Just wondering if anyone has tried the Pro Systems SV1 carb? I did a search on here and didn't get any hits. It's been out for a couple years now and they may have the bugs worked out of it. It's a single Venturi carb similar to a Flying Toilet that is supposed to eliminate any "clean air" which is air that passes through without mixing with any atomized fuel. It looks like there are some positives and negatives listed in reviews online and I was just wondering if anyone on here has tried one or if you know someone who has. Thanks!!
two of my furd buddies run them . both swear by them on the dyno and track one is a 394 sbf makes around 800, the other has run it on both a 471" Windsor around 880 hp and on his 400sbf comp engine makes just shy of 1000hp some love them others not so much
I have one for my 464 build, te2 cnc ported heads. Motor is going together now, looking to make 750ish maybe a little more. Heads going on my refresh 464 with 11.5 compression, new block being built with girdle and good rods looming for 13.5 to 14 for block. I loved my prosystems 4150 I had and have all the confidence my sv1 with work as Patrick says
Well I took the plunge yesterday and ordered one from JEGS to put on Rick Millers old car. I've been chasing gremlins every time I take it out. First it was the spark plugs, it looked like they had almost closed up while sitting over the winter. (Never seen that before!!) Then it would miss and break up after going into 2nd. That ended up being a corroded magnetic pick up in the MSD distributor. Then the MSD 7 ignition box decided it was overworked and underpaid so it quit!! Rick said it was always a 9.7-9.8 car and others have said the same thing, but the best I've been able to manage is a 10.23 at 139 mph. So I'm gonna replace the Quick Fuel 1250 with the SV1 and try to find the lost 4.5 tenths. If the weather looks good I'm thinking of heading to Norwalk this weekend to try it out! Anyone else heading out there?? Thanks!!
Let me know how you like it, if you need assistance you won't find a better company than prosystem. I have even called them on Sat from the racetrack. The av1 is not tuned lime like a regular domint or 4150 in the fact you can actually tunexpected certain rpm ranges not just main metering. What size butterfly dud you get mine is the 110mm I had to open my sp2 intake a lot to get the butterfly to even open up
I thought I was getting the 110, but when it got here there is conflicting info on the paperwork. In one place it says 110mm and then in another spot it says the "plate opening" is 98mm. I'm interpreting the plate opening as the butterfly and maybe I'm wrong in doing so. It's interesting to me that it came in a plain brown wrapper. Unmarked cardboard, no owners packet or info, not even any basic instructions or guidelines. The only thing that came with it is a build sheet showing an order number and the jets used. I bought a new Quick Fuel 1050 for my 70 GS455 last year and it came with a book in three languages, notices of all kinds, various pamphlets, decals, warranty card, etc... The SV1 looks brand new and doesn't smell like gas or have any bolt marks on it where it might have been bolted on and returned. Who knows? I think I may try to call Patrick tomorrow just to make sure everything sounds alright to him before bolting it on. Philip T.
I have an HVH Super Sucker on it now but that's gonna have to go with the SV1. I figure I will just get an open plenum spacer to isolate the carb from the intake a little. Hey Bens99gtp, were you going to use a spacer on yours at all? I don't know if that would alleviate the need to do any re-shaping on the intake opening...or maybe using a spacer is not recommended for use with the SV1....but how would I know since I didn't get any information with mine!! LOL Philip T.
I am using the sp2, I had a lot of work done to by Bob at finish line when he did my heads pic 1 is how I received it from him with a 4500 gasket on top, my 110mm would not open at all, I ended up taking the intake and having the rest of those pads cut off. I have an old .038 piston which is slightly bigger than my butterfly, it now fits all the way to the floor of my intake. I plan on running a spacer, when I talked to Patrick he said a normal dominator gasket and spacer works. I plan on getting the mach 2 spacer from them along with their throttle bracket. Be aware the bowl and metering block gaskets are not 100% the same as normal holly stuff. But the gaskets are very reasonable from them at under 2 bucks each. I did not get a lot of stuff with either carb I bought either, just a build sheet showing jetting range and all the info I can't read but means something to them.. I will add a pic tomorrow of my opening now after machining
I will be looking forward to hearing how you like it. I am guessing it will take me some tinkering to get it fully tuned on my car, I only wish I had a a good dominator to swap and see what the difference is between them.
Though if this weather does change nothing is going run what it should or could, Norwalk will be greasy and the DA has got to be terrible.
Hey Ben, I had planned on installing it at Norwalk, I even stopped at Summit on the way out there to get new base gaskets for the install. However, the first problem I had was negligence on my part. I didn't check the parts Summit put in the bag. They gave me a 10 pack of gaskets for a 4150 instead of a 4500. And in case you haven't been to Summit, you order at one counter and then watch the video screen as your name goes through the various stages of picking, checking, loading, cashier, etc. Then when it says ready, you go to a different counter and pick up a nicely packaged bag that's ready to go. I guess I was in awe at the magnitude and the size and all of the drool-worthy shiny things on display that I didn't even look in my bags to see if I got what I had ordered! Shame on me!! When I got to Norwalk Saturday morning, I parked next to John Zerucha and Chris.... I can't remember his last name. Has a really nice 67 GS400 with a Tomahawk in it that was running deep in the 9's. He actually broke his camshaft that day at Norwalk. Anyway, between John and Chris I begged two new 4500 base gaskets, one for the intake and one for the spacer. Great!! I unpacked the SV1 and when comparing it to the Quick Fuel 1250 I had just taken off, I saw that the fittings for the fuel inlets were a much larger diameter. So back to the beg/borrow trail...and I was unfortunately unable to scrounge any of the correct fittings. But my troubles didn't stop there, par for my course!! I bolted the Quick Fuel back on, with new gaskets and headed for the staging lanes for my first run of the day. Did my burnout, staged, and everything's normal. Launched, hit second and as I went to shift into third I glanced at the oil pressure gauge and instead of the needle pointing toward the 2 o'clock--3 o'clock range, (60-80 psi) it's pointing toward the 9 o'clock--10 o'clock range, (which is in the 20-30 psi range). I'm a big picture guy, and it's just as well when speeding down the track. I don't take the time to examine the gauge to read the exact number, I glance and get the general range of the psi. So I got out of the throttle and basically idled back to the pits, watching the op gauge the whole time. It stayed at 20 psi instead of the normal 35-40 at idle. After letting it cool down the first thing I did was pull the oil filter. Pretty easy on this car because it's a remote mount on the fender well. The filter looked good. Drained the pan and you could see just a slight haze of something shiny in the oil. John Zerucha said that to him, it looked like any BBB using a bronze distributor gear. So I put on a new filter, refilled the crankcase and fired it up. OP went right up to 40-50 at idle, which is where it always was when cold. So I'm not sure what happened! The roller coaster of emotion from thinking I've killed my engine to thinking it may be ok was enough for me to call it a day. Very happy to be able to load the car into the trailer under its own power! I don't know if the gauge went haywire or??? I planned on taking the car out and doing a little easy run up through the gears a couple times while closely watching the oil but we had rain the next two weekends and we had plans the following weekend. It looks like it may happen Saturday. I want to make sure the engine's ok before I put the new carb on. Sorry for such a long post, but I wanted to give you the whole rundown. By the way, I did stop at Summit on the way home and got the right gaskets and fittings so I will be ready when the time comes!! Philip T.
Summit is an crazy place been there lots of times. Johe is a great guy he did my iron heads years ago. I did not know the bowl fittings were any different? Patrick never said that. Will have to check mine. Hopefully this weekend I can start getting my motor together with my new te2 heads and get some passes this season
Ben, I just checked my ticket from Summit to get the fitting info for you. Summit Part Number RUS-640220 #6 Male Dual Holley RPU This was to connect my fuel lines to the carb, lines are -6 AN Female. So it basically needed a bushing which is double male.
Maybe the quick fuel has a different thread than the hollet base carbs. We already run this http://www.prosystemsracing.com/catalog/item/5164392/9844188.htm Says it's fits my old 4150 and the sv1, but both are using standard holly threads
The part number is for a set of Russell fittings that are 7/8 20 and -6 AN. Then inlet on my Quick Fuel is probably 5/8 or 11/16.
