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SV1- A Perfect Uncompromised Venturi shape.
Lightweight! SV1's are 10.2 lbs. to 8.0 lbs. (dependent on cfm).
SV1's are 3 to 5 lbs. lighter! (13.2 lbs. is typical for Dominators and 10.5 lbs for 4150's).
The new Patent Pending Pro Systems SV1 Series (SV- Single Venturi) line of carburetors.
The SV Series line of carburetors are designed for maximum Nitrous use applications and high end bracket racing, class racing and street driven applications when maximum power output and all around clean crisp predictable performance from a program is required. The SV1 is a bit more expensive than our 4150 and 4500 series carburetors, so weigh your needs before considering the purchase. Our 4150 and 4500 series carburetors are we feel, the best "bang for the buck" value in the performance carburetor world. But if you are class racing or your program is maxed out or falls into the category of having specific issues that the SV1 can cure...read on.
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.
