AGi»rr b) Lawrence Jamison Jamison Energizer System (Verona, Mississippi)
The Jamison Energizer System of 1980-84, is one of several prominent examples of applied tachyon field energy systems, of the several motor-generator arrangements described in this Section.
Although the full details of this high speed motor-generator system were never disclosed, it is known that it is in the motor-generator-battery class, with a very large diode necessary to control the high wattage being generated by the generator. There is no question about this system being valid and operational since a video tape demonstration was provided at the Energy Symposium at Atlanta in 1982. This operating demonstration disclosed the high noise level produced by such a high speed motor/generator system, but clearly showed a fully functional power source.
While this m/g system depends on using a standard automotive battery input, they run at over 100% efficiency with the battery being recharged as they operate under normal load conditions. The striking similarities between the Jamison Energizer System, the Gulley, Stoneburg and Watson systems leaves no doubt as to the basic operability of them, making them all active candidates for further development effort. While Mr. Jamison, (now deceased) claimed that his system was unique at the time, we now know that this was not completely true, although some of his specific components may have been custom made and proprietary, the basic principle of it is now well understood and confirmed.
The Jamison Energizer System was installed and operated in a vehicle (1977 Ford Courier pickup truck), but no operational data is available on its performance.
c) John Gulley - Motor /Generators Gratz, Kentucky
The motor/generator work of John Gulley became the subject of newspaper items in the local Louisville-Courier during the late 1950's and 1960's. During this period he produced a number of operating motor-generator sets which were installed in various type of vehicles.
As a motor/generator specialist while in the U.S. Army, Mr. Gulley carried this knowledge into civilian life, where he developed various types and configurations of motor-generator combinations. These were of the basic battery-recharge type, similar to that of Jamison and Stoneburg.
Vll. MOTOR/GENERATOR UNITS
The exact details of his components were never disclosed, but it is known that he did rewind the fields and armatures of both D.D. motors and generators. It is known that over-unity output operation can usually be achieved by splitting higher-than-normal voltages to satisfy both the load and battery-recharge requirements.
In personal interviews, Gulley did state that his motors were based on the solenoid principle, similar to that of Bob Teal's unit, Id.
John Gulley demonstrated his various automotive power systems and it was reported that some commercial interest was shown for his efforts, but no further information has been revealed on his present status. There have been some comments made that Gulley was handicapped by not being able to explain the scientific theory and basis for the operation of his motor-generators, which is often the case for the hand-on type of garage-based researcher. Another unfortunate situation, was Mr. Gulley's tendency to choose exotic and sometimes outlandish names for the vehicles equipped v/ith his special m/g sets, which did not help his cause with prospective investors. Researchers should keep this point in mind: always maintain a conservative and explainable scientific position when providing demonstration of new energy devices! Once scientific interviewer of Gulley's prototype became skeptical of the work after a demonstration, because of these deficiencies.
d) Bob Teal St. Cloud, Florida (1976)
The "Magnepulsion" Motor of 1976, is a unique type of pulsed E/M motor unit which consists of multiple solenoids which are crank connected to a central drive shaft and flywheel arrangement.
The combined electromagnetic design is described in U. S. patents 4,093,880 and 4,024,421, as a magnetically operated power plant comprised of a rotary crankshaft which is rotated by means of connecting rods, pivoted to the sliding cores of electromagnets-(solenoids), as the key actuating component(s) of the unit.
Electrical current is provided to the electromagnet windings by distributor switches which are successively actuated by multiple cams on a timed camshaft. The switches receive pulses of current in timed relationship, so that solenoid thrusts are continuously and uniformly applied to the central crankshaft.
Although this type of energy conservation unit is not a true:-"free energy" unit, it does represent one of the better and basically simple energy-saving motor (such as the EvGray type) due to the aid of a high positive inertial factor provided by the main flywheel(s) on the crankshaft. As was stated elsewhere in this Manual, flywheel mass is a basically cheap means to support over-unity or energy conservation operation for any of these motor units.
Because of its simplicity, the "Magnepulsion" motor has the possibility to become an effective ' 'over-unity'' or free-energy motor when combined with some other type of solid state amplifier device,-or permanent magnet motor (Muller type Unit).
"MAGNEPULSION MOTOR" (Magnetically Operable Engine/-or Power Plant) U.S. Pat. No. 4,024,421
Connecting ,— Rods anks/on Shaft
Was this article helpful?