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                Taken from KeelyNet BBS (214) 324-3501
                     Sponsored by Vangard Sciences
                              PO BOX 1031
                          Mesquite, TX 75150
                            March 23, 1990

This article on the EMA-4 engine was one that appeared in a magazine
called `The Probe The Unknown' in June 1973. It was in one of my
boxes marked STUFF.  I don't know where I had picked it up, but I
thought it might be of some interest to you.  If anyone has more
information on this please let us know, so that it can be included on
the KeelyNet BBS.

                                                     Ron Barker

                      THE ENGINE THAT RUNS ITSELF

          An unconventional approach to harnessing energy has
     created a motor that requires no fuel and produces no waste.
              It's inventor say it is the answer to man's
                  transportation and power problems.
                           By Jack Scagnetti

       Rationing in Effect as Winter Catches U.S. Short of Fuel.
                Fuel shortage May Curtail Rail Service.
               Smog-Proofed Autos Choking on Own Fumes.
                 U.S. May Approve Gasoline Rationing.
               Pace Picks up in Quest for Clean Engines.
               - Newspaper headlines from January, 1973

   Catastrophic Problems, aren't they?  Not only are we taking more
out of the earth than the earth has to give, but we're also using what
we take to ruin the air above.

   Sitting in a small laboratory in Van Nuys, California is a curious
creation which, based on the results of dynamometer tests and other
rigid trials, claims to be the solution.  It's called the EMA
(electro-magnetic association) motor and, in technical jargon, is
described as "digital-pulsed," "time-phased" and "servo-controlled."
Developed by EvGray Enterprises, an independent research and
development firm, the unique engine runs on the principle of electro-
magnetic transformation.

   In terms more meaningful to the layman, the EMA motor requires no
fossil fuel, recycles its own energy, creates no waste and is
extremely quiet. Its size, weight and horsepower ratios are comparable
to motors and turbines now in use.

   The EMA's only external power source consists of four 6-volt
batteries which never need recharging and which have the same life
expectancy as the standard automobile battery.  EvGray claims the
motor duplicates the power and torque characteristics of internal
combustion engines of similar size and weight, and the Federal and
State Air Resources Board has granted the inventors a permit to
further prove this claim by installing the EMA in test vehicles.

   Edwin Gray, Sr., president of EvGray, predicts production costs of
the EMA will be comparable to present motors and maintenance costs
will be far less. "The EMA motor promises to make the world a cleaner
place in which to live," says Gray, who has spent 12 years developing
the engine. "Perfection of the EMA motor as a generating source could
mean the availability of inexpensive power to underdeveloped nations."

   EvGray expects the EMA Motor - when tailored for specific
applications - to become a desired replacement for virtually all power
systems now in use. The full spectrum of possibilities includes:

     (1) industrial engines for application of portable welding
         generators, standby electric generators, portable battery
         charger, portable power tools, portable lifting
         equipment, and industrial utility vehicles;
     (2) engines for agricultural equipment for use on lawn
         tractors, lawn mowers, soil and harvesting equipment,
         horticultural equipment, and irrigation booster pumps;
     (3) engines for building and construction equipment,
         including portable building equipment, concrete mixers,
         portable conveyors, portable compressors, and
         construction machinery;
     (4) aircraft, automotive and marine engines, including
         automobiles, trucks, outboard motorboats, auxiliary yacht
         engines, lifeboats, light aircraft, and auxiliary glider
         engines
     (5) engines for household and recreational equipment,
         including small lawn mower, snowmobiles, golf carts and
         snow blowers;
     (6) engines for heavy transportation and stationary uses,
         including railroad locomotives, ships, pumping sets for
         atomic reactors, generator sets, and jet aircraft
         engines;
     (7) miscellaneous applications, including fire-fighting
         pumps, airconditioning units for buses, refrigeration
         units for trucks, and special military purposes
         (generator sets, gas turbine, starter units, etc.).

                     LIGHTING AND "ENERGY SPIKES"

   Gray describes the operation of his EMA motor as "similar to re-
creating lightning." He says the engineering and scientific world has
known this re-creation is possible but hasn't known how to do it.
"When lightning hits the ground, causing a 10-million-volt buildup,
where does energy come from to make it from a static charge to a
lethal charge?  Nobody really knows."

   Richard B. Hackenberger, Sr., vice-president in engineering for
EvGray, explains how the EMA motor system operates. "Power from the
high-voltage section," says Hackenberger, "is put through a system of
electrical circuitry to produce a series of high-voltage `energy
spikes.' The spikes are transferred to a small control unit, which in
turn operates the major motor unit.

   The control unit, acting in a manner similar to that of a
distributor in an internal combustion engine, regulates the spikes,
determines their polarity (whether they be north or south) and directs
their power to selected electro-magnets in the main unit.

   While this occurs, the recycle/regeneration system is recharging
the batteries with 60 to 120-amp pulses.  The electro-magnets are
located on both the rotor and stator of the large motor.  Attraction
and repulsion between the two sets of magnets causes the motor to
operate and generate horsepower.

   Once in motion, the motor recharges the batteries as a result of
the recycle/regeneration system. To prevent condensation in the main
cylinder, a half-pound of air pressure has to be maintained.  Air is
routed through the programmer for functional purposes. When the
ambient temperature is 90 degrees, the motor operates at 170 degrees."

   In short, the principle of the engine is to create electricity and
recycle energy by the factor that every time magnets are energized off
the peak of transients, a charge goes back into the battery.

   It's not a constant charge, but a pulse charge of 60 amps or
better; thus, the battery must be of high quality. The batteries for
the EMA motor are furnished by McCulloch Electronic Corporation of Los
Angeles.

   After extensive research and testing, EvGray chose the model 110-75
Energy Center, which is said to produce maximum power for its weight
and volume over an exceptionally long life span.  This is achieved
partly by use of an ultra-lightweight plastic case that minimizes dead
weight (energy-storing components comprise more than 90 percent of the
battery's weight).

   Features of the battery include extra-large plates separated by
indestructible glass-rubber separators and a specially formulated lead
oxide composition. Two of the 6-volt batteries are used for operation,
while the other two serve as a reservoir.

   Mallory Electric Corporation of Carson City, Nevada, has also made
a major contribution toward the design of the electronic pulsing
system.

                        LONG-RANGE AND POWERFUL

   Electric-powered vehicles are not new, of course, but the poor
energy-storage factor of batteries and their heavy, large size have
thus far made them impractical for use in any vehicles requiring a
long-range capacity.

   This drawback has restricted the market for electric power to small
limited performance vehicles.  The maximum range of these vehicles
when driven at 40 miles per hour has been approximately 150 miles.
Range is affected by the number of stops and starts, grades traversed,
and acceleration demands.

   The EMA motor needs only to run at 500 rpm for the normal
recharging system to work. In fact, it recharging capabilities are
such that the EvGray's next version of the engine won't have an
alternator or air pump.  The air pump will be replaced by blades on
the rotor.

   "The idea of a self-sustaining electric motor," says Gray, "at
first appears to go against much of the theory of electricity and
conservation of energy. The EMA motor does not, however, violate the
basic laws of physics, but rather utilizes them in a unique
integration in a system in order to maximize upon the characteristics
and interrelationships between electrical, magnetic, and physical
components. The EMA prototype motor has had considerable operating
test time and has been adapted to standard and automatic automobile
transmissions."

   Dynamometer tests have recorded the rpm's of EvGray's motor at 2550
constant, the torque at 66 pounds constant. Brake horsepower is 32.5
After a test run of 21 1/2 minutes, the battery voltage reading was
25.7.

   Only three surfaces make physical contact with the motor a feature
which dramatically limits friction and increases efficiency. "An
internal combustion engine is only 30 percent efficient," says Gray.
"Our engine is 90 percent efficient." A prime factor in friction
control is the so-called "magnetic vacuum," created in the drum, which
literally takes the pressure off of end bearings and allows the rotor
to float within the drum.

   "Our motor creates power surges-one behind the other-in
microseconds," says Gray. "By doing this, we are able to direct the
magnetic flux field. The magnetic flux is a coolant source, so we need
no cooling system."

   Gray says the engine is not affected by rain, heat, cold any other
type of inclement weather, or by driving through tunnels. "All this
motor needs is oxygen. The only external magnetic effect is that
another field system cannot operate within this same battery system.
The magnetic field orientation is 360 degrees in all directions."

   The new EMA prototype will weigh about 320 pounds, less than most
present internal combustion engines. It will measure 12 inches in
diameter, 18 inches in length. (Size is linear to horsepower
required.) According to Gray, further research should make it possible
to possible to reduce the size and weight through the use of lighter
metals and more sophisticated circuitry.

   Gray says most of the motor's components can be built in a machine
shop with a mill and lathe. The exceptions are the drum itself, the
electro-magnets, and a few miscellaneous items bought over the counter
in an auto supply store. The company plans to enter into worldwide
licensing agreements to manufacture the motor.

   The safety features of the EMA are impressive. There's no fan, no
exposed high-voltage component parts, no exhaust fumes, no fuel tanks
to explode, and no water reservoirs to clog up, freeze or overheat.

   EvGray believes the reliability of the engine will be excellent,
and maintenance should be the engine will be excellent, and
maintenance should be minimal because there's no carbon, water varnish
or other impurities - which occur normally as a result of burning oil
or gasoline - to damage parts. There is no carburetor to clean and
adjust, no oil filter to change, no gas filter, smog valve, gaskets,
radiator, water pump ot timing chain. Plug-in type construction makes
replacing parts quick and easy.

Gray says the training time for EMA mechanics is less than that for
mechanics working with a standard electric motor and far less than
that for those preparing to work on internal combustion engines.

   The EMA also favors the eardrums of mankind. Its noise emission is
far less than that of all other power sources, and Gray claims there
will be no increase in noise as the engine ages. In fact, electric-
motor noise is almost imperceptible when properly suppressed.

   Perhaps the reason Edwin Gray, now 48, has been able to create such
an unconventional engine is his unconventional education. One of 14
children, he began tinkering with magnets and electricity as a boy. He
left home when he was 15 and served a year in the U.S. Army before it
was discovered he was under age and he was given an honorable
discharge.  During that year, he attended an Army school for advanced
engineering. After the attack on Pearl Harbor, he reenlisted, this
time entering the Navy. After serving three years of combat duty in
the Pacific zone, he returned to civilian life and found work in the
field of mechanics. Resuming his experiments with electro-magnetic
power, he seriously examined the theory of energy used is energy
spent.

   After years of research an experimentation, Gray conducted his
first test of the EMA motor in 1961. The engine ran briefly and then
broke down. Discouraged but not defeated, he constructed a second
electro-magnetic motor, which ran for an hour and a half before
failing.

   A third prototype ran for 32 days attached to various automotive
transmissions and test equipment. It was then dismantled for analysis,
and detailed reports were prepared. After rejection by large
corporations and money promoters, Gray formed a limited partnership in
1971 and constructed the fourth EMA prototype.

   With assistance from nearly 200 private citizens, EvGray
Enterprises has spent $1.1-million in the attempt to recycle present
lost energy and redirect magnetic forces with the EMA motor.

   Dick Hackenberger, who comes from a more conventional background,
compliments Gray's raw genius with 25 years of diversified functional
and management experience in the engineering field. He holds an EE
degree from Northeastern University and is a senior engineer in the
Institute of Electrical and Electronic Engineers. Hackenberger has
held positions with the Sony Corporation of America and Sylvania
Commercial Electronics, and he has served as an engineering consultant
to the U.S. Navy.

   Other EvGray officials include Arthur M. Lange, vice-president in
charge of public relations, and George C.  Demos, vice-president in
charge marketing. Lange has served in management and public relations
capacities with both Ford and General Motors, while Demos has worded
as division general manager for Control Data, director of marketing
for RCA, and president of his own manufacturing firm.


                        RAISING A FEW EYEBROWS

   The electro-magnetic motor has attracted attention from important
government agencies, including the Environmental Protection Agency,
the Air Resources Board, and the Department of Transportation.
Governor Ronald Reagan of California last year presented Gray and his
wife, Evelyn, with a certificate of merit. Others indicating interest
in the project are congressmen Barry Goldwater, Jr., Edward R.
Roybal, Del Clawson and James C. Corman, U.S. Senator Alan Cranston,
and state senators Alfred E. Alquist and Nicholas C. Petris.

   John Brogan, head of the Environmental Protection Agency's advanced
automotive power systems development division, says his 25-man staff
has looked at approximately 20 alternate engine proposals each week
for the past two years.

   He says nearly half of the proposals are of "perpetual motion"
machines; that is, machinery that would produce continuous movement
without any outside energy source. The concept of perpetual motion
violates all known laws of thermodynamics.

   According to EvGray, some experts believe the EMA is a perpetual-
motion engine and is, therefore, invalid. Gray himself refutes this
belief. "The EMA motor is definitely not perpetual motion," he
insists. "Only those in the scientific world who understand the
theories of physics are able to comprehend how our motor works.
There's only a handful of such persons.

   "The programmer directs which magnets are to be energized for what
length of time and in what polarity. There are several attractions and
repulsions taking place at the same time."

   The search for the clean engine has seen the federal government
contribute $23-million to the development of new engines in the past
two years. General Motors, spent $36-million last year alone, and Ford
laid out $20-million. Senator John V. Tunney of California has
proposed legislation to divert $900-million from the Highway Trust
Fund into a three-year crash program to develop a clean engine.

   Meanwhile, Edwin Gray, after 12 years of research and development,
believes he has found the answer for a comparatively meager $1.1-
million. Time will tell whether or not he is right.


                   EMA-4 MOTOR PRELIMINARY TEST DATA

Input Power         12 volts dc (of a 24 volt dc system, making
                    use of a 12 volt standard starter motor).

RPM                 2550 RPM constant.

Torque              66 lbs. / constant.

Horsepower          100 HP

Brake Horsepower    32.05

Foot-pounds/minute  1.057.650

Foot-pounds/second  755 lbs. (includes 110 lbs for four 6-volt
                    batteries).

Volume              42" long x 18" wide x 22" high. (This is
                    overall geometry. including control unit, etc.
                    - The basic motor is a 16" dia. x 24"
                    cylinder, which can be repackaged into a 9"
                    dia. x 12" cylinder).

Test Run Time       21.5 minutes.

Battery Voltage     25.7 volts.
Reading at test
completion

Ambient Temperature 84 degrees constant.

Humidity            51%

Fuel Consumption    None (other than air).

Cooling             Conduction / 1/2 pound (flow through) air
                    pressure.

Magnetic Field      360 degrees-all directions during motor
Orientation         operation.

Lubrication         High temperature bearing grease (2 bearings).

Vibration           Negligible

Noise Level         No direct reading taken - without shielding,
                    no louder than small kitchen appliance,  e.g.,
                    fan, etc.

Power Hazard        Fully secure - full design safety features.
Start Mode          Simple push button - standard 12V starter
                    motor.

Operating Mode      Rheostat principle with switchable RPM
                    range(500-1300-1950-2550-3350-4100 RPM's)

Physical Condition  Motor mounted on wheeled test stand - no
                    external connections to stand.


                      EMA - 4 MOTOR BLOCK DIAGRAM


                          Mechanical Conversion
                             of Power-Drive
                         Shaft-Transmission, etc. <




 24 V       High Voltage                    Motor-
Power  > Generator  >Control Unit>Rotor/
Supply <    Circuits                  >Stator



   <  Regeneration-
         Recycle Unit
       Electronic Pulsators (C)



    Alternator<    Air Pump <
                      (B)                   (A)



BLOCK DIAGRAM OF THE EMA-4 shows how energy is transmitted from the
four 6-volt batteries (power supply) to the various stages of the
engine and returned.

Both the air pump (A) and the alternator (B) are optional equipment.
The air pump prevents condensation around the drum and provides added
assurance of air in some environments.

The alternator is not needed for most applications, including use in
vehicles, but may be desirable in heavy generator rigs.

The electric pulsators (C), which are contained in the regeneration-
recycle unit, are capable of pulsing at 200,000 times per minute, and
the pulsation at 60-to-120 amps is fed back to the batteries.


                            Submitted by : Ronald Barker,
                                           Vangard Sciences

                              FINIS