89 50 Pathway Into The Engine
[Putting it all together]
Section Added - Timing Tweaking and Stroke Length Errors 6 - 20 - 2016
Section Added - Adding Your Piston Resonance To Joe Cell Tubes 6 - 20 - 2016
Section Added - Questions 6 - 20 - 2016
Spreadsheet Added - Piston Quick Sheet Calculator 6 - 21 - 2016
Section Added - Field Release Circuit 6 - 22 - 2016
Section Added - Scalar Coil Installation Of the Field 6 - 22 - 2016
Section Added - Wire Cutting Method using Prime Stacks without a caliper 6 - 22 - 2016
Section Results - Others working with the 8950 vibration field on vehicles Honda motor cycle results added 9 - 6 - 2016
Note: As with Joe Cells, using vibration techniques on Iron block
engines can cause headaches to passengers not used to working around
these fields. On Aluminum engine blocks however, these fields are very
natural and nice to work with.
This is all you need!
If you are new to using the Stainless Steel Calipers for
vibration injection please read through the introductory section
on Mass Vibration Science for some basic comprehension.
Introduction to Mass Vibration Science
The technique presented here has nothing to do with hydrogen, or
water fracturing, or hydroxy, it is strictly a vibration technique that
effects the inertial momentum interaction of accelerating mass in
motion with the background
field. This is but one spin off of Joe Cell experiment, and as Joe
stated, it's all vibration. Engines run on vibration. While vibration
can be used to effect all those other parameters, I believe the
most pure study is to see how it can simply effect the motions of a
powering system through it's own atoms in constant changing
In all my study of vibration energy coupling with ICEs [Internal
Combustion Engines] I have only found one path into the engine, that
will work at all RPM's consistently.
This one method opens the door to playing with vibration methods on your car, any car.
Piston stroke length, is the first and easiest way to fracture the
engines vibration no matter the RPM. It is one of the only parameters
that will not change with RPM of the motor, and yet within it is
contained all the change of the power flow, "The Circle of Power" in
the engine. Piston displacement volume is another, a little more
the walls of the cylinder do not change their width, and change is
where all the coupling happens in energy field work. The only change of
the cylinder volume is the linear motional direction of the piston.
Rate of change or acceleration is what we tap into with vibration
energy most amazingly. If you play with Joe Cell and never take them in
a car, this will be a new concept for you. Inertial alterations of a
mass in motion.
It must be experienced to understand, or even believe what is possible
when you accelerate the mass vibrations of a vehicle. It begins to
respond like a UFO zipping around, turning fast, then taking off like
I have spent years searching for the solution to the RPM problem,
and every other way we came up with only works on sweet spots, or if
you get some external source tapped into the engine, like the AC grid
at 8" tube lengths, and they go dead under power lines. All Joe Cell
work up to this point was very erratic, intuitive, and
eventually disappointing as a practical device. You cannot keep
yourself in this meditative mode consistently to rely on it. I do know
people who have had magic happen with
these cells, while they were in altered states of consciousness, I have
also done it a few times. Go into a meditative state, start tinkering
with the cell, and maybe
you will get something to take off like crazy once or twice. Just
enough to realize the power of the force we are tapping into. Slow the
car down a little and the effect stops, or worse yet cuts in
and out when you least expect it to. Play with it in normal mental
states and you cannot duplicate what you did. This technique will free
you from that long road of tinkering and tweaking.
The Circle of Power
Piston stroke distance is consistent for every motion of the
engine. It translates directly to the circle of motion the bottom of
the piston arms make on the crank, and where we have a circle with
fixed diameter, and high tensions cycling on it, we have a point of
coupling, a wavelength, that never changes.
Your car has a specific rotational diameter of the piston arms, and
this is the stroke length of the piston. The important part of this
is the circle of motion made where the piston arm joins the crank,
it is a circle. Circles we can fracture! We will call it the "circle of
power." All the power of the engine runs through it, and there is where we have to focus to change it.
On a circle we can turn the energy inwards, we can disperse it outwards
with two circles of correct ratio of diameter. We can do this using
diameter tuning. The ratio of a circles diameter to 1/2 it's
circumference is pi/2.
If you are the piston moving down towards the circle you will take the
diameter path, during the same interval the lower arm of the
piston takes 1/2 the circumference path. This is a very special
ratio in vibration work because it is a self sustaining ratio when
injected between two adjacent tubes in a Joe Cell. At the points where
the pistons change direction, top and bottom there is a wave produced
in the background medium. At the 4 points where the piston arm makes
it's circle against the pressure of the piston, there are also fields
projected outwards from the tensions changing direction. There are 2
magic points on the spin where you can grab intense vibration energy
and manipulate it to effect the forwards power of the engine when set
or tuned against the stroke length, marked in the diagram above using
polygon calculation of a 24 segment polygon. These were covered in a
past document, the Joe Cell toroidal field document. They are very hard
to work with indeed, and effects have been small compared to the most
recent work in this document.
In piston tunning we calculate lengths of the stroke [the circles
diameter] and fracture that for manipulation. In crank tunning we use
the circle of power [circumference] as a fine resonant polygon, which
is how vibration fragments around a circle.
We can set up self sustaining vibration fields on circles, and on Joe
Cell tubes. The problem with JC tubes is, the natural HEX form polygon
vibrates on them will not match the frequency of your cars circle of
power or it's geometry. You are then faced with conversion techniques,
and "sweet spots" where they couple and with dead RPMs where they do
The crank shaft on your car is very well balanced with
the piston arms to spin very smoothly. The faster it spins, the
stronger the tension flying outwards on the weights.
When the stresses
of the piston arms transfer power to the crank the angle of stress is
In physics when we make a turn in a circle it is said we are
accelerating. There is great tension from the center of the turn,
or pulling towards the center of the turn, and in our case the crank
stretches to resist the outwards force.
During this stretch, the atoms have to generate a force to stay
together. The nuclear mass provides that force, to hold the electron
shells in place which are flying around them at near light velocity and
holding onto the next atom in the chain.
The energy of the stress is shifted inwards to the nuclear mass of the
atoms and they change and compensate by varying the strong force. It is
this strong force, we are going to be playing with, by adding
vibration harmonics so it responds differently to these stresses.
When energy flows through atoms, the electrical force moves around the
surface curve on the circumference, while vibration travels straight
through the mass at the center in the diameter path.
This is why vibration can have about 137 times the power of EM in these type of fields.
The internal mass vibrations happening in this diameter in the "circle
of power," are changing, and where there is change we can tap in with
In a normal engine with no vibration bubble on it, you cannot feel the
piston stroke length on a SS caliper. All is balanced by the opposing
cylinder motions moving in opposing direction. This is one way to tell
if your engine is clean of the last experimental imprint.
If you fracture the stroke length by 24, and then move out to 7 times
that length you will feel this one. It is a critical point on the
rotation just past where the energy shifts side to side on the piston
arm. This change of direction has a strong effect on the tensions of
the piston arm, and a torsion field appears here you can tune into and
measure with a SS caliper. Tweaking this one around the engine can
cause small bursts of thrust. There is another just past bottom, at 13
times the 1/24 rotation of the circle of power. There are two more in a
quadrature form on the circle of power just past the four points of
change in the stroke angle direction of motion.
Piston Tuning - Fracturing the Stroke Length
Now that we have identified what it is we can tap into
consistently in your cars engine, we can start to play with this new
energy form, and make changes in the ways it responds to inertia, and
to stresses of motion.
In vibration work, in altered meditative state, during a deep earth
grid scan, I happened on two very powerful earth vibrations. 89 mm and
They likely have to do with the earths spin motion, but it is
noteworthy that the ratio between them is 89 / 50, and the earth is
spinning without any fuel, something we would like our engine to do
also at some point in a future time.
So here it is. We are going to replace the earth as source of vibration
with your engines "power stroke" as source of vibration and see if we
can approach a self
powered motion as the earth does, by reflecting some of it's own energy back into it for a "self sustaining field" to form.
Fracturing Length 1 = Piston Stroke Length x 89 / 50
What do you need to place a field on your engine that will alter
it's inertial mass effects, and change the way the motor spins,
smoother, faster, with less drag?
You only need one Stainless Steel Caliper, a car, and some information.
You will not even have to open the hood of the car if you know about
where the center of the engine is!
With this you can implant into your motor an earth type vibration
field, that will change the way it operates. It will not mess with
anything in the car like the electrical system or the fuel system, or
the doors, or the windows.
It is too soon for me to tell if it will stop the rust. But from other projects we have seen, it might.
The vibration ratio you will inject into your engine will fracture it's
circle of power vibration, out wards to infinity, and inwards only a
It will now respond to light velocity differently. Because atoms parts
move at relativistic velocities, they are what creates resistance to
acceleration of matter.
They are what pushes you back in the seat when you hit the gas peddle.
They do not like to change speed, because they are already moving at
near light velocity.
Inertial momentum, and inertial drag, are light velocity effects, being
compensated for by the strong force deep inside the atoms.
While labeled as piston tunning, because we use the diameter
of the circle of power to calculate it, this field will imprint around
the Crank Shaft also.
This technique seems to work best for acceleration, smooth
running of the engine, and the slipstream effect on the outer body of
Here is a spread sheet we have been using, and has incorporated a procedure to clarify the method of injection of the field.
Crank Tunning - Fracturing the Circle of Power
Do not put this one on your engine, unless it is used as a generator at one RPM, it is like adding a flywheel of great mass.
If you use many layer on a field however it can increase the power of
the entire field by adding an inwards pull for better containment of
I had to experiment with it to know for sure, if you set up circles of
energy inside or smaller then the crank rotation they will act to
increase gravity and inertial connection to the background field.
From this however you can experience what it must be like to set up artificial gravity fields inside a craft.
Jump down and read on where we reversed the ratio back to 89 / 50 and
got very good results in a car using the perimeter tunning on each
In this system of fracturing we are going to work with the
circle of power directly as a circumference or polygon with vibration
We will use the perimeter of the polygon as a resonance length. Then we
can inject with that length of use that length as a circle and inject
the diameter of that circle.
We can break the circle into 89 steps, and then look at the 50th step
closely to see if we can use it wisely as we did with the piston stroke
on it's diameter.
We will first do this with the circumference, and then using the polygon vibration method to compare results.
This formula creates a gravity field, rather then a levity field.
Fracturing Length 2 = Piston Stroke Length * PI * (50 / 89)
Next using the ancient polygon method. we make a polygon on the circle of power with 89 equal sides, because this is how platonic vibration will orient around it.
When the energy of the engine hits this fracturing field it will
organize around the circle of power into a platonic form structure
creating light nodes at equidistant point all around it.
This is the self organizing field. Energy from inside the circle at a
50x polygon distance inwards will be pulled into this larger polygon on
our circle of power layer.
Segment length of the polygon = diameter * sin (1/2 the angle)
360 degrees / 89 = 4.044943820224719101123595505618... degrees [we have an irrational angle]
If we are able to imprint this on the circle it will move around on each turn of the crank and simply hit everywhere!
Divide by 2 = 2.022471910112359550561797752809 degrees
Seg Length = diameter * Sin (2.022471910112359550561797752809 deg)
Seg Length = diameter * (0.03529146390585247021801603013155)
We have now determined one segment length on the circle of power.
We now want to take 50 of these lengths and see what they do on the
engine to build a new circular polygon field inside the powering one.
Fracturing Length = diameter * (0.03529146390585247021801603013155) * 50
Fracturing Length 3 = Piston Stroke Length * 1.7645731952926235109008015065777...
This is the perimeter of the new field using perimeter coupling as used in the Great pyramids.
Find it's diameter by dividing by PI and use that to inject the new field on the engine at right angles to the crank length.
This is the Giza pyramids height times 2.
Adding Vibration Fracturing To My Car
[One million points of light]
The engine vibration couples in nicely about 1 inch over the
surface of the hood, at the center of mass of the engine
underneath it. The caliper in the photo is not touching the hood.
The entire body of the car suddenly fills with millions of little energy nodes.
The SS caliper has the accuracy necessary to locate and hold these
fractal lengths to .01 mm accuracy, so get a good one with nice flat
2003 Toyota RAV Stroke Length 7.9121 cm
Piston Fracturing Length 1 = 14.083538 cm [This one make the car feel lighter and accelerates much faster]
Crank Fracturing Length 2 = 13.964379345207 cm
Crank Fracturing Length 3 = 13.961479578474766480598231600193... cm
[This one increases gravity and makes the car feel heavier inside, it also reduces feeling the acceleration.]
Note there is only .03 mm difference in FL2 and FL3!
I am going to assume that since the 4 is an even number, and the 1 is
odd, that Length 3 will do a better job then length 2 at the smallest
length my caliper can measure.
From the road testing on the RAV.
I have the crank tuning function reversed of the desired effect for an
increase in acceleration. Although at one velocity it is extremely stabilizing, it becomes hard to turn the car.
Using 50 / 89 produces the opposite effect
as using 89 / 50.
89 / 50 Energy shoots outward and lowers gravity and inertial effects
50 / 89 Energy is pulled inwards, and makes a gravity well
Energy of weight move towards the 89 away from the the 50 which gets lighter.
We need to fracture the circle first with 50, and then establish an 89x
field that is larger then the circle of power, outside of it, as
we did with the piston tuning.
Reworking the formula and reversing the two numbers.
360 degrees / 50 = 7.2 degrees
Divide by 2 = 3.6 degrees
Seg Length = diameter * Sin (3.6 deg)
Seg Length = diameter * (0.06279051952931337607617822456563)
We now want to take 89 of these lengths, establish a new perimeter
length, then find the diameter, and see what it will do injected into
the engines circle of power.
Fracturing Length = diameter * (0.06279051952931337607617822456563) * 89
Fracturing Length 4 = Piston Stroke Length * 5.5883562381088904707798619863412...
44.21563339 cm = 442.1563339 mm Now larger then my calipers, a problem for injection.
I am going to use another technique to establish this field
around the engine by using a 2/pi function as it's diameter, and see if
the car gets lighter.
442.1563339 * 2 / Pi = 281.48546464811484332885385974673 mm
It works! I placed the field around the outside of the crank rotation
using the smaller 2/pi diameter to set it up, and the whole car got
With only the inner field it was so dense it was hard to
steer. Now it turns on a dime with very easy to turn steering! Like
night and day.
Timing Tweaking and Stroke Length Errors
In my Toyota manual from the auto parts store there is one value
given for the stroke length for a 1AZ-FE 2.0 liter engine.
Online I found about three others slightly different one of which I had used to start this process.
After much ciphering I decided the correct value was supposed to be 86 mm directly from Toyota for a 2003 RAV with that engine.
Low and behold, the first value I found actually works much better at 79.121 mm
There is a difference of 79.121 / 86 = 0.92 or 92 percent of the listed stroke distance.
Meaning my formula should include a calculation at 92 percent shorter then the correct listed stroke length.
I have now changed the calculation to a range of possible lengths that
must be first tried out to locate the piston resonance actual length of
the first field implanted successfully.
See the Piston Quick Sheet Calculator in the above section Piston Tuning for a procedure.
Let me explain the difference and how to find this point on the engine manually using a caliper.
By now you have likely located a point on the closed hood over the
engine, where you can feel the energy at the center of mass of the
engine with the car running, for caliper injection of vibration.
Put your left hand on the hood near this point, and now you are going
to hold the caliper pointing down wards at the setting you used based
on the listed stroke length.
Next you will slowly shorten this distance, and when you hit the
correct length your left hand will feel a surge of electrical like
When the engine is revved up it will increase exponentially touching a finger to any metal of the outer surface of the vehicle.
The "slip stream effect" depends on this point being accurately located.
This is a part of the
experiment we need more field work with to use this technique in any
one particular make and model and we need to share the
information, in a data base, for others to access.
It is well worth some time
spent locating this correct point, and then sharing it if you would
like others to begin to experience the value of this type of energy
I believe this may have to do with the spark timing working causing the
power of the explosion vibrating up the circle of power as we fracture
That or my manual is simply wrong on the data, and the shorter length I found online was actually correct.
When you hit it, that electrical sensation covers the entire
body of the vehicle with millions of little energy node points.
However when you are "in the zone," it does not matter what the timing
does, it works at any RPM with any amount of pull on the engine. It
increases with load on the engine.
Another oddity of my engine, is that the stroke and bore are exactly the same distance. Other engines may not work the same.
It may actually be the piston diameter I am tunning to with the shorter measurement that gives better result, as the piston is the mass in motion.
This length is called the Bore in the stats for the engine. If it is different then the Stroke, you will be keeping on opened mind to try both until we know for sure, which one we are playing with.
Just because I can feel a length of vibration and tweak it, does not mean I always know where it is coming from.
Need more experimenters in the field.
Please share your work results, and I will attempt to document any responses on the resonant fractals site as I can.
Email me directly firstname.lastname@example.org with a heading "Engine Tunning Data."
Removing The Vibration From The Engine
The most important part of this work is never activate an energy system you cannot shut down.
You should likely read this part before you ever start using this technique on an engine.
I can feel the field on the engine strongly touching this point.
It self sustains between the two center pistons at the bearing where
the Aluminum engine block meets the crank shaft.
Discharge current is applied at 90 degrees to break up the field
coherence. It is the change of current that destroys the vibration
field, so we will use a quick tap.
2003 Toyota RAV
Get the cables to the engine block as low as you can towards the crank.
Bell housing down low on the right worked fine, with a center bolt on
the engine to the left side.
Spark the current through the block a few times, and the field should
crash. The car will again seem sluggish to acceleration, and have less
Now go morn the loss! LOL!
Don't want the field on your car when it is unattended, this is one solution.
Based on the 6 Amp battery charger I used to release the field on my
RAV, this circuit should provide that ability from the cars battery,
using a panel switch with LED light on it, to indicate when the
capacitor is charged.
When the switch is turned off, the engine will get a surge current
through it that passes through the center of the Aluminum block down
low, and releases the field from the engine.
I have not yet built this circuit but have parts on order. 6 - 22 - 2016
This will speed up the process of setting up multiple types of fields on the engine for road testing.
Scalar Coil Installation of the Field
Once you determine the wavelength on a caliper you desire to have on
the engine and are sure, a scalar coil can be used to install them
Crystals are ordered from Mouser programmed to the frequencies you want
to inject. Placed into low powered oscillator circuits, then run into
the scalar coil for injection.
The scalar coil should be located near the center line of the
engine for starting up the field, but very little power is necessary.
The scalar coil should receive DC pulses at the correct frequency
matching a caliper length. 86 mm on a caliper will vibrate up using
8.6 Mhz 860 Khz, 86 Khz etc.
Recommend trying this first with a Function generator, to confirm the circuit will do as expected.
It takes a pretty good F gen to get 5 digit accuracy, and 6 digits you can come close to with crystals.
Mass vibration does not follow the rules of EM in this sense that uses the inverse of the frequency for the wavelength.
In mass vibration work, the length is the frequency. This goes totally against all our EM training and experience.
The mass vibration energy wave is generated inside every single atom of the length of a resonance distance simultaneously.
Electrical feed to the coil can be sine waves that are biased to
stay positive, or they can be digital square waves, as they will be
rounded off when they hit the copper coils. 5volts is plenty, but a
little more current then digital logic is recommended.
The amazing thing about using scalar canceling energy is how little you
need to use. Very low power vibration waves will penetrate to the
center of mass of any object if the correct frequency is found.
This injection system is not about using lots of power, it is about
turning the engines power back on itself with a correct harmonic. If a
small caliper in the engines vibration field can do it, a small AC
voltage can also if it produces a vibration.
The coil is made of an Aluminum tube with bismuth poured into it, and a
weave wind of wire, about 10 to 20 feet, wrapped around it in one
single layer reversing at every 1/2 turn. 24 gauge insulated is plenty
for wire size.
It really only needs one layer of wire. Here you can find a description
of how to make one of these coils with two layers of wire.
Aluminum Bismuth Scalar Coil Specs
This method is untested on the car by myself at present, but
I have confidence it will work from past experience with these
coils against caliper settings, and used in vibrating up spheres and
The field can be installed with the push of a button for each layer of
the field from a different crystal oscillator, or with digital logic
using a sequencer, to build them one at a time outwards from center
automatically when the engine starts, or with multiple coils one on
each oscillator with a button on the power to all of them at once, or
with a single coil having multiple windings for each frequency.
Wire Cutting Method Using the Prime Stack
I don't have a caliper!
There is another method to achieve greater accuracy with more crude
tools. If you have a tape measure that is metric to about 5 meters, you
can use prime number multiples to generate a frequency on one segment
of a stack, and by using a longer length accuracy becomes better. Each
time you add a segment length, the error of the cut will be split
between more resonant segments. Each segment on prime stacks will still
vibrate at the same frequency as the 1st segment. Primes do not break
down the frequency to longer octaves.
Say I want to inject the 140.8354 mm vibration on my RAV to vibrate up
the first field layer. I do not have a SS caliper but I have a 5 meter
tape measure and 5 meters of 24 gauge wire.
A wire length would be .1408354 meters from my spreadsheet, to generate
the segment of vibration I want to reflect back into the engine to set
up the field.
That is my target length, but I cannot measure anything smaller
then 1 mm on my tape without guessing inside the 1 mm markings. A caliper can measure to .01 mm.
If I multiply that length by prime number counts, to make a longer
wire, it will work with more power at the same frequency, and my cut
does not have to be as accurate.
Can I get 5 digit accuracy on the longer length is the question and cut the wire accurately?
.1408354 meters times 11 = 1.5491894 meters [We are within the range of my 5 meter tape measure]
Rounding this to 5 digit accuracy we have 1.5492 meters or 154.92 cm
Checking on my tape I can easily get 4 digit accuracy at this length.
154.9_ cm, I cannot verify the 2, it is too small or .2 mm.
However now the error of the cut is split between 11 different lengths.
On each one it will be .2 / 11 off target.
.2 / 11 = .018 mm, that is quite a gain in accuracy. This is probably
enough for it to work. Like setting your caliper off by about .02 mm
but no guarantee.
We have 3.5 meters left on the tape to play with. Lets try 23 prime.
.1408354 m * 23 = 3.2392142 m rounds to 3.2392 m at 5
digit accuracy. 323.92 cm accuracy .2 / 23 = .00869
now we are getting as accurate as a caliper on each segment
length, we are just below .01 This 3.2392 meter wire is far enough if
you get the wire perfectly straight along the tape measure to cut it.
.1408354 m * 29 = 4.0842266 m rounds to 4.0842 m at 5
digit accuracy. 408.42 cm accuracy is now .2 / 29 =
.00689 a little more gain, maybe not worth the effort to
measure a longer wire at this point, but it appears we made it.
Cut the wire off at 323.9 cm or 408.4 cm or guess a little
more to 408.42 cm and if you want wrap it on an aluminum or bismuth
slug, or just make a small hand coil, set it up in the engine
compartment at the center of the engine and every time it starts, the
field will likely come up.
24 gauge is fine.
This instead of making a copper tube at 140.84 mm or using a caliper. I
actually rounded down to 140.83 mm with the caliper and it worked fine.
This is a technique I have seen work well in past experiments. I have not tried it on my RAV.
Now in order to tune this wire, to your actual piston resonance if it
does not work right off, you will prune it down very slowly to .92
percent of it's length until the car vibrates up with a million
little electric feeling light nodes.
Then you have to measure its actual length to calculate your piston resonance.
After a bunch of this , you will go out and buy a 300 mm stainless steel caliper, guaranteed.
However if your engine is an
iron block and will not hold the field when shut down, this is an
option to make a starting coil for the field.
Adding Your Piston Resonance To Joe Cell Tubes
Now that you have found the correct resonant length for energizing
the entire engine and car frame, you can use this information to couple
the Joe Cell directly to it. I do this in shandy mode, with a wire from
the outer cell can to the engine, and a second wire from the inner most
tube of the cell to the body frame under the cubby. There is nothing
more powerful then adding the diamagnetic qualities of a water volume
to your Joe Cell work with cars, once you get the cell coupled to the
engine properly, and this has been the problem for most.
My Joe Cell tubes are still the best platform for testing if a vibration pattern will self sustain before placing it in a car.
They give instant feedback, and can then be cleared again using only small currents down the lengths, or by separating them.
When this field hits the car correctly it will completely reverse
inside to outside around the engine, so we build it the opposite way we
want it to manifest on the car, using inside smaller diameters to make
the cell heavier and more dense. The interaction between cell and car,
then an amazing thing to set inside the resulting field produced.
For this you will need two SS calipers, because you have to get
two of them in vibration to hold each other actively in place. They
feed one another energy.
This is the self sustaining field, and you will have to separate the
tubes or send a little electrical current through them all
simultaneously top to bottom, to take the field back down once it is
set up on the cell.
The third and fourth tubes can then be vibrated up one at a
time and will attached to the field, like shells of an atom.
The center tube is connected to the car and the outer tube to the
engine through two reverse biased diodes, or in the conventional way
with an aluminum tube. Joe Cell people will know how to do this
already. To maintain the small voltage on the cell with out it being
connected to the cars battery, you can use two reversed diodes so the
cells voltage will not short out between the car frame and the
engine block. Vibration will pass right through these diodes but
electricity will not. After the water is polarize with positive on
outer and negative on inner of each cell gap using 3 taps of
voltage on each tube moving outwards, then the self sustaining
field is injected on the cell using calipers. No more connection to the
battery is used at all. The cell will self power and become a source of
energy. It will hold a small voltage to indicate the water is correctly
polarized, and that is all the voltage will indicate. The power of the
cell is not in the volts, or the current, it is in what the cell does
with the vibration energy passing through it with the water polarized
in this way.
With the cell you can play with lots more vibration fields and if the
cell is coupled to the crank on its outer can or outer tube they will instantly shoot there for you.
This is an advantage we never had in the old days. We had to tap the
positive battery on the crank to get the initial energy to jump to
the crank. We had not yet learned a technology for doing it instantly.
Set one of your calipers to the piston stroke distance you determined above when the car lit up with millions of energy nodes.
Set the other to the first fracturing length you wish to play with.
When you touch these calipers on adjacent tubes you can quickly see if
they will self sustain. Touch a finger to the top of the tube.
If you run the tube with the piston length on it [outer can] to the
engine in the
normal way, or even with just a wire, the energy from all the tubes
will instantly jump to the crank circles. This wire should have two
reversed diodes in it if connected to the engine somewhere, other wise
the normal tube is connected to the carb with a short non conductive
hose. It does not pass anything through it, as it is a blocking
hose, with no actual inlet into the engine. It is attached to the carb
for the energy to jump from there to the crank, and this was done using
the cells gas and then taping the positive battery on the crank while
the engine was running, a most dangerous thing to do. Now we can do it
using a wire because having the correct frequency on the cell it will
jump right through the wire without any cell gas having to move to
touch the engine. You may not even need the diodes, simply attaching
the wire very close to the top of the engine without the electrical
connection and it may be enough for injection of the field into the
crank. In past times, we sent this wire into the oil system, but that
is not necessary with the crank tunning method.
The energy from the inner tube of the cell will normally be run to the
car frame somewhere,
and the clip wire can be moved slowly along the frame to vibrate up the
whole car body with new fields generated by the water in the cell
before you inject the engine with any vibration.
Add water and a small voltage polarity with three taps of voltage on
each tube, 5vdc is usually enough but every cell will have peaks at
various voltage between about 5vdc and 9vdc. Next program in the
resonance using the calipers, the
field will take on another strong diamagnetic effect adding extreme
tension to the field bubble to the point of bending light around the
cell in some cases.
There are too many effects possible to comment on here. These vibration
techniques will eliminate any waiting times, and results are normally
very fast, within minutes or even seconds.
You can also cascade a
series of 50/89 jumps inwards through the cells floating tubes, and
each one will couple and fracture the one next to it. The field on the
car will reverse, because it is cross coupled, the cell will get
stronger inwards as the car gets stronger outwards and it will crate a balance between them. So best guess is to
use the 50/89 ratio on the cell going inwards rather then the 89/50 and
it should give tremendously stronger results on the car.
This works on the bench, I have yet to try it on the RAV. I set the
cell on the passenger side floor, where a passenger can play with it in
a moving vehicle. This is not necessary anymore with the programming
fractal system, but fun to experiment with. With the cell inside the
car you now have access to the circle of power from the passenger seat.
If you inject a field on it, as someone else drives, you will both get
some instant feedback!
If you now honor the "circle of power" in your car as the one component
and field you are trying to alter, then this will be a natural
evolution for ICE work.
There are however other approaches with JC work, almost as many as
there are JC tinkerers. This one has a defined method, that is fairly
simple to work with and gives some amazing results.
Live Test Results
7 - 25 - 2016
Gas Engine - Iron Block
The iron block engines, do not hold the field after the motor is
shut down. In order to establish a field that will self sustain when
the motor is off we must couple the outer field to the background field
at 37 mm.
Also the calculation for the 89 50 should use 100 percent of the stroke
length. Take the outermost field in the stack you have placed on the
engine, then divide by 37 and place that field on the engine. Example:
Stroke Length = 64.9 mm
Layer 1 = 115.52 mm
Layer 1 / 37 = 3.12 mm
When the 3.12 mm field couples the 115.52 into the background field at
333/9 = 37, the field will now self sustain when the motor shuts down.
Because there is no Aluminum on the engine the 89 / 50 will not self
sustain when the piston resonance is absent. For release of this field
try using a caliper setting of 1.85 mm.
Honda CBR 150
Stroke 47.2 mm
Good results were gotten with one field on the engine using 91 percent stroke length for the calculations.
Update 9 - 6 - 2016
Hi Dave , I finally got around to serious work on the CBR.
The first 3 frequencies I put in I was not able to sense.
Yesterday I put in 82 mm. Right away I could feel it in the
frame. The feeling was intense. Started the bike and the
sound of the engine has changed and was very smooth. Gave it a
test run and hit 140 km in 5th gear and went into 6th but hit traffic.
The acceleration was insane and very smooth. I am doing a
brake job on it today and some other work to keep it in good condition
and will run a tank of fuel through to see if it is self sustaining.
The bike really feels lighter the way it handles. Here is a
Stroke 47.2 mm
Range tested 77.295 - 84.016
1. 84.016. Made little to no measurable difference not felt in the frame
2. 77.295. Made a difference in performance but not felt in the frame
3. 80.00. Slight difference in performance but not felt in the frame.
4. 82.00 Huge difference in performance and strong feeling in the frame
Now to see if I can ride it sanely and will see what happens to the fuel consumption.
Thank you so much for your work and sharing results with this.
I see you have gotten the 1000 points of light on the motorcycle frame! Nice job.
I will post these results in the document, so others can benefit from the work too.
Source Field Release
Source field coupling is
covered in another document for engines that do not use aluminum and
cannot hold the 8950 when shut off.
If one is tapping into the source field, from the Source Field
document, release is a big issue. There is a faster way to take the
field down then sparking the engine if a release caliper setting is
Success was had by releasing fields with a caliper using 5.00 mm and
45.00 mm settings, although this is not a guaranty. Energy from the
background field will seek the smaller resonance to jump to, so if you
have say a 5.31 IF field on the engine coupling it to the background
field, a 5.00 mm setting will divert the field into the caliper with
lots of trailing zeros. The trailing zeros tend to release all
the nuclear hooks at very tiny levels we have set up in the SSF. Here
are some even smaller ones.
333 / 5.00 = 66.600000000 37 / 5.00 = 7.4000000
333 / 2.96 = 112.50000000 37 / 2.96 = 12.500000
333 / 1.85 = 180.0000000 37 / 1.85 = 20.000000 [Best]
333 / 1.25 = 266.4000000 37 / 1.25 = 29.600000
Tune the caliper to the setting you are using on the background field
coupling, then slowly move it down to the release you have found that
is closes to it that will give trailing zeros off both the 333 and the
37 background fields.
Here is a spreadsheet for locating more release setting close to where
you are tapping the background, if you use this technique.
333 Extraction Spreadsheet
Other methods suggested to release a field on an engine not covered
above with the sparking process or the caliper injection, are to try a
CB radio, or an F Gen at 10 Mhz. I have released many fields using the
F gen at 10 Mhz, but the CB radio is untested at present. I am guessing
one could stick a hand held CB down around the engine and transmit a
bit in short blasts may knock down the field on the engine.
"Is the energy I feel all over on the cars outer skin electricity from the high voltage coil in the car?"
I do not believe it is the same energy we think of as electricity. You
can answer this for yourself however by shutting off the engine,
turning off the ignition, even disconnect the battery, and then
noticing the same energy is still present all over the cars skin.
It will be there until you spark the engine with a surge of
about 6 amps or even less to crash the self sustaining field on the
engine block. Our Normal use of electricity is destructive to these
fields unless it is synchronized to them. When that field comes down,
the energy on the cars skin
will disappear. It is radiant from the engine blocks center of mass,
and will be stronger with an Aluminum engine block.
There is a system you can build to do this by pushing down a
button that pulls up a 15 amp automotive relay. As the relay closes it
will charge a large capacitor through a resister. As the relay opens
again the capacitor will be connected across the engine housing mounted
low as possible and the field will crash on the discharge. The
discharge circuit must
limit the current to less then 6 amps also so a large wattage resister
can be set in series on the ground side of that capacitor, it will
then both charge and discharge through the resister. If you use the
cars battery, observe where the ground to the battery is connected to
the engine and place the discharge wires positive on the opposite side
of the engine. Thus from inside the vehicle, by pressing a button
and holding for a
few seconds then releasing it, you can kill the field on the outer
skin. The wires you run then only need to handle 6 amps of
current. If you do make fields strong enough to start to bend
will not want to step directly through them, and you will not want to
touch that outer skin of the vehicle at all. That is for a future time,
as we get better at this science of vibration.
"Can I make the field stronger?"
You do this by adding more layers to the field. Each layer must couple
to the one inside of it by some self sustaining ratio like the 89 50 is
doing. If you get about 3 layers of the field pulling outwards, you can
add one pulling inwards down inside using 50 89 ratio in the reversed
way. The field will become stronger with each correctly applied layer.
This is another part of the art, in designing a field that will do what
you want it to. You really have to field test every single change you
make and document them, because it is impossible to remember all the
different things you added when you get it right. Spreadsheets and even
diagrams are the only way to do this really and make it possible to do
more then one field test a day. You are working the even
sided polygon against the odd sided ones, starting at the engines
circle of power point. Some combinations of platonic form geometry will
pull outwards and others will pull inwards around the center of spin of
the crank. Some combinations will self sustain, and some will
not. Some will add power to acceleration of the car, others will add
power to the engine at idle without accelerating.
One will make the engine feel so heavy the car is hard to turn. A
spinning flywheel does not want to turn away from it's axle angle of
spin. If you make that flywheel suddenly heavier, it no longer want to
turn or to slow down or to speed up, but it handles fast loading without
even slowing down. You can couple layers using perimeter tuning, or
using diameter tunning, and these are ever so slightly different in
operation as to accelerating, or idling.
"Can I set up these fields in other ways?"
Yes, since we are an electronics culture there is a coil you can make
to vibrate up a field. You can actually use this technique to locate
the resonance lengths that causes the skin of the vehicle to light up
with a million nodes.
The conversion you need to understand with mass vibration, is that
frequency matches wavelength by the metric system of measurement. This
works backwards of EM technology. One of the reasons I prefer to work
in metric. The inside of the atom responds differently then the outside
electron shells. If you make a scalar canceling coil
and power it with
a very good function generator, then use the formula 1 cm per
1 Khz, or 1 cm to 1 Mhz it will couple and the scalar coil will produce
the mass vibration of your choice through a range of settings.
With the coil over the engine or even near the center of mass of the
engine in front or behind, and the F gen inside the vehicle, you can
tune, with a finger on the metal of the window, and locate the point
with accuracy. 7.9121 cm in my car should vibrate up at 7.9121 MHz and
also at 791.21 KHz or 79.121 KHz or 7.9121 KHz,
and likely even at 791.21 Hz if one could tune an F gen that
accurately. I use an analogue tunning dial for that reason and go more
by feel near where I want to locate a tunning position. Once you have
played with multiple layers of the field on the car, and are absolutely
sure of the field you want to create, you can have crystals programmed
very accurately by outfits like Mouser at very small cost and set them
up to use digital circuits, with a driver to drive the coils. Now you
can activate the field with the push of a button.
A scalar canceling coil, is made by passing EM both directions through
it simultaneously, to create two fields with magnetic poles that are in
attraction. The field cannot easily be measured at any distance around
the coil, the field contracts inwards and the poles rotate
inwards and outward around the coil. If AC is used you will get a field
you can feel as a vibration. The vibration from the coil will propagate
in the same way the field we set up on the engine and in a Joe Cell
does. I wind these coils on bismuth slugs, because it is a good
diamagnetic element and it's vibration is very heavy. I use a weave
wind reversing the direction of the wraps with a twist on every 1/2
With this system you will no longer need to use a caliper, but you will
then have to power the function generator and run wires to the coil.
The coil is much like the engine with pistons running in opposing
directions simultaneously and the overall energy is scalar canceling
and why the engine runs smoothly. So here you can set up a device to
start your field that will work with the push of a button once you
have decided which layers you want on the field of the car, you only
need to add some frequency generators to drive it at the correct
frequencies, order the crystals, and you can turn them on one at at time if you like. Then
install the circuit for crashing the field, you can leave the car with
no field on it when unattended. You only needed to realize what
frequency to set the F gen at to vibrate up the calipers at a
I already covered the way you can do it using a Joe Cell inside the
passenger seat area and activate the field by working the tubes of the
cell after the outer can is first coupled using the piston resonance
This is more for the experimenter to establish which field does what
while road testing. You can completely set up the field around the
engine from the cell, using calipers at that location. With the release
button also installed, you can pull over shut off the engine and crash
the field then take off and build a new one on the road.
You can also do it using copper pipes cut to each specific diameter you
wish to inject, instead of a caliper. However you will still need the
caliper to get them accurately cut. You must use a diamagnetic element
to make these pipes or tubes. ABCH Aluminum Bismuth Copper
Hydrogen....or Stainless Steel which has Chromium in it.
Lastly for the expert. You can draw the lengths with circles around
them as diameter with circumferences on a computer monitor such that
these lengths are accurate and consciously inject them using a
conscious slide into the center of mass of the running engine when you
are looking at the monitor. This is a Reiki technique, used in remote
attunement process. There are many Reiki people out there who will
enjoy doing this I have no doubt. For them it will feel like sending
light into the engine as they feel it from the monitor that is also
light. The energy will pass through them, and they will feel it like
the skin of the car all through their body. They will all then refuse
to attempt to kill the field for you after because that is not what
they train to do, so do not even ask them to try that. Reiki people do
not kill. Use the sparking method.
"What does the field actually do?"
From driving the car and experience, the field takes resistance to
changes of velocity on the circle of power and turns them 90 degree
outwards or inwards depending of how you make the field.
The energy moves towards the 89 sided polygon away from the 50 sided
polygon. When you step on the gas to accelerate, the resistance to the
crank speeding up is shifted outwards, and the crank speeds up with
less resistance from the background field. This concept if
correct, can be stronger with a slightly new design covered in the next
Polygon Vibration Fields
89 50 Images
[Sharing some of the development work]
When 50 fractures 89, we get a 3 digit number
>>> 89 / 50 =
When 89 fractures 50, we get an infinite string of digits >>>
50 / 89 = 0.56179775280898876404494382022472...
Energy moving one direction is fractured to very small segment, and moving the other way nearly stops.
See if you feel this from the drawing, the horizontal line feels like
it has a million little vibrations in it all radiant, and the vertical
line feels very still.
When you fracture the Circle of power by the 89 you create millions of little light nodes all over it.
Look at the lines of each circle, see what you feel on each one.
While it turned out the the math is slightly off the infinite
shrinking octahedron form, these are so very close I have to wonder.
Trying to find hidden relationships in nature can become very complex at times.
Joe of Joe Cell technology wishes to remain anonymous. We thank
him for eagerly sharing and demonstrating these effects on cars,
and cells on the bench.
This opened a new door to a new kind of power, we had never taken seriously before.
Caliper technique has been explored by David Lowrance for over a
decade, to the point of now applying it to geometry of platonic form
resonance, self sustaining fields, and NMR values at atomic
levels, as well as larger dimension fields on machines in motion.
It has been experimented with by various
people all over the earth at this time, who now use it as a method of
sharing vibrational field generation, coupling vibration energy between
points and between resonant elements.
The 89 / 50 was scanned within the earths field by David
Lowrance 6 - 6 - 2016 and applied to work with the engine 7
days after. It is there for anyone to scan or use as this earth belongs to all of us as mankind.
89 mm and 50 mm are the two caliper values that were obtained in
that deep scan of the earth core system while observing an 8 sided
flower of life experimental form created by a member the group.
I would also like to thank all the members of the Yahoo Heal The
World group for the excellent interactions with these recent
explorations with geometric form and special number relationships,
as well as for Spiritual and Emotional support enabling such
accurate scanning work within the earth. Together we are all stronger and faster, then working alone in secret.
This document is open sourced, and relies on modified input from all
experimenters using these techniques. You may use any part or the
entire work as you choose as an individual. The information belongs to
all of us.
6 - 18 - 2016