Joe Cell Engine Cycle

[9 - 1 - 2009   c_s_s_p group   public domain information]
No one as of yet, that I am aware,  has presented a public disclosure of the actual engine concepts in document form, which has been verified or tested so as to state factually exactly what is happening.
However there are many things to consider in supporting engine function, and assisting the power output.

Reports are that the engine smooths out, reduces vibration, and takes on more power, forming a bubble around the car and even lowering wind resistance.
If the engine vibration were rising in vibrational rate due to higher harmonics it may seem as it is smoothing out.

There are 4 engine strokes which all happen simultaneously every pulse of the engine, on one of the cylinders. This results in 1/2 rotation of the crank shaft.
There are only two cylinders with closed valves during any one engine stroke. The difference in pressure inside and under these, is the most reasonable explanation for the engine turning.
The other two cylinders have opened valves, one is thrusting exhaust outwards and one is creating vacuum inwards.
Exhausted gas is under pressure over ambient and generates heat. Inlet vacuum is below ambient and generates cold.

A sterling engine runs on the principle of moving the heat through the engine in one direction. De pressurization of the gas instantly cools it and exhausts the heat energy.
In Joe Cell applications we want to become familiar with cold or vacuum effects that use the same principle only possibly in reverse as the engine tends to go cold overall rather then hot.
It is a basic belief that in this technology, vacuum energy and frequency can assist compression and decompression, to unbalance the two cylinders that create motion of the crank shaft.

Engine Cycle - 4 cycle - 4 cylinders  

Two pistons moving upwards together -

1 - Compression stroke

4 - Exhaust stroke

Two pistons moving down together

2 - Inlet [vacuum generating] stroke

3 - Explosion stroke

That is one simultaneous motion of the engine. In time it represents one motion or pulse and 1/2 revolution of the crank. It is then followed by multiple repetitions where each cylinder rotates through all four strokes. The difference between cylinder 1 and cylinder 3 pressure will determine whether the engine continues to run or stops dead. These are the cylinders with valves closed and reasonably the ones producing and resisting mostly the motion of the crank based on the pressure differential in each.

Any theories above and beyond this basic principle of internal combustion engines are less likely to be true.

Crank Case Pressure

Crank Case Air Flow
Often we consider what is happening inside the cylinder chambers but forget that under them is the same displacement of gas being moved.
Any piston in motion displaces gas both above and below it.
The exhaust is "pulsing" a constant flow of pressurized gas out wards. On each stroke, the volume of one cylinder is expelled out the tail pipe.

Inside the crank case, the pistons are moving twice that volume of air between the lower chamber of the piston cylinders with the same powerful pulse.
The difference is that on each end of this pulse we have both pressure and vacuum simultaneously.
On one side they are being compressed just like in the exhaust, but on the other side is generated a vacuum into the crank case.

These two pulses, meet in the crank case and cancel forming a balance after a strong thrust pulse and a volume of air must be moved very fast between cylinders.
Crank case air chamber can be thought of as a scalar canceling location for energy in the gas, however this is a source of heat generation, so must be considered.
At every engine RPM this vibrational pulse is changing frequency.

Routing the intake strokes energy of cylinder 2 [manifold vacuum] into the crank case will add a pulse of vacuum simultaneous to this pulse exchange and lower the air temperature below ambient on all the air present. This will unbalance the scalar cancellation and break up the flow of vibration between the pistons, shifting the energy level from heat to cold.

The pistons will absorb far less heat from the crank case air in all parts of their stroke cycle.
Heat from compression stroke may also drop energy and compression become easier.

Crank Case Pressure Cycle

As the exploding piston drops it will generate a high pressure "wave front" into the crank case on two cylinders.
As the compression and exhaust pistons rise they will suck vacuum into the crank case. There will be a delay before this equalizes, and this will eat up some of the engines power.
If we make this flow of air lower by reducing its pressure it will offer less resistance and reduce heating.

Routing a vacuum hose from the manifold back into the crank case will do this.Regulating its flow during the engine pulse will determine how much effect this has of lowering heat in the crank case pulses.

Now if we drop the pressure on the crank case during the energy wave, what happens to each pistons energy balance?
Since all pistons volume of displacement ultimately cancel, we would not expect this to aid power levels. If engine heat were not a factor it probably would not.
Exploding gas in the ignition stroke will now be cooled faster, and this energy will not be present in the compression stroke to cause resistance to compression.
Engine should start to run cooler.

Vacuum can drop temperature instantly and reduce the crank case vibration energy level.

Frequency and Power

As the air pressure in any one place changes so does its vibrational frequency rate. If there is anything I have learned about vibration and pistons, it is that as the piston moves with valves closed, the frequency or vibration rate is changing with the pressure. It will move through a band of frequencies. We can access only one precise part of the cycle by setting up a frequency that matches only that place on the compression or explosion stroke and inject high frequency vibration to unbalance the cycle.  We can probably inject this frequency almost anywhere and it will still couple only to the proper place due to vibrational resonance. This higher energy must be fully removed at the bottom of the piston line at the crank case to maintain a forwards balance between compression and explosion pistons.

There are two flows to consider that may boost engine performance.

1 - Hot vibrational energy moving downwards and being cooled in the crank case through the piston under ignition stroke. [Expanding gas.]

2 - Cold energy moving upwards and being heated as it approaches the top of the engine through the piston in compression stroke. [Compressing gas.]

All use of "vibrational energy" or "voltage charge" must assist the separation of these two flows to aid power and lower fuel consumption.
Obviously if we could instantly add heat and frequency of excitation at the top of the stroke this would assist. If we could cool and remove excitation energy from the compression stroke, it would compress with far less resistance.

In the case of the two pistons moving opposite directions, that determine if power will be present

1 - Compression stroke

4 - Explosion stroke

These happen with valves shut and are the heart of whether the engine turns with power or stops "dead" locking up.  

Energy injected into either will effect expansion and contraction of either one just as if we had shot heat into them, or as if we had shot canceling cold into them depending on the technique.
By placing vacuum under all the pistons, and then placing vibration injection over them, we may succeed at unbalancing the cycle into the forwards powering mode just as a sterling engine would.

Frequency must be injected near the top of the piston travel on the compression stroke, to add more then was compressed from the vacuum or lower end to extend the explosion part of the cycle. This added energy must now be removed at the bottom of the stroke and not present on the compression piston as heat or vibration. This is the unbalance that may probably keep explosion stronger then compression resistance and achieve power assist.

If one gets a positive pressure in the crank case, I do not believe this will work at all. The energy sent into the crank case will be absorbed by the pistons moving upwards in compression and all will be balanced again.

In a sterling engine, both ends of the piston are in a sealed chamber of the cylinder as I recall. The heat creates expansion, and the decompression instantly cools it, for the next part of the cycle.
This is not a subtle effect, as it can turn engines.

Oil Cycle

In the oil cycle, high pressure oil is run into the upper and inner parts of all moving components, and as it shoots outwards through all bearings and the rings into the crank case it lowers in pressure. As it is in a constant flow out and down the inside cylinder walls and on the crank it will be absorbing much energy as it decompresses back to ambient. Any vacuum present in the rocker arm covers or in the crank will now place this also below ambient air pressure. If the oil runs cool or cold in the pan it is indication it will be able to sink great amounts of vibrational energy from the explosions of the pistons. This will assist the cold flow up the compression stroke piston.

The crank shaft is charged positive to increase the "inflow energy" along this area, and be able to absorb more energy of vibration without heating as much.  This will reduce electron counts and therefore the pressure between atoms due to EM on the electron shell where heat is generated, moving the charge of repulsion down into the proton layer where no vibrational contact is possible between electron shells and no heat can be generated.

Where you want liquids to expel heat, run them negative charged. Best guess.


The most simple explanation and the least understood, is why a spinning wheel under power accelerates if simply vibrated. The higher the frequency the stronger this effect. Longitudinal vibrations must work to slow and then speed the forwards momentum of the wheel. Pistons already do this at a low frequency. If this low frequency has a very high frequency component octave placed over it may be enough to tip the scales.

Normally there is only one piston dragging loose away from the shaft contact, the inlet stroke with a vacuum behind it. The rest are always pushing against the shaft. Compression explosion and exhaust are all pressing towards the shaft. So here is one vibration that will move along the shaft with the stroke pattern reversing its direction of pull from center line of rotation.

Vibration coupled into the piston line would travel into the shaft and cause acceleration. The higher the frequency the more the acceleration.
Alternator drag is the highest frequency present already doing this mechanically to the shaft. Loading the alternator would thus increase this effect.

As to piston motion, think of the pistons as taking on a second octave of vibration and then starting to oscillate twice per each stroke. Some where at the middle of travel they simply push the wrong direction for an instant due to a vibrational oscillation between them and the shaft rotation changing abruptly.  Now run this an octive higher and higher until the pistons are doing this every 1/4" or so.

If an oscillating high frequency restriction were inserted into the vacuum flow it would tend to oscillate the inlet piston and vibrate it. A wind sheer at that point that physically vibrates, like a whistle, might do this enough to slow, then speed, the air flow and modulate the crank rotation if the frequency began to resonate with the piston motions at a higher harmonic. This would require precise tuning and a restricted air intake at the carbeurator that vibrates at a high enough frequency to have the energy to effect the rotation of the engine. The piston line would break into segments and nodes where small reversals would form.

Engine vibration would go upwards by octaves and it would smooth out.
Consider Henery Fords 16 magnet ring on the flywheel and how this would impact a vibration on the shaft.


One of the easiest ways to induce harmonic vibration into the Crank Shaft would be to load the alternator such that it pulsed its power output in sync with the timing. This would load the alternator at the precise time needed to induce a harmonic multiple of the engine vibration. The crank would add much thrust, and the alternator belt would take quite a vibration stress. This should work for a great RPM spread.

The alternator must turn on in sync with the piston line on perfect multiples of rotation. Say 15 degrees for 24 on one rotation, or even 60 degrees for a 6x harmonic.
These pulses must be in tune with the piston vibrations for the engine being used, and will be a function of when valves open and close that cause engine drag effects already.

I found at 6 degrees BTDC there is a strong one in my normal RAV engine. This is likely where a valve must be opening or closing and impacting the vibration on the crank.

Beardens Elephants

Bearden shows the two elephants with heads butted in a stationary pose and asks where the energy is going if there is no motion to gauge work being done.
Into the "void" of "scalar canceling fantasy" I believe. As we see from wave physics and EM analysis, the energy is going into the up shift of frequency for every atom that sets in the pressure zone. This explains why people can feel earthquakes coming. They raise the background vibration rate of all areas under stress.

Frequency shoots upwards at the butt of the two unstoppable forces meeting, to infinity. It also shoots upwards as we compress a gas.

The boundary that sets at center of the two elephants heads is the same situation as on the surface of the Atoms sphere. It is vibrating at some rate. It is not stationary.
The rate of vibration can be perceived as heat, probably at the molecular level, but Keely defined three levels of it for us. It likely operates the same on all of them to some degree.

High Frequency is where all the energy goes when we crash things into one another, or deflect wave forms, or glance off things, or just set and push against a wall without moving at all.
Where we bring two opposing longitudinal spin flows together and mix them. This is supposed to short out or cancel the energy but it does not, it up shifts the frequency. The time differential of this results in a higher energy wave at higher frequency.


Blue Light Diode Config
Two diodes connected across a bridge rectifier having no output filter capacitor between it and the load is a primed place to grab up shifting energy, presently considered as loss in modern EM technology.

The same two diodes placed across the car battery can run frequency upwards to the visual blue light of meditation.

Any ET [Electronics Tech] or engineer stepping into Joe Cell study hits the wall of devices that appear to be built by "dumb hicks" that apparently have no skill with EM design: Nothing could be further from reality, as these have already shown us where the energy actually is and how they use it to make engines go and charge up Joe Cells.
ET's are not concerned with making engines go however, but in burning up EM power, they do not see the up shift as anything but circuit loss.
The circuit draws no current by present EM engineering practice and is considered only a suppressor of reversing voltage spikes that need to be destroyed.
From its center point will be emitted a most high frequency component longitudinal wave.

This is mixing both positive and negative, to up shift energy frequency.

Two Methods

There are two methods of using vibration resonant devices.

Amplifying and polarizing, is done by using odd segment lengths of vibration.

Canceling and up shifting frequency, is done by reversing two of the above systems back to back against one another.

Fuel Considerations and Spark

Obviously if we can inject hot expanded fuel, and at some point of compression stroke instantly cool it we would assist engine power, as the fuel now contracts.
Next this must be expanded at the top of the stroke to assist expansion on the next cycle.

It has not yet been shown that a Spark has this ability, however we do know that cold sparks are possible. I have failed to reduce normal air pressures with sparks at this point.
In Joe Cell engines timing is advanced to a sweet spot well before top dead center, so this may be a possibility, however, it has also been revealed that early engines could run with out even using spark, merely on the magneto alone, having no capacitor in the brushes or points to allow the high frequency components to run freely.
We have discovered the HV spark is not necessary and all torsion components need to avoid it anyway.
The only thing the HV spark really does is load the alternator while charging the coil. This is how it can generate a motional pulse that may be usefull and why moving the timing has an effect.

Once the engine goes into a higher octave oscillation, then the spark plugs can often be pulled off. I would guess you need to keep one active only to load and discharge the coil fast enough to be ready for the next charge cycle that loads the alternator again.

Compression Decompression and Spark

Considerable speculation exists as to how a sparks energy may be redirected as it enters a gas that is already compressing or decompressing, steering it either towards inflow or outflow. During a compression of a gas, there is already considerable energy being pushed inwards. This vibrational wave normally causes gas temperature to rise, however in the JC set up we see instead a cooling or vacuum energy. Consider that the spark will travel along the electron shells at 90 degrees to the in thrusting compression energy, which will be pressing the electron shells harder into the nucleus of the atoms. If this heat energy is displaced and redirected inwards or even sideways, it may lower the temp in the compressing gas and reduce its pressure.

Conversly a spark introduced into a decompressing gas in transition, may be redirected into an outflow mode, increasing energy of outflow expansion.
If this is the case then the same spark may have different effects depending on the direction of pressure transition inside the cylinders.
This suggests some experiments that might prove or disprove this model.

Since some of the early vedios showed people with all plug wires removed but one, this is a probable model. Further it was shown the plug wire could be merely arced to anywhere on the top of the engine or even the radiator hose and the engine would continue to run.


Ideally we find a frequency system that will simply assist both compression and expansion such that the direction of motion of the piston, and whether gas is rising in frequency or lowering in frequency will cause both to have opposite effects. I believe this is the most likely explanation however strange it may seem, as gravity effects have been noted.

Charge and Bearings

It has been shown that if two flat metal plates are oiled up and laid together, there is only electric continuity if their is no motion present between the two. As the motion stops the oil looses it's insulating qualities. While in motion however the resistance between the plates shoots very high. As the oil warms up its electrical resistance drops a bit, but is normally very high.

In the engine the crank shaft is floating on a thin oil layer and the crank moves towards a positive electrical charge.
It is a practice to tap the crank while the engine is running with the battery to get this effect started, a resister can be used to limit current and protect the bearings from arcing damage. However over time it will generally come up to charge on its own, if the engine has a strong torsion device attached like a Joe Cell.

There has been no good explanation why this happens, however one would assume the crank is loosing electrons for some reason. As a mass in motion it is the largest piece of metal that spins up and does not change direction.  This is considered to be one of the basics of Joe Cell operation.

A dynamo effect would cause it to shoot electrons outwards to its outer surfaces and out towards the piston rods. Up the rods and then dump them at the head as the pistons reverse direction.
Compression stroke would then be electron rich compared to ignition stroke.

JCFED group relevant post

"I recall Beardens picture of the two elephants butting heads and pushing against one another.

Where is the energy going, as there is no motion to gauge any work being done yet tremendous pressure is building up?

Well the answer is that the energy is going into raising the frequency of every atom in the stress zone, and this is why some can feel an earthquake comming. Increased vibration rate.

What you might want to consider however is what happens if you now apply a gentle presure 90 degrees at the center point of the two elephants.

Do you get out more energy then you put in? If the elephants are both now slightly redirected at the angle of meeting the energy will shoot out very strongly on angular directions more then you put into the deflection. You now have the power of the two elephants in your extension simply for having resloved their conflict to some degree.

On the spining wheel, the elephants are the centrifugal and centrepetal forces, and unlike the elephants they keep getting jerked back into perfect alignment each time we deflect them then release. This is probably why the pulse modulations applied to an engine have more power out then goes into creating them. Both forces in conflict are redirected to have one vector of energy that is aiding motion during the pulse.

The nuclear mass is the outwards pull where the weight is located, and the electron shells are the inwards pull where the atoms bond together and keep the wheel from exploding outwards These are hurled against each other in the outer parts of a spining wheel.

I believe it is the dragging pulse that aids RPM and power [negative enery] and not the leading or pushing part. Drag then release.

Pulses can be applied to the engine in many ways, some may be harder to achieve then others.


When the vacuum breaks down into a spining vortex the air resistance is lowered, more air can pass much faster through a restriction as it vortexes up. Where the funnel crosses through a restriction the pressure is dropped on the output side as more air can pass faster. Since the vacuum from the pistons is pulsing and not constant this will happen on every stroke of the engine. First a strong chaotic vacuum will rise up draging the engine [negative energy], as the vortex forms in the carb, the resistance will drop away removing the drag [release]. That is a "negative energy pulse", however it redirects the two elephants to both pull forwards slightly against it. As the elephants are then released they pop back harder and accelerate the wheel.


With the alternator, it would seem a lamp dimmer type circuit in the exciter winding circuit, triggered by the points. I believe adjustable "on" time would be a great advantage to tuning and experiment. Also in that side of the alternator, circuit currents may be less to deal with. Best guess. Distrubuter timing now sets up pulse syncronization and circuit adjusts its length. This is not good enough however for increasing RPM.

Only way I see to keep RPM adjusted on the electronics is to use both pulses of the points as triggers. As RPM increases the pulse length will shorten in the correct ratio for the engine cycle. This has to be tied back in for the system to work at all RPMs. Best guess. May be why no acceleration was possible on Daniels engine???

Dave L"

Regulator Pulsing

Circuit diagram of an alternator shows an input from the ignition switch through an idiot light that claims to turn on the alternator circuit.
If this wire can be switched at high frequency we may have an easy entry to engine vibration modulation. Now pulsing this from the points would produce the desired effects.
It is my belief the duty cycle of 40/60 may produce best torsion modulation for the engine.

Joe Cell Humor

"No PCV, no HV spark, no muffler, no vacuum advance, no capacitors, no computers, no gas, no problem."