How to Build Your Own Water Car at Home

In July 2005, an American mechanic released most of the details of his simple conversion system which allows an ordinary car to use water as the only fuel.

A long time has elapsed since then and it is highly probably that the inventor has been intimidated into silence since mid-August 2005. This has left the information as only a partial disclosure of this system. Some years ago, a similar system was developed by Adam Crawford of Scotland.

This vehicle was demonstrated to, and tested by, Automobile Association automotive engineers and shown on Scottish Television. Also, the scientific papers which accompany this document include several which show conclusively that explosions can occur in fog, water mist and under water, so there is no doubt at all that the principle behind the system shown below is definitely valid.

Since then, two other people have managed to get engines running briefly on this system, in spite of the lack of some important information, and it is expected that full success will follow as these excellent results are very recent. Many people have delayed, waiting to see if additional information would be given, before starting an attempted implementation of their own. A very small amount of extra information has now been given and is shown at the end of this document.

The inventor’s car, is run on a daily basis. It is a restored, eight-cylinder 1978 Chevy ‘Camaro’ with stock 350 (5.7litre) engine, no computer controls, automatic transmission, stock 4-barrel carburettor and stock fuel pump. The fuel tank has been replaced with a metal water tank with the filler cap vented to release heat and pressure. The exhaust was replaced with a new 2 inch pipe which is ducted into the water tank. The water tank has baffles inside it which also muffles the exhaust noise. The stock exhaust manifolds were used, but they will rust on the inside – custom stainless steel pipes would be best but these were not used due to their cost.

All of the stock ignition system is used and no changes have been made. A second battery was placed on the opposite side in the engine compartment. A 400 watt (800W peak) 110 volt 60Hz DC inverter was placed in the engine compartment on the passenger side and a fresh air duct located behind the grill directs air into covers placed around the inverter to keep it cool.

When the ignition switch is on, a relay turns the inverter on, the relay lead contains a 20 amp in-line fuse. This relay only turns the inverter on and off and has no other function. The inverter is connected to the battery via a positive wire and a negative wire (not the chassis). The inverter is not grounded to the car at any point and instead, is carefully insulated to ensure that accidental grounding never occurs.

The wire which would normally go to the spark plug is replaced by a wire which is taken to a box containing one pre-war mechanical twin-coil relay or vibrator per cylinder. Each of these wires drives its own dedicated ‘relay’, the current energises the relay coil but the other side of the relay coil is left unconnected. The wiring arrangement is shown in the diagrams below.

It is important that the electrical feed to each plug is fed via one wire to the plug cap and a second wire connecting to a washer clamped under the spark plug. This wiring is repeated for each of the spark plugs. To emphasise this, each spark plug should have two wires running to it, one to the cap and one to the washer clamped between the body of the spark plug and the engine block. The wiring is done with “12-2″ wire which is 2-core solid copper wire American Wire Gauge size 12 which has core diameters of 2.05 mm giving 3.31 sq. mm. per core, the nearest SWG size is 14. The under-plug washer can be made by bending the end of the solid core into a circle of appropriate size and then flattening the wire slightly.

In the relay box, the relays are positioned with a one-inch gap between them. It is important that the physical construction insures that all of the high-voltage connections are fully insulated should anyone open the relay box when the inverter is running. The batteries used are deep-cycle types with high cranking current ratings – this is important because the inverter must stay on when the engine is being started and it will cut out if the starter motor current drain pulls the battery voltage down excessively. The alternator is the stock 95 Amp type and it charges both batteries simultaneously. When the engine is started, the relays are heard clicking until the cylinders fire and after that, no sound can be heard from the relays. It is distinctly possible that the relays take up a fixed, immobile position when the engine is running. The diagram below marked ‘Effective circuit’ is based on that assumption, and it should be stressed that all of the diagrams are only what I understand from the information provided to date.

The engine timing has to be retarded for the car to run off water. This adjustment should be made to the point where the engine runs the best and this is likely to be different for each make of engine. The Chevy ‘Camaro’ engine runs best with the timing retarded by 35 . The spark plug gap used to be 65 thou. but is now set to 80 thou. (0.08”). The plugs used are the cheap ‘Autolite’ (25) copper core type. Using carburettor jets two sizes larger than normal, allows the engine to produce more power and rev higher than tick-over.
The engine tends to knock when first started from cold but it is likely that this can be overcome by using a heater on the water feed to the carburettor, raising the water temperature to say, 120 degrees Fahrenheit and fitted with a thermostat to disconnect the heater when the engine reaches its normal operating temperature. This car has been run 30,000 miles on water alone and covers some 300 miles per gallon as much of the water vapour in the exhaust condenses in the water tank.

The disadvantages: the car runs with slightly reduced power and the exhaust system will rust unless stainless steel replacements are used.
The inventor of this conversion wants to go on living a quiet life and does not want the nuisance value of high levels of interest. Consequently, he wishes to remain anonymous. He says: “I didn’t build this to sell or to get a patent on it, or make big bucks from the information. I did it because I could and I did. The only thing I can add is ‘just try it’.

Some points of note:

A car with this modification produces NO carbon dioxide and NO carbon monoxide, but since air is mixed with the gas combustion, it is likely that the greenhouse gas Nitrous Oxide is produced. But Nitrous Oxide dissolves reasonably well in water, so since the exhaust gasses are passed through the header tank which contains the water fuel, it is likely that this engine arrangement is a good deal greener than most.

The vented filler cap arrangement will not suit many European car designs which have a locking flap covering the filler cap. For these cars, it would probably be better if the gas exiting from the water tank is passed through a normal exhaust pipe, and the filler cap be a screwed airtight fitting.

Author: Patrick J. Kelly


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  • A Martin

    This is a scam


  • kevinradadiya

    i cant understand the chart plzzz understand the chart by chapter wice…my gmail A/C [email protected] i hope that anyone can help me about this..

  • nikolas karassis

    please if any body can help??
    Thanks alot.
    look at question ebove aziakkoo3 on yutube or, ([email protected])

  • nikolas karassis

    we need a complateD Electric diagram for Exbl. from the Battery, inverter, distributor HV IGN.COIL ,SPARK PLUGS

    I want tosay, a stock original diagram plus everything new wires or, Relays needed a water Engine.
    All diagrams i have seen until now abuot the water Engine of the S1R9A9M9 CAN NOT UNDERSTAND.
    Thanks alot
    aziakk003 you Tube

  • Car Hire Edinburgh this appears to be fact, though now there seems to be little more comment. I wonder what is occurring or am I just paranoid too!

  • Inventor has been intimidated into silence since mid-August 2005. Is this possibly true? If so I am absolutely outraged. To consider the issues with out natural fossil fuel energy and this is possibly the most efficient and eco friendly car I have read about. No waste, recycled water!

    • Rogue

      You forget the small detail called profit, there is no profit in water engines.

  • Paul Yak

    I have just found out about ANOTHER Oil Companies Fraud. The Oil Corps are selling the stock of oil to various associated companies before it hits the retail outlets, the reason for this is, they make the sales books look as if demand for the oil is much greater than it actually is. Then they put the barrel price up stating that demand is greater and therefore the value of the oil must go up to match it.

    I hate the oil companies, the world would be a much better place if ALL the world governments worked together to take them and control them. The reason most governments are too afraid to say anything to oil corps is they are the top families of the NWO who own the oil Corps. Rothchilds, Bush, Rockefeller etc

    The governments have been warned to allow the oil companies to do their business as they wish, or they will take all their cash out of the countries that DON’T abide by their Rules. If this happened it would bankrupt a country in 3 days they estimate.

  • An error on the information.

    It is a 1978 Chevy Elcamino. Not a Camaro.

    Good work on you information on this.

    All information on this is free to all.

    I do not except funding of any kind to futher this project. All funds should be used to build your own and better the design to keep the cost down for every one.


  • Scott

    To Andy and others,

    It seems you assume this is supposed to “break” the h2 bonds in water and so forth as many systems. I doubt this to be the case.

    Also the power is nowhere near 150k+ coil HV (20kV or higher @ milliamps) ADDED to the 110 or LV high amperage (5-10 amp) load comes out to (rounded off there and abouts) 750 watts load.

    The HV is just for an initial spark in DC so the high amp AC can “merge” with it to create a plasma spark/arc.

    For those who want more info, google s1r9a9m9 pdf by patrick J. kelly. There are also some relatively new vids on utube of debate.

    Search out (Definitive_pressure_test_Plasma) or something of that nature for a test relative to HOW this likely works.

    This video proves about as much as a video can without you trying it yourself, which I have, that small doses of water in the presence of modest air pressure indeed rise (often times double or more) when the plasma discharge occurs.

    Timing of course and air pressure and water amount directly affect results, just be careful if experimenting with this kind of power. Nothing to toy with.

    As in the original .pdf someone theorized or likened this to a “lightning and thunder effect”. If you realize what an IC engine does (without fuel) or is (basically an air pump) AND can imagine realistically what happens in a storm, then you might be closer to understanding theory of how it COULD work.

    Finally, as mentioned, I would like to say these relays are not needed for testing etc etc. Many of ways to MIX power to get a good plasma arc, and many better ways to improve spark plugs lasting longer if this is all you have to worry about, lol.

  • horatio popescu

    I cannot see the diagrames on this site “How To Build Your Own Water Car At Home”. What shell I do to see them?

    • Hi Horatio,

      You should see them now. Thanks for noticing.


  • admin

    I guess you can put some antifreeze in it, and have a heated reservoir…

  • Tim

    What does one do in winter? Wont the water freeze before it can ever be utilized by the engine…?


  • jacky

    Why the gas price is still sky high? Everybody else are idiot?

  • Mario G.

    I read D13.pdf and I can say that is the most idiotic assembly of words that I never see in my life. Technically is less that ZERO, but the most incredible thing is that people believe that those circuits are working ?!?

  • Andy

    I read the story and looked at the circuit diagrams and I’m pretty sure that this wouldn’t work. It looks like a hoax. I suppose the theory is that the water in the cylinders is quickly turned to hydrogen and oxygen and burned by a high power spark. I don’t think it is possible to turn a combustion chamber full of water mist into hydrogen and oxygen by exposing it to a little spark. The diagram indicates a voltage of 24,000 and a current of 6.3 Amps. That would be 151,200 watts of power. That would probably destroy the spark plugs quickly. The coil circuit doesn’t look like it would increase the spark power.

    I think you would have to create the hydrogen before it gets into the cylinders to make the engine run. The Stanley Meyer system seems more plausible.

  • admin

    That is all the info I have by now about those coils. There are other methods that don’t use coils, but other ways of generating square pulses. Anyway, from a glance any experimented electronics fan will be able to size a coil for the purpose of switching. It’s not complicated. You’ll find more interesting resources on how to produce hydrogen to fuel a car and others here… Enjoy!

  • Randy

    Quite interesting. Is there another place with a little more detail on the coils? Is the distributor used? Will the man take cash in an anonymous account?

    All your other articles are very good, as well.

  • admin


    Thank you for the observation. The pictures should now show up properly.
    I’m glad you liked my website, and I’m expecting your visits again and again!

    Have a nice day,

  • Allan Sanford

    The diagrams at the end of the just published article on converting a car to water fuel, don’t appear on my screen. How can I view them?


    A terrific site. Keep it up.