Adelaide Branch

Welcome to this months newsletter. After last month's request for information on your pet subject to include in the newsletter, I received zero response, so I guess I get to choose what goes in it again! So read on and I hope you like it. 


The March meeting commenced at 8pm with a smaller than usual group of 26 people, partly due to a lecture at the Hilton hotel on conspiracies, etc. which several ASTROites went to. Peter gave the Treasurers report which shows our finances adding up to $320.01 plus one Belgium Franc! Our ANZ bank charges have gone up to $ 10 per month so we are looking for a new place to put our money. I then gave the Secretaries report which consisted of the NSW ASTRO group's programme, the VIC groups meeting information and the Byron Bay's group new information catalogue. (10% off for ASTRO members)

It was then onto the general business part of the meeting with Ken telling us how he dismantled his Foxtel decoder and guess what, no tamper switch, no microphone and no camera. Oh well, another conspiracy theory down the drain! Michael reported on an article on "hypersonic sound" which is basically sound that can be focussed to one point while Dino talked about a small hand held computer called the Pilot which is all the rage in the USA at the moment - if you want one cheap, see Dino. Roger passed around some photographs of what looks like a very well constructed Rife machine from interstate and Hans Peter talked about a vitamin pill for your car - the Power Pill, claimed to give 16% fuel economy improvement and lower emissions. I then showed what was inside the Broquet fuel saver device which I have been given to test and gave a brief report on Andrew's vortex tube device.

Then it was on to the video of Barry Hilton's engine (third time lucky) and an entertaining talk by Jan on the 16th century gravity wheel, complete with a working demonstration of what he believes was inside the original wheel. This was followed by another short video on water related technologies, including the Griggs Hydrosonic Pump, and finally Frank gave another talk on the Elliot Wave theory and how it relates to human behaviour.

The meeting was then closed as the little hand was heading for the eleven, and so unfortunately once again Andrew did not get to show us his hydrogen generating equipment. (definitely next time!) Tea, bickies and chats followed until the curfew hour of midnight when the conversations continued on in Michael's driveway. All in all, another good night.


The following is a report by John Bedini on a magnet motor design by David Hamel.

"The work of David Hamel is one of the most important things to Mankind ever to be released. I could not find a ring Magnet that big, so I built a "Magnetic Gate" to replace the Solid Magnet, only to discover other things. This led me to believe that a "Rotary Permanent Magnet Motor could be built very simply by everyone.









In the diagram of the Magnetic Gate I'm showing that a cylindrical magnet is pulled into the gate and being forced out the other
side. The way I think about this is that there is a "Magnetic combustion" that takes place in a field of zero. The Magnetic Field on the input side is spinning just like a tornado.

When the Magnet reaches the centre, the spins go the other direction forcing the Magnet out. It was discovered that when two like poles are pushed together, the output beam is four times greater. Do the simple experiment yourself, take two Magnets, push the like poles together and at that point the power of the magnet should be four times greater and the normal poles should be two times weaker."

John Bedini 1997.


600 by 600 double sided printed circuit board for F/F5 experiment ....Leon.

1962 Popular Mechanics article on Hydrogen generator " by Cooke or by Crooke"...Bruce.

Articles for the newsletter (had to get that one in) ...Bruce.


Mazda is weighing up plans to market a hydrogen fuelled auto said to outperform electric vehicles. One of the biggest remaining questions is when to start. Mazda says timing of the launch hinges on a government program to develop a hydrogen fuel distribution network. Japan's MITI reportedly aims to have infrastructure in place to support widespread use of hydrogen as a transport fuel by 20 10. Mazda claims its hydrogen vehicle - based on a Wankel rotary engine - has a range of 230 km and a top speed of 150 km/hr. By comparison, the automaker says, electric vehicles typically can travel no more than 180 km without recharging and achieve top speeds of 130 km/hr, while gasoline fuelled cars have ranges as high as 590 kin and top speeds of 183 km/hr.

Mazda has begun a two year trial period for its experimental low-pollution hydrogen rotary engine (RE) vehicle. The Cappella Cargo van model vehicle will burn a hydrogen fuel that when burned will not emit carbon dioxide. Mazda will lend the vehicle to the Hirohata Steel All for use as their company van and be driven for at least 20,000 kilometres.

Starting the hydrogen car is no different from starting the petrol model, and engine noise sounds familiar too. Inside the hydrogen car, everything is standard apart from a small pressure instrument, the fuel gauge. Under the bonnet the intake system combines a pre-mix air/fuel system for light load driving and a direct-injection system through a dedicated hydrogen port which opens when the air intake port is closed. This is effective in increasing available power for higher speed driving. When the fuel pressure gets low, the power drops noticeably and the car slows dramatically. Changing down the gears makes little or no appreciable difference and even with 20 percent pressure available, the car is effectively unable to carry on. Refuelling these prototypes takes about 15 minutes from start to finish.

Mazda is investing much more heavily in hydrogen research than electricity. Seiji Tanaka, head of Mazda R&D, says "Our first objective is to use available fuels more efficiently by producing better engines. At present we are researching the Miller cycle and developing lean-burn technology. Our second objective is to investigate alternative fuels such as natural gas, methanol and electric cars. But this will not cut pollution. Hydrogen offers many advantages over all these, especially electric cars, and with the rotary fuelled by hydrogen, performance is very close to the petrol engine."



An interesting concept for a Jet aircraft engine has come from the TurboTelesis company in San Bernardino, California. The engine is advertised as a "Boundary Layer Vortex Turbo Jet Engine, having no blades or fans. A mockup of the engine was demonstrated at an Experimental Aircraft Association 'Fly-in" in America and uses a Tesla Turbine as the heart of the power unit.

The engine produces 1,200 lbs of thrust, weighs 1501bs, is 15 inches in diameter by 30 inches long and has a fuel consumption of 0.91b/hp/hr. Ancillaries for the engine include a starter, 12 or 24 volt generator, fuel pump and engine oil pump. There are also provisions for a hydraulic pump, vacuum pump and an air conditioning pump.

Whether this engine ever sees production is another story I guess, but at least there are some adventuresome engineers out there giving it a shot using alternatives to conventional technology.


Continuing on from last month's articles on the Vitalizer and the Triple Charger, this time we have the Broquet Fuel Catalyst, the Pulsar ignition improver and the Platinum Gas Saver. Regarding fuel saving devices, I have been testing Andrew's vortex tube device, the Pulsar, and am about to test the Broquet unit (thanks to Andrew, Roger and Rob for making these devices available for testing) while Cliff up in Byron Bay has been checking out the Triple Charger. Hopefully all the test results will be in by next month (Part 3) so I should be able to tell you if these things really work or not.


This unit is very similar to the Vitalizer in that it consists of a tube with a catalyst made up of dissimilar metals in the middle of it so that the fuel flows over it before going into the engine. The unit can either be fitted into the fuel line or simply inserted into the fuel tank where it will remain active for up to 250,000 miles. (400,000 Kilometres)

Research that finally led to the Broquet Fuel Catalyst started in 1941 when Henry Broquet was involved with the operation and maintenance of Hurricane aircraft presented by Britain to aid the Russian war effort. The Hurricane's engine was designed for higher octane fuel than was available at the time and therefore a suitable fuel catalyst had to be developed. Since the war, the Broquet Fuel Catalyst has been further developed for use with any petrol or diesel engine and is now exported throughout the world. The many applications for the catalyst include motorcycles, cars, boats, stationary engines and off-road plant.

The Broquet system will start to improve the fuel as soon as it is applied, however full benefits can take up to 3,000 miles or 4,800 Kilometres to be realised, depending on the condition of the engine at the time of treatment. Claims are for reduced fuel consumption, reduced exhaust emissions, the use of unleaded fuel on all petrol engines, reduced oil consumption, cleaner lubricating oil, quieter running, smoother acceleration, fewer gear changes, reduced maintenance and longer engine life.

Like the other systems, the Broquet comes with a full refund if the customer is not happy with the results after 3,000 miles of use.


This device connects into the high tension ignition lead which goes between the distributor and the coil. It is claimed that it gives easier starting, more fuel economy and makes spark plugs last longer as it stops them from heating up. It is one of the cheaper devices around at $35 and can be seen in a slick demonstration running a V8 Holden motor on two cylinders at motor shows around the country.


Platinum Gas Saver is a low cost automotive accessory which increases gas mileage by 22% while meeting all federal and state emission standards. With a simple connection to a vacuum line, the system operates by injecting platinum, in vapour form, into the gas-air mixture before it enters an engine's combustion chambers. The platinum causes the mixture to bum more completely inside the engine, in the same way that the platinum in the catalytic converter causes the unburnt fuel to bum.

Platinum has the unique ability to make non-burning fuel bum. With platinum in the flame zone, you increase the percentage of fuel burning in the engine from 68% to 90%. Normally that additional 22% of the fuel would only bum when it came in contact with the platinum surfaces of the catalytic converter. Unfortunately, the converter process takes place outside of the engine, where the energy produced cannot be harnessed to drive the vehicle. But with platinum in the combustion chambers, 22% more of each gallon bums inside the.engine so that 22% fewer gallons are required to drive the same distance.

The Gas Saver also extends engine life by cleaning out the abrasive carbon deposits as well as improving cold weather engine starting. On an average rate of a 22% increase, over a 30,000 mile period at a cost of $1.30 per gallon, the $129.95 investment in the fuel-saving system would be offset by a fuel savings of $580. If you have any questions or comments Mall Jeff and Joy at: "


Not really true, but what with global warming

and the ozone layer, anything could happen!!!


The operation of the DLMA Linear Engine and generator relies upon basic laws of physics, that is: the Third Law of Thermodynamics, the principle of the pendulum in the form of simple harmonic motion and involves the expansion of gas under load. It also involves an armature and a direct current excited coil operating in the configuration of Faraday's Law or Lenz's Law. The innovation is the combination of these basic principles.

The resultant engine is a double acting piston engine in which the piston is enclosed in a cylinder into which amounts of compressed air are alternatively injected into each end of the cylinder. The first injection pushes the piston one way. the subsequent injection halts the movement and returns the piston, and then the cycle begins again. Mechanically, the DLMA Linear Engine differs from conventional engines in that the engine operates a drive shaft acting in a flat linear plane and reciprocating within that finite plane, whilst conventional engines power a drive shaft acting and revolving in a circular motion, usually driving a flywheel.

Conventional engines require the injection of a combustible fuel which is ignited as an integral part of the process. This results in the engine being heated and consequently conventional engines operate at a higher than ambient temperature. The 13LMA Linear Engine is actually cooled during its operation to below ambient temperature. The movement of the piston can drive a conductor through a magnetic coil cutting the lines of force and thus producing AC electricity.

The expansion of the air doing work causes the air to cool and can be re-cycled into the engine to continue the cycle of cooling and expansion. With sufficient cooling through work, liquefaction is possible using standard equipment. The primary source of energy is compressed air. This can be obtained from a windmill or turbine and the energy (compressed air) stored in tanks. This then produces AC electricity from a clean source of energy making it environmentally friendly.

Working prototypes of this engine have been constructed by the company, Linear Engine Corporation Limited in Bundall, Queensland and have been operated under load and tested for performance integrity. The engine has produced AC electricity and with sufficient load, the engine will cool the exhaust air to below ambient temperature.

Below is an abstract of the International Patent No. PCT/AU95100317 which shows how the 13LMA Linear engine works.

"A gas driven oscillator (10) comprising an engine (11) having a cylinder (7 2) and a pair
of expansion chambers (73,14) on either side of a floating piston (1.5) adapted to
reciprocate within the cylinder (12). The piston (15) is mounted on a piston rod (16)
extending through the cylinder 112) and into a compressor (17). Compressed air is
delivered from a tank (20) to the engine (11) via a pair of valves (22,23) mounted on an
adjustment screw and slidably disposed on the piston rod (16). The spacing between
the valves (22,23) can be adjusted in order to vary the amplitude of the piston (15)
within the cylinder (12). The piston rod (16) includes spaced slots (24,25) which
alternately align with passages inside the respective valves (22,23) to deliver a pulse of
compressed air to the respective chambers (13,14) of the cylinder (72). Mercury is
added to or discharged from a tank (42) which is rigidly secured to the piston rod (16) to
vary the inertia of the oscillator 1, 10)."


The next meeting will be held on the second Friday of the month, this time being ..........FRIDAY APRIL 11th

The speakers this month will be ..........

ANDREW S talking on his Hydrogen generator and redesigned vortex tube.

LEON G speaking about a new design for an Electrostatic Generator.

Bring your $3 admission and something to share for supper See you there!!

Spring is just around the corner!