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The SV1 utilizes a single venturi with special port layouts and very high cfm ratings that were previously unattainable. Due to its high amounts of signal and shift recovery the SV1 uses 4150 style 2 circuit metering blocks and gaskets. There is no intermediate circuit required to assist in throttle response and shift recovery (like most 1050 cfm and larger four barrels prefer and require).




The unique quadrant tuneable SV1 booster design (which allows your main jetting to effect each quadrant or corner of the carburetor) has an exceptionally low lift point and the throttle shaft and blade does not impede signal generation, so the SV1 offers previously unattainable levels of low speed and shift recovery signal.

As you roll into the throttle on other designs, the throttle blade is in the way of the booster until it gets to wide open throttle. On the SV1, the booster begins receiving signal the moment the blade even begins to open. This offers faster priming of the metering system so the SV1 will jump right up on even the tightest converters. It also gives the SV1 incredibly smooth and very nice driveability. You will be impressed by how nice the design drives and idles.

The amazing idle quality is simply a result of a better layout. You see on four barrel designs, the backside of the blade only allows in "clean air". You really only have an opening at the front and rear of the blades to atomize the idle fuel, the sides of the blades (inline with the shaft), stay snug to the venturi at all times, acting like a divider. But there is another divider. On all four barrel designs, zero or very little fuel can make it to the opposite side of the blade as the throttle shaft acts like a drip rail and (divides) cuts the fuel off from traveling to this "clean air" side. So on four barrel carburetors, only the outside edge of the blade gets fuel. The inside edge towards the center of the body gets no fuel and only passes (or mostly passes) clean air into the engine. So half of the air entering the engine is improperly lean. To compensate, on four barrel carburetors, the fuel port side of the blade must be kept improperly rich to get a good "average".

Clean air is the enemy in an engine as it typically stays clean as it easily travels through the intake in the direction of any cylinder or cylinders it wishes to feed.


On the SV1 the front half AND the rear half of the blade are exposed to fuel delivery ports so there are no "clean air" openings available to bypass these idle fuel ports (so no stray "clean air" streams can occur). On the SV1, every place where air comes into the engine, offers mixture screw controllable atomized fuel (it's also unblocked as there is no throttle shaft divider keeping half of the blade from access to a fuel port). This idle fuel is then drawn around the perimeter of the very large blade and is atomized over this very large surface area and that really improves the idle quality and evens up the distribution.


This much improved idle quality/atomization configuration is very important to Nitrous applications as it keeps your cold nitrous plugs from fouling out, so they stay clean and ready to go. It's great for street and bracket racing/throttle stop cars too.

Another advantage to the single blade design is also obvious. Four barrel carburetor designs require the throttle shaft and blade to be located directly under the center of the booster. This layout impedes the boosters ability to quickly respond to air speed changes. The SV1 uses a booster design that does not rely on a signal generating center (like an annular, aerosol or dog leg booster). So on the SV1, the throttle blade and shaft location are no longer a factor. On the SV1, the whole booster length generates signal and because the blade and shaft are no longer a "signal blocker", when air speed suddenly changes (during a shift or the engagement of nitrous) you get more instant response to these changes and faster shift recovery time as a result. This reduces lean spikes. So you can stand on your nitrous tune up even harder without worry of going lean on the shifts or during nitrous engagement and encountering a loaded nitrous backfire. This also makes the carburetor very consistent for bracket racing and throttle stop type applications as well.




>>>>>>>>>>>>>>>>>>>>>>>>>>>>>From the Prosystems web site

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It is like you are talking dirty to everyone here on the board along with blowing into our ears

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I'm not saying it's a bad piece, and it may be better out of the box for the average Joe that doesn't understand carbs, but to say it's got better throttle response than a tuned Dominator is stretching it.....

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We can all take stabs in the dark and have a good 50% chance of being right...
Myself,,, I'd like to hear somebody that bolted it on, and tried it. And I don't give a turd about idle, Its the whole response and staging and driving around thats important. I believe it could make more horse power, but hows the manners.

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We can all take stabs in the dark and have a good 50% chance of being right...
Myself,,, I'd like to hear somebody that bolted it on, and tried it. And I don't give a turd about idle, Its the whole response and staging and driving around thats important. I believe it could make more horse power, but hows the manners.

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You don't care about idle? You don't care about fouling plugs, but you care about part throttle driveability??? that makes a lot of sense.......

Come to Oklahoma and I'll take you for a ride in my GTS Dart with a Dominator........It fires up at the crank of the key, idles like a kitten, has awesome throttle response, and drives around smoothly like a two barrel.......

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http://www.competitionplus.com/index.php...rburetor-design

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Nice find Jim

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We can all take stabs in the dark and have a good 50% chance of being right...
Myself,,, I'd like to hear somebody that bolted it on, and tried it. And I don't give a turd about idle, Its the whole response and staging and driving around thats important. I believe it could make more horse power, but hows the manners.

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You don't care about idle? You don't care about fouling plugs, but you care about part throttle driveability??? that makes a lot of sense.......

Come to Oklahoma and I'll take you for a ride in my GTS Dart with a Dominator........It fires up at the crank of the key, idles like a kitten, has awesome throttle response, and drives around smoothly like a two barrel.......

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Hey, thanks for the invite! I'd like to take you up on the offer, I'm sure It does everything you say and more. And I'm by no means knocking your tuning skills, I don't even know you.

Alls I'm sayin' is this thing might not be a turd. I'd like to see if it is what they say it is. I was trying to talk one of my sponsors into Getting a "demo"

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I just saw in the 2010 NMRA rule book that if anyone is running the SV1 they will have to add 25 pounds to the car.i guess that says a lot about the carb.i have a prosystem dominator but I don't see me buying the sv1 carb but you never know

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I thought winter was over, especially in Oklahoma.....

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It actually snowed this past Saturday and Sunday, but the track was open today for TNT.....

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I just spoke with Joe Nova,he bolted the SV1 on his car,,,,,,couldn't wait for me.Set the idle air screws,the floats were right on .The old carb liked an 1100 rpm idle.The SV1 idles at 800 rpm.Rise time real quick,took it for a blast.There is a new problem.The 18 x 33's won't stay stuck gunna have to try the slicks

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If it idles at 800 now and was at 1,100 before, that just says he had the wrong carb before and/or didn't know how to tune the one he had.....

I'm not saying it's a bad piece, and it may be better out of the box for the average Joe that doesn't understand carbs, but to say it's got better throttle response than a tuned Dominator is stretching it.....

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....I guess 2 SV1's will be way too much CFM for my conservitive build

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I agree.....9.90's out of a blown Hemi is pretty conservative.......

Wayne

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We can all take stabs in the dark and have a good 50% chance of being right...
Myself,,, I'd like to hear somebody that bolted it on, and tried it. And I don't give a turd about idle, Its the whole response and staging and driving around thats important. I believe it could make more horse power, but hows the manners.

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You don't care about idle? You don't care about fouling plugs, but you care about part throttle driveability??? that makes a lot of sense.......

Come to Oklahoma and I'll take you for a ride in my GTS Dart with a Dominator........It fires up at the crank of the key, idles like a kitten, has awesome throttle response, and drives around smoothly like a two barrel.......

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Sounds like a good peice but what do I know.
I do know that I would love to take you up on that offer if I was closer. I would have to bring my car as well because my dominator doesn't do any of what you listed except run well wide open.

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I thought winter was over, especially in Oklahoma.....

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It actually snowed this past Saturday and Sunday, but the track was open today for TNT.....

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I just spoke with Joe Nova,he bolted the SV1 on his car,,,,,,couldn't wait for me.Set the idle air screws,the floats were right on .The old carb liked an 1100 rpm idle.The SV1 idles at 800 rpm.Rise time real quick,took it for a blast.There is a new problem.The 18 x 33's won't stay stuck gunna have to try the slicks

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If it idles at 800 now and was at 1,100 before, that just says he had the wrong carb before and/or didn't know how to tune the one he had.....

I'm not saying it's a bad piece, and it may be better out of the box for the average Joe that doesn't understand carbs, but to say it's got better throttle response than a tuned Dominator is stretching it.....

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....I guess 2 SV1's will be way too much CFM for my conservitive build

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I agree.....9.90's out of a blown Hemi is pretty conservative.......

Wayne

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From what I've read about that blown HEMI,it's 13% underdriven with tiny holley 750's and 5 lbs of boost.Sounds more like a conservitive tune up.That combo could make upwards of 1400 hp with a pair of SV1 carbs and some overdrive.

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Sounds like a good peice but what do I know.
I do know that I would love to take you up on that offer if I was closer. I would have to bring my car as well because my dominator doesn't do any of what you listed except run well wide open.

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My Dominator has been conservatively tuned up by Porter for my combo.......All I had to do was jet it.......

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we made 1180 hp all motor

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Sounds like a good peice but what do I know.
I do know that I would love to take you up on that offer if I was closer. I would have to bring my car as well because my dominator doesn't do any of what you listed except run well wide open.

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My Dominator has been conservatively tuned up by Porter for my combo.......All I had to do was jet it.......

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