THOR
Below you will find the live open document spearheaded by Nykyta Vovk for the replication attempt of Malcolm Bendall's "Thunderstorm" device.
Any comments are welcome, it looks like a promising technology which may provide part of the answer to CO2 and other emissions. Bob Greenyer is helping with analysis of samples from reactors and understanding the process and potential means of optimisation.
Schematics for "dualling vortex tube"
Comments
Ancient GEET presentation.
For quick context: contrary to the tech in topic, GEET bubbled not the air through water but the air through the fuel itself to get vaporized fuel. Final exhaust was claimed to be void of most pollution. The fuel was said to be much more flexible with this retrofit, people ran then on weird fuels and some mixed in water.
One generator was able to do the work of multiple engines or a really large generator, it was not needed to scale the reactor up. There's probably a lot more other interesting stuff in the presentation. What does apply to tech in topic, remains to be seen.
It sure will be interesting to see what happens when a second generator is hooked up the one and the same reactor, roughly doubling the reactor gas flow and (I guess) increasing the pressure difference on the 4 ends of the reactor, but perhaps not the temperature deltas.
Thanks for responding.
While I agree with myself and you...we do hear from researchers that the final exhaust is colder than expected? This is attributed to LENR, but until we know for sure, we can't say where this occurs. There might be a reality where there is an LENR cooling effect already before the engine block intake.
Google says ideal intake temperature is 50-70ºC for diesel. This may or may not be the same with plasmoids in the mix? There is an opportunity to test what happens with warmer or cooler intake air down the line.
Yes, the intake air after the retrofit should be warmer. The vortex tube, if nothing else should at least behave as a heat exchanger. So some energy in the form of heat transferred from the exhaust gas to the intake air.
Excellent work!
If modular enough in construction, similarly interesting would be trying unidirectional rather than opposing gas flows. The unidirectional/ parallel flow would give individual plasmoids and atoms longer time to interact, but time (and with it, distance) may not actually be factors in the transmutation.
Inlet air temp just prior to combustion would be interesting to measure in both cases and the control.
I assume "we" are feeding hotter air into the engine vs control?
Yes, a GC would be nice. Unfortunately I do not currently own one. I may get my hands on a microGC in the next few months but we will see. Carrier gas may also be an issue. This is a bit of a one man show experiment wise at the moment, so implementation of a GC would be a bit tough at right now. Good suggestion though, GC would definitely be a great addition.
Units are starting to ship to 3rd party testing teams.
From what I've read and seen the extra air contains the EVO's (Plasmoids in Bendall speak). They are the extra source of fuel that is being injected after the carb plate.
From my understanding, these plasmoids are supposed to have started at -10 microns and as they leave the "bubbler". They then start to stealing energy from molecules around them. In the thunderstorm generator, they are purported to be breaking down all the hydrocarbons on the OTHER side of the pipe they are flowing in (Question: how do the plasmoids have the ability to reach through the pipe separating intake and exhaust flows to react with the hydrocarbons and increase their energy? Is this similar to Ball Lighting passing through solid objects?). In that exhaust swirl the remaining particles are "transmuting" into ~20% O2 that we are supposed to see in the exhaust gas.
So the extra air going into the engine, after the carb, is already seeded with plasmoids which act as additional fuel source and keep the engine from running lean from this injection of air after the throttle plate.
Thoughts and comments on my understanding appreciated!
Plans are already in place to do "control" testing with a concentric tube. Basically just an S tube with the inner intake tube, tube diameters matching those of the vortex tube diameters. A 3D model drawing is in the experimental section of the writeup. Robert Hutchings has already finished the tube, so this will be implemented likely in the next couple of weeks.
Have retrofits been tried without the spheres? For the generation of helical flows at a specific angle in my understanding the spheres are not needed. I heard the central sphere would invoke the "zero point", but possible nuclear effects have been observed in the GEET system (vaporized fuel and the concentric inlet&exhaust?) which omitted the helical flows and spheres.
Since the spheres pose a challenge to builders, it seems worthwhile to see what the exhaust gas and temperature delta is with the spheres omitted. Non-helical flow, perhaps with longer tubes seems worth trying to understand the exact effects of these specific build features.
My inner alarm bells went off when it was mentioned that Malmolm had specified an exact angle for the fillet between reactor pipes and spheres, referring to a slope on a specific pyramid in Egypt. I'm a sucker for numerology don't get me wrong, and I've played with that to some very interesting unexpected outcomes. The need for such a fillet angle...until it's proven to be better than what a flow engineer would recommend for optimized flow (maximum or minimum adhesion of laminar flow?), I can't internalize such specification even with the seemingly inventor saying it. Reality may well be simpler than suspected.
One sentence on Malcolm's findings in numbers rhyming in nature: that may well hint more at the fabric of our so-called-reali ty, than an exact blueprint and geomtry to build a LENR device.
If my scepticism is proven totally out of line, I'll be grateful that something was made more clear and better founded in findings rather than just theory.
Nykyta and others are waiting on supply of the TSG that Malcolms group is producing in the UK.
While hydrogen production from an unmodified Honda generator is of mild interest, it is merely the baseline for comparison to the TSG-enabled test data. While it is understandable that there are unforeseen complications like finding an adequate load that doesn’t disable itself, are there other things contributing to the delay in acquiring the retrofit-operat ional data?
Thx for helping us who can only read what is posted, up to date!
jMartyn,
This is already incorporated in the non-public designs.
James,
The bubbler is on the air intake side though, before the involvement of large volume of carbon in the hybdrocarbon fuelled engine. Ambient air of course contains only 0.04% CO2.
The concentric spheres and pipes with in and out flow of engine passing along a steel battier, seemingly allow for fragmented carbon atoms to recombine as into larger oxygen atoms. With near zero CO and CO2 on the eventual gas dump into the environment, the carbon was either deposited into the piping, or changed into something you'd not expect there, and there is more oxygen than expected.
In theory the oxygen could be introduced via a leak in the retrofit, but you'd not expect ambient air to leak into a higher pressure exhaust flow? A leak between engine and final exhaust would let carbon be released to environment, not oxygen be introduced. Please do correct me if my theory is flawed.
Try going to discord and adding the link directly. Make sure there are no spaces. When you copy and paste for some reason a space appears before the X "VJvq xVBm"
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