SONY D T101 Service Manual

A Practical Guide to ‘Free Energy’ Devices

Part D18: Last updated: 25th November 2007 Author: Patrick J. Kelly

Release 2

This document was originally produced at the request of an Australian man who said that the cell worked
well for him but that he was afraid to publish the details himself. This document was prepared, approved by
him and published. It proved very popular and an enthusiast group was set up to build and test this “Nitro
Cell”.

The results of this building and testing have been most unsatisfactory. As far as I am aware, not a single cell
proved successful in powering an engine. I therefore, withdrew the document, since even though I believe it
to be capable of working, the fact that many people failed to get it working indicates to me that this document
should not be in a “practical” guide. I have been assured by two separate independent sources, both of
which I rate as being reliable sources, that there are “hundreds” of these cells working in Australia and the
USA. I have repeatedly been asked for copies of this document, so I am publishing it again, but requesting
you, the reader, to be aware that should you make one of these devices, that it is unlikely that you will get it
operational. Having said that, I understand that it may work very well as a booster.

Simple arithmetic applied to the claimed performance of this device, shows that much of the claimed mileage
has to have been covered without using any fuel at all. While this sounds impossible, in actual fact it is not,
but that sort of operation comes from the Joe Cell which is notoriously difficult to get operational, requiring at
least a week of fiddling around to get the metalwork of the vehicle aligned with the energy field used to
provide the motive power. Also, each person acts as a “dipole” which produces an energy field around that
person. Most people have a polarity which opposes the Joe Cell energy, and they will never get a Joe Cell
to operate as they can disrupt such a cell from several paces away from it. The D10.pdf document which
describes the Joe Cell includes information on how to reverse your own personal polarity, to stop blocking
the cell performance.

This definitely sounds unbelievable, but as it happens to be the way that things actually are, there is little
point in pretending otherwise. Personally, I never recommend anybody to build a Joe Cell for powering a
vehicle, as the likelihood of success is so low. However, having said that, a friend of mine in the USA has
his Joe Cell connected to his truck in “shandy” mode where the carburettor is left connected to it’s normal
fossil fuel supply. The vehicle is perfectly capable of drawing in fossil fuel to run the engine, but it just
doesn’t. His fuel consumption is literally zero and he is driving around powered solely by the energy
channelled into the engine by the Joe Cell. This is most unusual, and I do not recommend you spending
time and money on building such a cell. I mention these cells so that you can know all about them, but I
would leave it at that.

Here is the original “D18” document, which is followed by important update information:

A Different Fuel

In the early days of heavier than air flight, observations were made and based on those observations,
practical operating rules were deduced. After a time, those rules became called the “laws” of aerodynamics.
These “laws” were applied to the design, building and use of aircraft and they were, and are, very useful.

One day it was observed that if you apply those laws of aerodynamics to bumble bees, then according to
those laws, it was not possible for a bee to fly since there was just not enough lift generated to get the bee
off the ground. But simple observation shows that bees do in fact fly and they can rise off the ground when
they choose to do so.

Does that mean that the “laws” of aerodynamics are no good? Of course not, as they have been shown to
be of great practical use when dealing with aircraft. What it did show was that the existing laws did not cover
every instance, so research was done and the laws of aerodynamics were extended to include the equations
for lift generated by turbulent flow. These show how a bee can develop enough lift to get off the ground. Do

bees care about this? No, not at all, they just go on flying as before. What has changed is that the
understanding of scientists and engineers has been extended to better fit the world around us.

Today, people who are trained in science and engineering are fed the idea that internal combustion engines
need to consume a fossil fuel in order to operate. That is not strictly true and at the present time, engines
using hydrogen gas as a fuel are becoming commonplace. Unfortunately, most of the hydrogen produced
for this use, comes from fossil fuels, so these vehicles are still running on a fossil fuel, though only indirectly.

The “laws” of engineering say that it is not possible for an internal combustion engine to run without
consuming some sort of fuel. Unfortunately, Josef Papp has demonstrated an internal combustion engine
which has had it’s intake and exhaust systems blanked off. Filled with a mixture of inert gasses, during one
demonstration, that Volvo engine ran for half an hour, producing a measured 300 horsepower, and
apparently consuming no fuel at all. Josef received US patent 3,680,432 for his engine and you can see a
video of one of his engines running at http://video.google.com/videoplay?docid=-2850891179207690407

.
Robert Britt designed a similar sealed motor filled with a mixture of inert gasses, and he received US patent
3,977,191 for it.

Does this mean that the current laws of engineering are of no use? Certainly not, they are vital for everyday
life today. What it does mean, however, is that the present laws need to be extended to include the effects
shown by these engines.

Another thing widely accepted today is that an internal combustion engine can’t use water as a fuel. Well....

let’s leave that to one side for the moment and look at it from a slightly different angle. Engines can definitely
run using air and hydrogen as the fuel, there is no argument about that as there are many vehicle around
which do just that. If you pass a current through water, the water breaks up into hydrogen gas and oxygen
gas, this mixture is called “hydroxy” gas and that can most definitely be used, along with air, as the fuel for
an internal combustion engine. But... this gas came from water, so is it really correct to say that water
cannot be used as the fuel for an internal combustion engine?

Ah, says somebody with relief, that is not the case, because you are using water and electricity to get the
fuel for the engine. But... the average vehicle powered by an internal combustion engine, has an alternator
which produces electricity when the engine is running, so there is a source of electricity to do the electrolysis
of the water and produce the gas to run the engine.

But the laws of engineering say that you can’t get enough electricity from the alternator to produce enough
gas to run the engine. Engineers will point to the work of Faraday who examined the process of electrolysis
in great detail and produced the “laws” of electrolysis. These laws show that you can’t get enough electrical
power from an engine to make enough gas to run the engine.

Unfortunately, there have been several people who have done just that, so we have reached the point in
time when these “laws” need to be extended to cover cases not covered by the work of Faraday. People
have got from 300% to 1,200% of the gas output which Faraday considered to be the maximum possible.
Several people have run vehicles on hydroxy gas produced by electrolysis of water using electricity
generated by the vehicle’s alternator. This shows clearly that it can be done, and as a consequence, the
“laws” need to be extended to include the newer techniques.

Leaving that aside for the moment, there have been at least two people who have managed to power an
engine with water as the only fuel, and without using electrolysis. In this instance, a fine spray of water
droplets inside the cylinder is acted on by the spark, and a secondary electrical supply from an inverter
boosts the spark, forming a plasma discharge. The result is a power stroke nearly as powerful as using a
fossil fuel. For the moment, let us also ignore that style of operation.

This document describes another system which uses water and air as the primary fuels, but again, does not
use electrolysis to generate hydroxy gas for use in the engine. Instead, the objective is to create a

NHO

continuous supply of Nitrogen Hydroxide (

) for use as the fuel. This system has worked well for a

2

number of people but there has been considerable intimidation and most of these people are very reluctant
to pass the information on. This document is an attempt to present those details clearly enough to allow the
system to be replicated by anyone who wishes to do so.

So, how exactly is this fuel generated? The production method is described as the fuel gas being
synthesised by a mixture of stream water and rock salt (the mineral "halite") in the presence of air, being
acted on by engine “vacuum”, electrolysis and a strong magnetic field. This fuel is said to be more powerful

than hydrogen and is a much more viable fuel source as less of it is needed to run an internal combustion
engine.

This system may be used with any internal combustion engine, whether used in a vehicle or stationary when
powering an electrical generator or other equipment. The additional equipment consists of one, or more,
horizontal cylinders mounted near the engine. A single, horizontally mounted, cylinder can generate
sufficient gas to power an internal combustion engine up to two litres in capacity. Larger engines will need
two cylinders to generate enough gas for them to operate.

It must be stressed that this is not a hydroxy gas electrolysis cell. One test vehicle has been run on this
system for a distance of 3,000 miles (4,800 kilometers) and the liquid fuel used was only 2 litres of water and
2 gallons of petrol. Two litres of water converted to hydroxy gas will definitely not power a vehicle engine for
anything like 3,000 miles, so let me stress again that the fuel being generated in this cell is Nitrogen

NHO

Hydroxide (

). It should be noted that if the cell described here is used as a booster for the original

2

fossil fuel, then it will not be necessary to upgrade the engine by fitting stainless steel valves, piston rings,
exhaust system, etc.

The person using this system which is shown in the following photograph, has opted for an exceptionally
long generation tube attached to his stationary generator:

The versions of this cell design shown in the previous photograph and the following photograph, are early
models which were in use before it was discovered that there was a considerable enhancement in gas
production if a coil is wrapped around the cylinder.

For vehicle operation, it is more normal to have a shorter cylinder, (or pair of cylinders if the engine capacity
is large) as can be seen in the following photograph of a 4-litre, 8-cylinder vehicle engine which uses this
system. Engines of up to 2 litre capacity can be powered by a single horizontal cell, while two cells are used
for larger engines.

The construction details are not difficult to follow and the materials needed are not particularly difficult to find
nor expensive to buy. The main body of the device is constructed as shown in the following diagram. A
chamber is constructed from a piece of 316L Grade (food quality) stainless steel pipe, 300 mm (12 inches)
long and 100 mm (4 inches) in diameter. The length of 300 mm is chosen for convenience of fitting in the
engine compartment of a vehicle. If there is plenty of room there, the length can be extended for better gas
performance and water capacity. If that is done, keep the 100 mm cylinder diameter and all of the clearance
dimensions mentioned below.

The chamber is sealed at each end with 12 mm (half inch) thick discs made from “Lexan” (a very strong
polycarbonate resin thermoplastic). These discs have a 3 mm (1/8”) deep groove cut into their inner faces.
The groove is there for the cylinder to fit into when the discs are clamped in place and held by stainless steel
nuts tightened on a 10 mm (3/8”) stainless steel threaded rod. To combat engine vibration, a lock nut is
used to clamp the retaining nuts in place. The threaded rod also provides the contact point for the negative
side of the electrical supply and a stainless steel bolt is TIG welded to the outside of the cylinder to form the
connection point for the positive side of the electrical supply.

This basic container is modified in a number of ways. Firstly, a small 3 mm (1/8 inch) diameter air intake
pipe is provided in one of the Lexan discs. This air intake is provided with a needle-valve which is screwed
tightly shut for the early stages of testing and only eased slightly open when the engine is actually running.

Also fitted is an 12 mm (1/2”) stainless steel pipe, attached to the stainless steel cylinder to form a gas
supply feed to the engine. A one-way valve is placed in this pipe as the design calls for the cylinder to be
maintained at a pressure which is less that the outside atmosphere. The lower the pressure inside the cell,
the greater the rate of gas production. The one-way valve allows flow into the engine but blocks any flow
from the engine into the cylinder. This valve is the same type as is used in the vehicle’s

system.

vacuum brake booster

The gas outlet pipe is continued from the one-way valve using plastic tubing for a few inches. This is to
prevent an electrical connection between the stainless steel cylinder which is connected to the positive side
of the electrical supply, and the engine manifold which is connected to the negative side of the electrical
supply. If this pipe were metal all the way, then that would create a direct electrical short-circuit. The pipe
running to the engine intake manifold needs to be made of metal in the area near the engine, due to the high
engine temperature, so stainless steel pipe should be used for the last part of the gas supply pipe running to
the engine. The gas supply pipe fitting is made to the most central of the bungs fitted to the manifold.

For the initial testing period, a filling port with a screw cap is mounted on the top of the cylinder, in order to
allow the water inside to be topped up as necessary. Later on, if long journeys are made on a regular basis,
then it is worth fitting a separate water tank, water-level sensor and water injection system using a standard
vehicle windscreen washer water pump. The topping up is done with water alone as the rock salt additive
does not get used in the process and so does not need to be replaced. With these additional features, the
gas generation cell looks like this:

There is one further step, and that is to add an inner cylinder of 316L grade stainless steel. This cylinder is
274 mm (10.75 inches) long and 80 mm (3.15”) in diameter. Both cylinders have a wall thickness of 1 mm.
The inner cylinder is supported on the central threaded bar and it is clamped in place with retaining nuts. A
supporting lug is created by making two cuts at each end of the cylinder, drilling a hole and then bending the
lug up inside the cylinder at right angles to its axis. This needs to be done accurately, otherwise the inner
cylinder will not lie parallel to the threaded rod, or alternatively, not be centred on the threaded rod. The
centre of the 10 mm (3/8”) hole is positioned 8 mm (5/16”) in from the end of the cylinder. Two 48 mm (1.9”)
long cuts are made each side of the hole, positioned to be about 5 mm (3/16”) clear of the hole - this
measurement is not critical. This is done at each end of the cylinder and the holes are positioned exactly
opposite one another, along the axis of the cylinder, as shown here:

The inner cylinder is secured in position by two bolts as shown here:

The inner nuts are manoeuvred on inside on of the lugs by hand and then the threaded rod is rotated to
move one nut to the inside of the other lug, while the nearer nut is held to prevent it rotating. When the rod is
positioned correctly and the inner nuts are pressed up hard against the lugs, then a box spanner is used to
lock the outer nuts tightly against the lugs, forming a strong mounting lock.

The inner cylinder is inserted inside the outer cylinder, the Lexan end discs are then added and the outer
lock nuts added to produce this arrangement: