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The Konzen Pulse Motor

Konzen electric pulse motor

Prototype 6-coil 5000rpm "monstrosity" motor in


A back view of the invention

Newest results and info:
I tried some different circuits for extracting
current from the "pickup" (not power) coils, and
have found that still the greatest watts-out
comes from running all the pickup coils in series,

with their polarities in order, and with no diodes

or rectifers within the series of coils.
A single bridge rectifier or diode at the end of
the circuit can then convert the current to DC or
chopped AC if need be. My analysis of the light
bulb tests and the AC readings on my meter say
that there are big pulses of current followed by
AC oscillations of descending power in the
current extracted from the pickup coils. The
pulses average around 5Vac/1A, and the final
continuous oscillations are of .5Vac/.29A
I hope to have pictures of this pickup coil current
on a scope soon for everyone to see and analyze
for themselves.
Five days ago I had the motor running with a
draw of .63 watts at 600 rpm, while pushing a
prony brake load from the shaft of 2grams on the
scale, as two 1 watt(2.4V/.5A) light bulbs glow
nicely at the same time from the magical AC juice
of now eight pickup coils.
There is a very simpl over-unity test; .63 watts
input / and 2 watts AC (in flickering light bulbs)
output - this is not not including the approx.
power of .25watts from the shaft either.
New years eve I blew up two 1 watt bulbs one
after another and fired up a single four watt bulb
bright with the adjustable trigger magnets
turned on full to get 1600rpm - this also brought
a 5 amp draw; and the mosfet relay and electricbearings got hot after a few minutes, but I
wanted to see how the pickup coils do at higher
rpms - so there is that test - maybe overunity

too, but the 5amp draw is way too much for this
motor and impractical considering all the heat
produced in the relay and bearings - they become
hot to the touch at this amp draw.
Three nights ago I hooked a 4v/115v transformer
to the output of the pickup coils in a failed
attempt to get the motor self-running - the
pickup coils produced a steady 40volts - of an
unknown amperage; because I got shocked very
bad by this and said fuck it - this blast went way
up the arm and into the chest cavity - reminded
me of getting shocked by a running car engine
through the sparkplug cable - a pretty dangerous
shock, really.
This shock-test probably proof of the large pulse
that is generated when the coils ignite against
each other - an "opposed repulsing pulsetransformer affect" you could call it.
The AC voltage not stepped up and straight out
of the pickup coils will also shock any fool
enough to curse and throw the leads down too only it tingles the hands and up the arms a bit...
so there is some sort of periodic large pulse of
above 100 volts going on I believe - having this
pickup coil output current scoped should solve
the mystery.
The .63 mean watts input to the motor is based
on the fact the motor pulses current during only
3 percent of the rotation during one rotation this is from measurements of the test motor

being tested here which has a 25"circumference

in rotation, and this gives the measurement of a
3/4" length in total pulse-in-the-rotation (cycleon-time) measurement a 3 percent figure.
The formula for the watts input (draw) is this:
.03(cycle on-time) x 12.4volts(from battery) x
1.7amps(also from battery) =
Explanation of pickup coils:
The "pickup coils" capture the backside EMF from
the backsides of the actual power coils that are
connected to the battery.
When the power-coils in this motor design ignite
against each other and magnetically "push" on
one another at the same time to create power,
the backsides of the power coils will also be
"pulling" the same force of magnetism towards
them, and this magnetic power is what is taken
advantage of by placing the "pickup coils" right
behind the "power" coil, all sharing a common
core. The electromagnetic "pull" will induce
current in the pickup coils, and generate
electrical power. Pretty simple, but this is what
has brought the power output of this motor
overunity, and there is going to be a lot more
power from them after many tests and
experiments are through.
The pickup coils are of the same windings as the
power coils, and right now there are two of them
stacked behind the backs of each power coil; all
three coils sharing a common steel/ferrite core.
This gives the motor four power coils, and eight

pickup coils.
All the coils are wound from 35ft of .042
magnetic wire that have been factory wound
wound around a plastic bobbin.
When connecting the pick-up coils in series, they
must be "tuned" first, by checking to find the hot
leads of each coil as the motor is running, as not
having the polaraties in the correct order in just
one coil will produce 0 volts.
The pickup coils are not connected to the battery
circuit at all, and only generate current from
being mounted directly behind the power coil as
it receives a pulse of current, and they then
oscillate AC current until the next pulse of the
power coils.

Photos of newest test motor:

alnico "timing" magnets on back of motor

Big view of back of motor
Another back view
Timing adjustment plate
A third view of the backside
Front view
View of whole motor
Carbon pick-up brush close-up
Firing position of coils
Distance between coils for good power
Ferrite tubes and elevator bolt electromagnet
cores shown below early pickup coil
Two spinning electromagnets on a rotor spin
inside two stationary electromagnets.
Current is drawn into the motor only during the
short time when the magnets line up against one
When these opposed electromagnets ignite with
current in a short pulse, the polarities of the
electromagnets will be pushing against one
another, and the coils of the electromagnets are
matched in impedance and windings in order to
achieve this repulsive magnetic power.
Immediately after the current is cut to the
electromagnets in the rotation, they will oscillate
(bounce back and forth) the current trapped
inside their coils, and these oscillations not only
create AC current between pulses, (which the
pickup-coils extract) but also the oscillations of
the coils while they are lined-up will also be

matching in their magnetic polarity shifts, so

that the two opposed coils will create additional
repulsing magnetic power since the match-up
oscillations will either be of a N - N collision, or a
S -S collision - either will provide repulsing
magnetic power.
This additional power from the coils oscillations
can only be done with the double-repulsive
matched-impedance circuit unique to this motor.
The timing of the pulses of current is controlled
through an adjustable rotating magnet assembly,
reed switch, and mosfet relay.
The amps drawn into the motor can be adjusted
by turning the trigger magnets to increase or
decrease the strength of their magnetic fields
against the magnetic reed switch. The angle of
the trigger magnets against the reed switch
controls the duration of the reed switch being
closed; which in turn controls length of time the
mosfet relay is closed; which in turn controls the
final amp draw into the motor. The speed of the
motor affects the amp draw too - if the
electomagnets zoom by each other super-fast,
there isnt enough time to get any big amps
through. This is all good because as the
increased speed of the motor creates more and
more AC current through the pickup coils, there
will also be less amp draw for the same
percentage of pulse in the rotation as at lower

I answer all my emails concerning this motor

project, so write to me at if
you have any questions.

Important and very useful back-EMF recirculation
circuits extracting from the MOTOR coils - this can
charge-up three batteries as the motor drains another
one - a switching circuit can then be made to keep the
battery supplying power to the motor always fresh. Add
the output of the pickup windings, high-voltage
"splatter" coils and then the output of the shaft and you
will have over-unity from this motor design:

New motor circuit with no back EMF circuits shown for

simplicitys sake...NOTE purple "bypass" wire - this will
greatly increase the power of the motor:

Here is the up-to-the-minute circuit I use right now - the

very big caps in the circuit shown lower the currentdraw in the pulses to the motor to only .5 amp
sawtooth peaks to the pulse that enters the motor as
seen on an oscilloscope.
Considering that the volts-applied is 12V and a 10%

duty cycle, this means the "MEAN" WATTS INPUT would

be approximated with this formula considering the the
pulses to be square waves for simple math:
12Volts X .5Amps X .1 duty cycle = .6WATTS INPUT
Under load at 800rpm, the motors shaft will push 10
grams on the one-foot prony brake. This translates to
2.2watts output form the shaft in mechanical power at
this speed and load.
PEAKS --- 5 times more efficient than what is shown
These scope shots should answer questions about what
the watts-in and some of the watts-out potential of this
motor actually is.
Here is how the already rectified (2A 400V rectifier)from
AC to DC voltage and amps looks on a scope generated
by the PICKUP windings of just the spinning rotor. The
voltage and amps draw to the motor itself - what it
takes to run it - are shown below these photos.
When checking the VOLTAGE output of the PICKUP
COILS, the scope probe leads are across the output

leads of the pickup windings.

To check for the AMPERAGE of the pickup windings, the
scope leads are across a .01 resistor-shunt which is
connected to the output leads of the pickup windings.
The scale of the shunt is 50mv = 5 amps so this means
the 8mv peak and 2mv power pulse shown in the
AMPERAGE photo would correspond to .8 amps for the
peak, and .2 amps for the power pulse.
(Scope divisions are 10V and 2ms)


(Scope divisions here are of 10mv and 2ms using .01


Here is the answer to: How many watts does this motor
So see for yourself; in the VOLTAGE-draw photo, the
scope-divisions are set at .5V and 5ms... The probeleads are across the motor-battery in the VOLTAGE-draw
In the AMPERAGE-draw photo of the motor-battery, the
scope probe-leads are instead across a .01 resistorshunt in series from the battery to the motor. The scale
of this shunt is 50mv = 5 amps, so the amperage-pulse
shown in the photo of a 25mv draw corresponds to a
peak-amp-draw of 2.5 amps for the same 1.75ms
In the AMPERAGE-draw of motor battery photo, the
scope divisions are set at 2ms and 50mv.
The duty cycle is calculated at approx. 10% for these
tests. Please study the photos below:


The watts-draw to the motor in simplified math, first by
disregarding the extreme peaks, and again making the
pulses into simple square-waves would be this:
Considering a 10% duty cycle, 11.2V(taken across
battery) x 2.5A x .10 duty cycle = estimated 2.8WATTS
DRAW into the motor during these tests.
There is still the stator coils pickup coil output to look at

too - later on that.

There is now a lot of weight in copper windings and iron
cores being slung around by the rotor - I have had to
make a harness out of heavy-duty nylon wire ties to
combat this force:


This motor has 3/4" thick iron electromagnet cores

made of welding-rod instead of ferrite/steel - there are

NO "splatter-style" pickup coils on this motor (yet) - it

instead has 18-gauge thick-wired "pickup" windings
wrapped around and behind the "motor" coils.
These sort of pickup coils put out good amps, and the
current can be rectified and fed into caps easily without
any spark-gaps or HV components.
Here is an inside-shot of the rotor and stator coils in
this newest motor. (labeled "cthru2") Note how fat the
coils look - the actual "motor" coil is way inside of
them, and is wrapped around and behind with lots of
"pickup" windings to make them look like this:

Here is the back-side of this same motor, showing the

reed-switch/spinning magnet timing mechanism:

Here is another front-view:

This photo is of the spring-loaded carbon contact inside

a regular car distributor cap cut-out and made into a
simple component that will extract current from the
ends of the axle in this motor - the idea is for the
pickup-coil output to be taken through these, while the
motor-coil feed goes through the bearings...

Here is picture of the Cthru2 motor with the car

distributor contacts mounted onto the motor:

Here is close-up of the front brass axle-end extracting

the spinning rotor AC pickup windings current through
the carbon car distributor contacts... this works really
great and doesnt seem to slow th motor at all - in fact it
snugs both ends of the axle together so it spins
straighter on the bearings if anything:

Here are some circuits of this motor to understand.
Please note that a large capacitor in parallel with the
battery will greatly improve the performance of this
motor but is not shown in these circuits:

Here is something showing the importance of having a
capacitor across the battery powering the motor - the
particular one used in these tests is a 100000uf 25V
cap in paralell with the 12V4ah battery. This size works
very good with the motor being tested using motor-coil
windings of 40ft of #22 gauge magnetic wire...Look at
the difference the cap makes - nearly cutting the voltsdraw to the motor in half! Larger caps will lower the
volts even more... There is also more rpms and power...
note that these shots also do not have a spark-gap feed
occuring like shown in the photos above and there is no
positive pulse following the first pulse:

With cap:

Without a cap - straight battery feed:

I answer all my emails about this motor project or my

cell phone is (206)226-1983


Here is the very latest positioning of pickup/splatter

coils around the stator "motor" coil:

Here is photo of a close-up of a pickup/splatter coil with

an iron core (5/16"welding stock) and very thin


Study below on how to test for HP:


This is a new direction in the motor project - harnessing
the electromagnetic-flux-energy "splatter" or "vectoring
flux lines" of the colliding motor coils through pickup
coils mounted at 90 degrees from the gap between the
colliding coils. This energy seems to be amplified and
accelerated from the coils-collision!
Collecting this energy has no affect on the speed or
power of the motor and right now can produce spikes of
240-300volts. this is HV and dangerous to work with -

rubber gloves are a must when testing this low-amp

high-voltage "splatter energy".
The "C-thru" motor has lit up four 15 watt flourescent
bulbs in series at 2500 rpm/24V input (this is at 24V
please note) from the high voltage emitting from the
four clusters of "splatter coils" mounted 90 degrees
next to the air gap of the N-N electromagnetic colliding
and pulsing "motor" coils.
Here is a photo of the insides of a new "C-thru" motor;
note how there are two clusters of pickup/splatter coils,
one on each side of one of the stator motor coils. (these
should contain and catch almost all the vectoring "just
in a head-on collision" electromagnetism)

The photo below shows the adjustable timing
mechanism using two spinning magnets that trigger a
magnetic reed switch that in turn trips a mosfet relay in
order to send the pulse-current into the motor-coils.
The magnetic reed switch is held in place by an
adjustable plastic plate that changes the timing of the

firings by simply rotating the plate.


Here is a view of permanent magnets (purple) mounted
just past the stator motor-coils in the rotation that
provide a lot more power through the smacking
oscillations of the energized rotor bouncing off them.
These magnets can double triple the torque and speed
of the motor and add no extra current draw!!

This motor has a total of 20 pickup/splatter coils in

clusters of 5 mounted with clear plastic plates. Here is a

photo of a plastic plate with two clusters mounted on it:

Here are four more photos detailing some of the

Electric bearing detail:

The newest chassis/rotor:

Another photo of chassis/rotor:

A photo of a motor coil, a permanent magnet flux

bridge, and one of the pickup coil clusters mounted on
the motor:

Top view with rotors and stator motor-coils in freerotating position:

Top view with rotors and stator motor-coils in energized

(power) position:

Another view...clusters of pickup/splatter coils collect

magnetic energy vectoring away from the colliding (and
rotating!) flux lines of the "motor" coils:

View of motor without "pickup/splatter" coils installed:

Another view with NO pickup/splatter coils:


These photos show how a "motor" (NOT
pickup/splatter!)coil is constructed using steel elevator
or stove bolts with their heads ground flat, and ferrite
tubes from common RF protectors slipped over these
steel bolts. The coil windings are 40ft of .022 magnetic
wire, with all windings wrapped around in the same
direction, then the wire pulled back straight after end of

the row, insulate this wire length pulled back straight

with a piece of electrical tape or heat shrink material to
protect the windings from chaffing, and then wound
right over all this again, and again in the same direction
for the next layer of windings, pull back, insulate, wind
again, and so on like this...
Below is shot of the construction of the motor-cores;
with the steel elevator bolt exposed. This steel bolt fits
inside ferrite tube also to create the steel/ferrite cores
of the electromagnet. These electromagnets work really
great, and will lift 3lbs. Make two of these "push"
against each other and you will have the simple and
unique power dynamics of this motor.

Here is a photo of the windings exposed:

Here is a photo of two ferrite tube slipped over a steel

bolt - the basic electromagnetic core of the motor coils:

The pickup/splatter coils to this motor are not
connected to the power supply, and induce AC current
simply by being right next to the pulsing magnestism of
the power coils being turned on and off during the
running of the motor. The placement of these clusters is

very critical, and actually can increase the speed of the

motor when installed if positioned just right. This motor
has NO "attraction" or potential "lock-up" form of
electromagnetism, so these coils under load do not
slow the motor at all.
The permanent magnets working as a "flux-bridge"
brought the rpms up from 800 rpm at .5amps current
draw when running through a 12V/4a battery to
2000rpm with also .5 amps current draw on the meter.
The torque also increased from almost 1 gram at
900rpm to 6 grams at 900rpm. Quite a big jump in
power with no extra power draw!
The explanation of this new power from the Pmagnet
flux-bridges is this:
The motor ROTOR coils still contain "excited" current
right AFTER being energized for a few milliseconds, so
that when the "flux-bridge" is in the rotors path, it will
smack oscillations over the Pmagnets, increasing the
power with no extra current draw or duty cyle.
Tests have been done on different materials in the "hot
spots" of the colliding electromagmets: Steel, ferrite,
coils, and finally permanent magnets.
The permanent magnets won the contest by a big
majority of what brought the most speed and power in
the hotspot. They must face one way in their polarity;
the wrong polarity will slow the motor.
Tested on a prony-brake rig with 6 grams drag at one
foot from the center of the shaft, the prony brake held

the motor to 850rpm under this load.

These figures calculate to 1.68 watts output from the
shaft. With a 24V input to the motor, and with the same
amperage draw, the motor generates 4 watts from the
More Photos:
Rotating alnico magnets and rotating clear-plastic
timing plate on back of motor which can easily adjust
the exact timing and current draw to the motor:

Here is a shot of the mosfet relay that controls the

pulse into the motor-coils via the magnetic reed switch
that is triggered by the rotating alnico magnet on the
back of the motor:

Here are some pictures showing how the power and

amp-draw is adjusted in this motor.

Electric bearing used in this motor made from rollerblade bearing and 1/4inch I.D. nylon "hat" washer. Keep
the current of very very low input toprevent these from
burning up. Conventional slip-ring assemblies,or brush
or carbon contacts can be substitued for the electric
bearings to send the jucie through the rotor.

Electric bearing taken apart showing lead wire wrapped

around nylon "hat" washer. This lead wire makes
contact with the steel bearing race, and is how the
bearings work as electrical conductors: