A brief History of the Harmony Technology

 

As with most great innovators, Joachim Wagner (then a student at the Fachhochschule in Ravensburg, Germany) had a bee in his bonnet; the iniquities of the internal combustion engine.

Greatly encouraged by his professor who, just like Joachim, found the fact that that which had to be learned for his degree did not (and still does not) correspond to the way things in the real world actually function a considerable annoyance, Joachim set about studying both the prescribed texts and reality in parallel.

Following the receipt of his degree, Joachim continued with his researches into improving the internal combustion engine which, even today, is not significantly different to those produced more than a century ago.

Not being burdened with the multi-million research budget of a car manufacturer, his determination to improve performance whilst reducing both fuel consumption and exhaust emissions forced him to think ever smaller until he finally focussed his attentions upon the spark in the cylinder.

Conventional “wisdom” states that, once the distributor had sent the electricity on its way to the spark plug, nothing could be done. Joachim thought otherwise and began looking at ways to remove the high degree of chaos from the spark itself. Clearly, to attain his end, he would have to influence the electron stream itself; a venture hitherto untried.

Over some years, it was discovered that, in order to attain the necessary speed, all metal must be eliminated from any correction device. Further, that direct intervention was counter-productive. Finally, the Harmony Dielectricum using resonance fields to “suggest” order to the electron stream proved to be the long-sought solution. The result can be seen in these two sketches of typical burn process within a cylinder before and after correction.


Some time later, almost in fun and a sense of “what have I got to lose”, Joachim added two of his resonating devices to the front shock absorbers of his car which were causing him problems with cornering at speed. Even Joachim was amazed by the dramatic increase in balance and precision, an event which lead to much thought and further experimentation.

It soon became clear that applying correction to the electron stream should, logically, influence everything no matter whether it appears to be dynamic or “static”. Over a period of thirteen years, Joachim managed to drive a Ford Escort for more than 345,000 miles and still get it through the TÜV (the German MOT). This experiment was only terminated when his mother gave him a new car upon condition that he have the rather dilapidated Escort scrapped.

Not only in motor cars but in any material, there is a reduction in wear and tear which can yield significant cost-reduction benefits. The most dramatic example so far tested was on a water pump in a nuclear reactor. Due to the highly corrosive effects of radioactive water, these pumps have to be replaced every few weeks. Radioactivity is extremely chaotic. Removing the chaos resulted in the pump, upon examination, to evidence no significant wear. Relaxation of the safety rules was, however, not granted and so the application did not proceed.
Nonetheless, ordering the flow of whatever liquid of gas is being pumped, reduces wear and can lead to significant extension of useful life.

Both refinements of the technology and the development of devices for specialised applications indicate how flexible this technology can be.

Both Joachim Wagner and Karma Singh are of the opinion that not even the surface of potential applications has been significantly scratched.

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