Practical Guige to Free Energy Devices

This turbine creates a spinning air mass which is uniquely able to supply this air due to its virtually frictionless
laminar composition and pressure built up through compression. The vortex provides compressed, dense air to
the cylinder, which takes significantly less energy to draw in due to it’s stored inertial energy, and it’s ability to
move freely in the direction of it’s axis of rotation.
Between engine cycles, when air is not needed, the vortex continues to spin and build up additional pressure.
This spinning air mass acts like a flywheel and stores energy which is put to use on the next intake stroke. A
static air flow has no such stored energy and has to be accelerated by the engine intake stroke every time air is
needed, thereby wasting energy. This flywheel property is key to understanding why the vortex works as well as it
does. Unless the vortex is pulsed, or modulated, no extra energy can be developed.
In a multi-cylinder car the flow of air becomes so steady that no effect is produced with just the turbine because
there is no pulsing in the airflow into the engine. The rapidly rotating air within the turbine acts as a flywheel.
When it is pulsed by the cylinder on the intake stroke, force is applied to the vortex as air is sucked down the pipe
and into the cylinder. As soon as the intake valve closes, the pulse ends, the air stops its linear movement, but
increases it's angular spin velocity. This is where the extra power is generated. While the intake valve is closed,
the vortex continues to draw more air into the pipe, where it is accelerated and compressed, until the intake valve
opens again.
Power cannot be accessed until the pulse ceases. In a steady flow this never happens. Force has to be
alternately applied and relaxed. To help visualise this imagine a coil spring attached to a shaft. When a sharp
pulse is applied to the shaft, the spring expands. Only when the pulse ceases, and the spring starts to contract
does the power get translated into movement. This also applies to a flywheel. You can also see with the coiled
spring that the pulse must be timed to coincide with the resonant frequency of the spring for the highest efficiency.
Random pulses, or pulses that are badly timed, will not have nearly the effect that correctly timed pulses have.
The air turbine doesn't rely as much on resonance as it does on large, well spaced pulses. This is because the
power of the pulse is huge in comparison to the inertia of the air. Resonance is essential for anything that has a
fair amount of mass - solids or liquids. In the case of a multi-cylinder engine, the pulses become less distinct the
greater the number of cylinders. A six-cylinder vehicle barely sees any gain from the turbine, and an eightcylinder
little to none. With this type of engine the vortex needs to be modulated to gain energy.
This enhancement can be done through manipulating the shape of the intake tube. A round tube gives no gain
but if the tube is "egg shaped" it produces an alternate centripetal / centrifugal pulse which imparts extra energy to
the vortex. Just as the Earth draws energy from it's elliptical orbit, so in the same way, the vortex gains energy
with each rotation it makes through an elliptical, or egg shaped tube.
I put a slice of a smaller diameter pipe along the inner top of my tube. This small addition accomplished a
noticeable increase in performance for the unit in my car. A curve in the pipe will also act like an ellipse since the
rotation is compressed on the inside of the curve and expanded around the outside. Another interesting thing with
the turbine is that it works much better when the engine gets hot. I notice a large increase in power in my bike as
soon as the engine gets hot. This is because the heat adds energy to the vortex, just like a hurricane travelling
across warm water. The heat added by the intake tube adds velocity and compression to the vortex as it spins
waiting for the intake valve to open”.
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