As a wholesale supplier of after market parts and accessories, I am a
skeptic of aftermarket performance claims. I no longer trust anyone. I
have been abused by broken promises of performance claims. I have paid
the high price of engine modifications in mega dollars spent and
ending up with engines that would not live for a 100 mile trail ride
after modifications were completed.
So, I reallly wasn't e***d to add Boswell Energy Systems to our
product line up when I first read about Boswell's early claims to
Differential Vapor Injection. However, after reading a letter written
by Joe Portale, Sr. of RPG (Research Performance Group) and sent to
Jim Czekala of Dynotech, I started to investigate the possibilities of
this new technology in carburetors.
I put my skepticism aside and bacame a believer after reviewing the
numerous races won and records set utioizing Boswell Energy Systems.
My belief was further reinforced by a recent conversation with Kent
Anderson of Tri-K Sports, Maple Plain, MN
I would like to share with you excerpts from the RPG letter, my
conversation with Kent Anderson, as well as a partial listing of event
winners equipped with Boswell's.
Joe Portale of RPG said in his letter that George Boswell and Phil
Walker of Chrysler, encouraged him to explore the unknown and find the
operating window of the Boswell carbs and Super Cyclers. He said that
once in the window he became a true believer in the Boswell Principle
of Differential Vapor Injection (DVI). Joe goes on to say that
something was happening, and he wanted to know what. He said his team
had to learn each step of carburetor tuning all over, from the ground
up, to find the window. When they did, they went on to win the 1995
IJSBA Overall National Championship in Runabout 640!
The basic difference here is in the early de-stablization of the
liquid fuel into a vaporized fuel, essentially omitting the atomized
stage. Boswell calls this a phase shift, moving from liquid to gas
directly. The highly polished carb mouth are more than just "Hokey" as
Kent Anderson explained. they conceal a dimensional change milled into
the venturi that creates this rapid phase shift. This apex in the
venturi increases air speed, much as an aircraft wing creates lift.
This increased air speed in the venturi also decreases pressure,
creating a differential pressure, or relative vacuum, in the flow
paths close to the venturi walls.
Boswell adds sensing devices that he calls Trigger Circuits, along the
flow paths. These can add, slow, or reverse fuel flow as changes in
the high velocity path demand, and you suddenly have INSTANTANEOUS
THROTTLE RESPONSE UNDER ALL CONDITIONS, resulting in near instant
Most engine builders realize that you can pack as much as 30% more
vapor into the same displacement as stomized fuel. As kent Anderson
stated, Jetting Charts of the past have no meaning with the Boswell's.
His Pro Stock Storm with standard carbs was jetted with over 800 mains
and when he received his Boswell's with 500 mains installed he was on
the phone to Boswell to voice his concern. George Boswell assured him
the 500 mains would not burn down his engine and to give them a try.
Geroge Boswell states when you inject vapor into a motor, everything
changes. Joe Portale states "It's like 1910 and you're looking at your
first motor all over again, except this time there are no emissions of
unburned fuel, no carbon monoxide, no waste. (no catalytic
converters!)". Remember folks, were talking about 2-stroke engines
Joe Portale states "Because the combustion chamber size is fixed, we
use less fuel to fill it with vapor than we do with atomized fuel."
(That means we will get better fuel mileage too!)
Because the fuel is releasing heat energy as it vaporizes it tends to
cool the motor much the same way freon cools air. Fuel vapor can be as
much as -100 degrees F as it enters the motor, and quite capable of
absorbing heat, while flashing to a temperature where it is no longer
capable of phasing back onto liquid under compression. This eliminates
a major tuning problem in conventional carburetors, and wer get higher
HP at lower exhaust temps (by as much as 500 degrees).
Because fuel vapor burns 400 times faster than atomized fuel, and 30%
more vapor can be compressed into a chamber, combustion chamber design
limits can be thrown out the window too, clains Joe Portale. Boswell's
Principle of Differential Vapor Injection most likely will led to
entire new engine designs.
Because of the fuel vapor's tendency to equalize under pressure,
elevation changes of 7,000 feet have been reported with no jetting
changes. Boswell states that once in the vapor window stability is
Something is happening here as everyone will attest and it is giving
higher HP and Torque, at lower BSFC, EGT's and fuel flows. And all of
this with near zero emissions!
The bottom line is HP in a performance engine, and as Joe Portale
discovered, a 10 - 15 HP gain is truley achievable on a properly tuned
Boswell Carb and Super Cycler combo.
The Super Cycler in effect, captures the return pulse energy at the
boundary layer and prevents it from re-entry into the carb, by
reversing it and adding it back to int intake flow. this
super-charging effect is measurable, however, it must be tuned in, not
just bolted on.
Boswell's are not interchangeable with any other known carburetor
because they are not really caarburetors anymore. They have become
vapor injectors! Not fuel droplet injectors, with all kinds of
electronic or mechanical controls attached, but simple mechanical
vapor injectors. Its a whole new world in fuel delivery systems, with
new rules and new standards.
Kent Anderson stated his first encounter with Boswells came the day
Tom Zeller set a world speed record in NSSR 1995 competition of 140.7
mph on a '94 Storm. He stated Tom pushed the record up by 4 mph. The
competitors felt perhaps the rules were being bent because for the
past few seasons they had been challenging the record with increases
of 1/10 mph. To have someone jump the record by 4mph in one week was
Kent stated that after he discovered Tom Zeller's subtle change, he
put a set of Boswell's on the very next week. Kent when on to state
that he run out of season to capture the record, but watch out Tom
Zeller, He will have his Boswell's tuned and ready for next season.
Partial List of Real World Winners:
Dale Loritz and Jeff Judwig took First and Second at the Eagle River
World Championship and Camoplast formula 1 series.
Sam Rivers set a world record of 120mph on a '94 XLT
Mike Knapp won ISR World Series Champion 700 Improved Stock and 1000
Improved Stock in 1995
Dale Loritz: '95 world Champion, 1st place Champ 440, 2nd place F1
Wahl to Wahl wins (9 for 9)
Terry Wahl wins 3 of 4 Boswell Super Sled Series Races for a $50,000
Dave Wahl: World Champion Eagle River F1, 1st Place Brainerd, MN, 1st
place Boswell Super Sled Series, Beausejour
Mike Houle: F1 & F3 Champion Eagle River
Jerry Solem: Pro-Stock '95 World Champion
Mike Campbell: F3
The list goes on and on but I feel Joe Portale of RPG sums it up best
when he stated "We ain't all crazy, Just nuts about our Boswell's".
Sorry this posting is so long, but I am truly e***d about this
emerging fuel delivery system and I am proud to offer this product to
our dealer network.
If you would like specific information to convert your snowmobile,
please feel free to respond by E-Mail.
Equipment Chase - (product supplier)
Postal: PO Box 3010
Minot,ND 58701-3010 USA