Running a vehicle on Joe Cell is yet difficult and unstable

Follow-up from

Joe Cells > Joe Cell Truck Builder Threatened, Destroys Plans - After announcing that he had successfully built a truck that runs on Joe Cell technology, drawing energy from water and Orgone, Bill Williams said he was approached by two men who requested that he stop his research, threatening him with dire consequences if he didn't. Others are keeping it alive. (PESN; April 13, 2006)

Not so easy

Bill Williams' Joe cell in his '75 Ford F-250

WESTERN USA - Due to his having been threatened in April by two unidentified individuals after allegedly successfully getting his truck to run 100% on a Joe cell (with its fuel line disconnected), Bill Williams has become somewhat of a legend in the field of cutting-edge alternative energy. He was later visited in his shop by two other unidentified individuals who reminded him not to be talking to people about the technology -- or else.

Seeing that they meant what they said, and considering the information they had collected on him and the extent of resources they obviously had at their disposal, Williams complied.

That suppression incident has only fueled interest in the technology, spurring a myriad of people to try to replicate the effect for themselves. Before Williams was threatened and told to cease his work on this technology, he had already conveyed significantly detailed instructions. However, in the nearly three months that have elapsed since his being threatened, successful replication has eluded all who have been making the attempt. Some are getting close, achieving as much as 50% of their motive power from the Joe cell.

The instructions that are presently available, accumulated from a variety of sources, make it sound like if one follows a series of steps, assembling specified materials in a particular sequence, installing them in a certain way, the result should be a vehicle being able to run 100% on the Joe cell. (Ref.) Obviously, the instructions are yet inadequate inasmuch as none have been able to achieve that end result, even though the assembly and installation would take just a few hours to accomplish.

We have come across some additional information about Bill Williams' replication that might help explain the difficulties encountered by all Joe-cell experimenters. Success was elusive for Williams too, who gradually improved the output by trying a lot of different configurations and materials. In trying various arrangements, and in doctoring his cell and the water inside it, Williams had taken the lid off his Joe cell so many times that the threads were beginning to strip.

And even when he reached100% benchmark, the engine’s performance was not consistent, nor could his vehicle be considered safe.

It was with the intention of making an electrolysis unit for a standard hydrogen-assist cell – which has been pursued successfully by many individuals and companies (ref.) – that Williams had started this saga. As he progressed in the building of this device, using a conical tube design and stainless steel, he realized that what he had was closer to a Joe cell, so he consulted some information for that technology. Thus he finished his device according to Joe-cell instructions rather than electrolysis cell design. He drew on descriptions written by Alex Schiffer and by Barry Hilton. He was also “following his gut” and using his own insight and knowledge to determine what he felt to be correct. (See "orgone whisperer" story.)

Williams' cell when he first started in to this technology. The design is very close to the standard Joe Cell concept.

The unusual characteristics of the Joe cell manifested for Williams serendipitously, not intentionally the first time. The positive wire was disconnected from the cell, so technically the cell should have been "off." But when he started the engine, within thirty seconds he noticed that the engine was running rough. He'd never heard of such a thing with the straight hydrogen-assist scenario. Recalling statements concerning adjusting the Joe cell’s timing, he loosened the distributor cap and advanced it about 5 degrees. The engine began running more smoothly, and the RPMs increased slightly.

Given his scientific training as a marine engineer consulting for the government on ferry craft, and holding a minor in physics in college, it was hard for him to believe that this was happening, even though it was right in front of him. Somehow that Joe cell was effecting the running of his engine, even though the cell was not generating hydrogen. And even if it had been generating hydrogen, the gas should not have had that effect.

Over the next several weeks, Williams played with the timing and made other adjustments on the cell. Gradually the economy of his vehicle began to increase.

During that time, he had been in contact with John Carter from Australia. Communicating back and forth in reporting his results, the two men shared ideas about what to do next. It was John who then introduced him to Peter Stevens (who lives just 40 miles away from Carter). This introduction to Stevens was about three weeks before the threat incident that put a stop to Williams' work.

Williams had been using vinyl tubing to go from his cell to the vacuum plug on his carburetor. Stevens recommended that he change his hose to aluminum, and suggested tying it to a blind bolt on the engine block. Williams then played around with these ideas, and continued to improve the engine power that he attributed to the Cell. He tried different preparations of water. If he saw contamination in the cell, he would remove it. Most of the improvement came through adjusting the timing.

A video is available online that shows Williams running his '75 Ford F-250 on a Joe cell in "assist" mode, with timing advanced 30-35 degrees. Viewing this video, Stevens was able to provide recommendations, which Williams implemented. Stevens said that Williams then reversed the negative from the top of the cell and leveled the inner tubes. He also isolated the container and delivery tube to the engine, insulating it from the engine block, and maintained a distance of at least four inches between the connecting hose and any conduits. The result was his being able to run the truck on the Joe cell alone, with fuel line disconnected.

Once Williams achieved 100% (fuel line disconnection), the engine's operation was still very inconsistent, with about 60% repeatability. The drivability was very unstable and very dangerous. The power surges were too much for road safety. The inability to stop the vehicle in a controlled manner was also scary. Though the engine responded to the throttle position, the increments of power were not steady or consistent, and the unpredictable spikes of power led to inconsistent speed control.

Williams tried connecting the hose to a blind bolt, and that configuration worked as well, but was more unpredictable than when the hose was connected to the vacuum intake on the carburetor. At one point he pulled the end of the hose away from the blind bolt gradually. The engine continued to run (100% on the Joe cell), even when the hose was as much as 5.5 inches away. When it was six inches away, the engine began to sputter.

When the truck was on the blind bolt configuration, he never drove the vehicle into town because of the instability, though he did drive it around the block a couple of times.

Other Joe Cell Applications also Unstable

Vernon Roth of http://ancienttek.com works with a modified Joe cell set-up. I have personally witnessed this configuration at work, though not his cell, but one built earlier by an associate. (Ref.) He produces "magnetic water" via his cell, as well as what is called a "shocker bottle" because of the arc that comes off the top of the water when you touch it. (Ref.) He's hoping to have a portable cell with him when he presents at the ExtraOrdinary Technology conference in Salt Lake, July 29, 4:00 pm. (Ref.) His presentation will be about the many non-vehicular applications of the Joe cell.

He works with many functioning Joe cells on a daily, professional basis, and has done so for several years now. In our conversation he made the point that his cell system is not "stable", but still has quirkiness about it that he's not been able to pin down.

Clearly, much research and development is needed to identify what is happening with the Joe cell, and how to put this phenomenon to work reliably.

# # #

SOURCES INCLUDED:

Communications with Peter Stevens

Phone conversation with Vernon Roth, June 21, 2006

Feedback

Reasons for Instability

The following was posted to the JoesCell2 list June 22, 2006 6:54 PM MST by "Robert"
http://groups.yahoo.com/group/JoesCell2/message/3114

I hope some of the observations I make will offer some very basic causes of Bill Williams's road tests were 'uncontrollably erratically responsive'

1...the 'air leaks' that are impossible to prevent...thus the mixture in the cylinder were without constant precise control...

       a) carburetor...pivot points of throttle flaps are always a leak to vacuum and adjusted for...

       b) pcv positive crankcase valve...opens and closed by design to allow air mixture to changes in internal pressures of the ICE...not precise...maybe this will not be needed if running cooler temperatures caused by the 'implosion' reaction...

       c) intake manifold gasket...on that engine, 360, historically, minute leaks can be present for years and not affect the performance...by adjusting the idle jet screws...

       d) any older vacuum hoses may have miniscule leakage...just due to age...and undetectable to 'normal performance expectations'

       e) the way the carburetor is built allows for different amounts of vacuumed atmosphere to come through as the throttle plates are opened...

That is just part of the issues that are contributing to this erratic behavior described on the test runs.

Compared to an aluminum built engine of the more modern design with fuel injection....they are built to not have the air leakages as all the sensors used to inform the computer module to adjust in micro-seconds...air and fuel mixtures....I can't say they are hermetically sealed...but much better at the task of air/fuel controlled mixture...could be worth thinking about...

Mr. Williams stated that de-acceleration was similar to a braking action...which I am thinking a normal state as the atmosphere is stopped and the internal pressures are not allowed to escape as is normally expected...on diesels it referred to as a Jake brake...using compression of dead strokes to release theses gases slower and such.

Any, and all, of the 'engines of the past' that referred to this type of energy...call it what you may...has always been built with a very controlled intake/exhaust..exchange..of atmospheric gases...it appears that the energy from the Joe Cell is dependent upon this very issue...and if this is the 'controlling factor', then it is conceivable that a device made, or, adapted, to allow for this is not that hard to install and test.

Mostly, this is my observations of the engines that were successfully operating, to some degree, with the Joe Cell, were more consistent with this factor. I have worked on many different types of fueling systems over the years...vapor to AAA dragsters...and others, and this is the common denominator to all of them...

It would not surprise me if this is 'not' being thought/talked about by all involved, as I, also, studied the specs of many 'engines'. And this is why I stated the above list...of possibilities...and to speed the possibilities of further successes by those who are inspired to continue work in this arena.

I think kudos are in order for the article written as a very responsible publication as to make everyone realize the enormous energy that can be produced/harnessed with the Joe Cell...and to be very careful...not reckless... with pursuing this to its 'usability' status...