate the Joe phenomenon. These cells had been in use for some
time, and when dismantled, the cylinders showed deep pitting in the
area around where the insulators had been located.=20
In his cells, Joe used the black rubber tubing that is normally laid on the=
=20
roads for traffic counting. Unfortunately, most road authorities have
converted to synthetic material, which is unsuitable for the cell.=20
As a substitute, I have tried the pure rubber stoppers used in chemical
laboratory experiments and as acid bottle-stoppers. These
stoppers are solid rubber (without a hole in the middle to trap conductive
elements). They appear to resist conductive outer growths up to 60 volts DC
when tested for five days of continuous charging. No pitting was observed
and adjoining plates still showed open circuit readings.
When Charging the=20
water in the same cell as to be used in the car, make sure the sediment=20
formed on the surface of the water does not settle on these insulators,
as this coating will soon form a conductive path over the rubber. This is
one reason why Joe decided to use a separate water-charging vat.
When mounting the rubber stoppers (or pure rubber solid circular rod)
between the plates, the round section of the rubber should be fitted=20
horizontally between the plates, with the flat part against the cylinders.
This will prevent sediment being trapped between the curved side of the
rubber and the plate surface.
Joe uses the minimum number of separators that will maintain correct
plate distances: three insulators at the top of the cylinders and three
more at the bottom. Each of the rubbers should be mounted in approx.=20
5mm from the edge of each cylinder and arranged radially outward in=20
three straight lines at 120-degree intervals. The rubbers, if cut slightly
oversize, will hold the assemblies firmly in place to withstand car
vibration.=20
The trick, when assembling, is to mount one rubber on the
center tube first, then squeeze the first two cylinders together
with round-nosed pliers (or multigrips) over the insulator. Then insert the
other two rubbers in sequence. The setting need not be perfect as it can be
adjusted after the three rubbers are fitted to the opposite end. But do the
spacing adjustment, if necessary, before fitting the next outer cylinder.
If you don't, you may have to do the job all over again. Make sure that,
when finished, all of the cylinders sit flat on a level surface without any
one cylinder protruding above the others. If you are not careful about this
point, the energy-multiplying factor may miss the lower plates (cylinders)
entirely, thus reducing cell efficiency.
If your cathode terminal bolt has been fitted correctly, then the entire
assembly can be supported by the locking nuts on the cathode terminal bolt.
However, if you feel that your plate assembly requires some additional
support, a slot can be cut into the bottom of three more rubber stoppers.
These stoppers (correctly spaced) can then be fitted to the bottom of the
outer neutral cylinder to act as supporting stand-offs inside the anode
casing. An insulating sleeve should be inserted into the hole drilled in the
anode through which the bolt passes, and insulating washers also fitted
either side of the hole. Seal the hole with white marine-grade Sikaflex.
All metal parts, except for the energy transfer tube, should be made of
food-grade stainless steel and must be diamagnetic. Grade 316 is the most
appropriate stainless steel to use. Make sure you test it for para-magnetic
properties before you buy it. It must not attract a ferrite magnet or
deflect a compass needle even slightly, or you are just wasting your time
and money.
All stainless grades show some attraction if neodymium magnets are used.
I am uncertain which vehicles the three-neutral-plate system was fitted to,
or how each vehicle perforated. What I do know from Joe is that over the
last few years he has successfully converted a number of common vehicles
such as Fords and Holdens. After the Leyland, he experimented with solid
supply tubes to transfer the energy from the cell to the carburetor. He
also abandoned any further attempts to connect the cell directly to the
input manifold, preferring instead to locate the end of the transfer tube
on a sealed blank fitting on the carburetor housing. However, as there may
still be some danger of pressure building up within the cell, Joe said it is
a good idea just to slide the end of the outlet hose over the blank fitting
without securing the end of the hose with a pressure clip or sealing
compound.
In the early stages Joe replaced the clear plastic tubing from the cell to
the carburetor with a length of copper pipe, but discovered that the
copper corroded at the cell end. Eventually he settled for an aluminium
pipe of approximately 3/4-inch diameter. The pipe is screwed to the top of
the cell's outlet connection (metal to metal). The furthest end of the pipe
(nearest the carburetor) is cut short about four inches, and a good-quality
rubber hose fitted to the end of the pipe to make up the last four inches to
the carburetor blank.
According to Joe, aluminium is the best material for conveying the energy
to the engine as it does not corrode as a result of cell action. The rubber
at the =20
end of the tube insulates the cell body from the car block.
Joe states that although the cell has no electrical (closed circuit) con-
nection to the battery, the cell body has a positive charge which, if
=20
allowed to make metal- to- metal contact with the car body, would dis-
=20
charge the cell. It would then have to be cleaned and filled with freshly
charged water or recharged from the battery, although just recharging may
not suffice. Joe no longer recommends recharging the cell from the battery,
as the cell may become contaminated and may not work at all until it has
been cleaned and regenerated. The Mark I cell that was recharged by the car
battery consists of only the anode and cathode. There are no neutral plates
or separators (insulators) to cause problems through contamination or
shorts.
As the transfer tube has a positive charge and carries the energy field to
the motor, it is most important that the cell not be located near any other
field generators such as distributor coil, cut-out points, alternator,
electronic circuitry or high-tension leads. The transfer tube must also be
well insulated from the car body.
Joe recommends that the cell be either located on the floor next to the
driver (with the cathode bolt electrically connected to the car chassis) or
placed in the boot away from electrical wiring. If the cell is located in
the boot, the entire length of the transfer tube should be insulated with a
plastic tubing sheath to avoid contact with the negatively charged body.
If placed next to the driver, the transfer tube should be passed through a
hole in the firewall fitted with a suitable rubber insulating grommet.
By a process of experimentation, Joe found that a two-neutral-plate cell
worked just as well in a car as did the three-neutral-plate system, and
maybe even better. However, the two-neutral-plate system required that the
water first be charged in another charging cell for the system to work
effectively. By pre-charging the water in his vat system, he was able to
carry out the process much more efficiently than if he used the actual car
cell to effect the charging process. It is for this reason that Joe uses
only two neutral plates in his most recent car cells.=20
Editor's Note:
Additional details are covered in Barry Hilton's 40-page book, The Joe
Phenomenon: How to Run Your Car on Zero Point Energy. Copies are available
from the publisher, NuTech 2000, PO Box 255, Ivanhoe, Vic. 3079, Australia;
telephone/fax +61 (0)3 9457 2814, e-mail, <nutech~arc.net.au>. Price:
AUD$39.00 ppd in Australia; foreign orders, USD$41.00 ppd. or payment by
credit card.
AUGUST - SEPTEMBER 1998