Interesting new carburetor from Pro Systems

lluciano77 · Post by **lluciano77** » Thu Oct 29, 2009 11:25 pm

From looking at the pictures, the Pro Systems boosters look like the C&S Aerosol boosters. Somehow they connect them together and both the traditional "primary and secondary" sides of the carb share in metering through a common tube. This would seem to add yet another dimension to Holley style tuning. I wonder where they set the kill bleeds and the e-holes. Do these have an effect on the other side of the carb now as changes are made to the boosters? Are the boosters going to teeter totter as you tune, or will they be independent as you enlarge or decrease the dia. of the booster discharge holes?

Troy Patterson · Post by **Troy Patterson** » Fri Oct 30, 2009 2:11 pm

Fuel delivery tubes in this carburetor is the weak point as is the case with the C&S Aerosol booster, the Kendig / Fish carb boosters. With the Kendig they countered the problem with a variable venturi. It'd be better with annular boosters hung in it - for the fuel delivery characteristics.

Troy Patterson TMPCarbs.net TMP Carbs

289nate · Post by **289nate** » Fri Oct 30, 2009 3:10 pm

If you took the time to read about this carb you would have seen where the air cleaner issue is addressed.

Troy Patterson · Post by **Troy Patterson** » Fri Oct 30, 2009 9:22 pm

289nate wrote:If you took the time to read about this carb you would have seen where the air cleaner issue is addressed.

It's great the carb is as low as it is for it's size, what I'm not crazy about is the fuel delivery tubes used in place of boosters. There is a specific fuel / signal curve which is design specific that I am referring to.

By the way, how's that engine of yours? Haven't heard any more about it. Have you run it thru the 1/4 mile? Do tell.

Troy Patterson TMPCarbs.net TMP Carbs

lluciano77 · Post by **lluciano77** » Fri Oct 30, 2009 10:49 pm

289nate wrote:If you took the time to read about this carb you would have seen where the air cleaner issue is addressed.

It was a joke...ah never mind.

289nate · Post by **289nate** » Sat Oct 31, 2009 3:10 am

lluciano77 wrote:
289nate wrote:If you took the time to read about this carb you would have seen where the air cleaner issue is addressed.
It was a joke...ah never mind.

Right on. I just wasn't sure and someone else mentioned it as well I believe. I did think your post was clever and funny.

Hey Troy. Hope all is well up North. With a 4 month old baby girl (did I tell you Marsha and I got married?) I don't have much time for the car these days. I made it out to the 1/4 mile once. At Famoso in Bakersfield (LACR is long gone now) and no tuning it ran an 11.38 at 120.35 with a 1.636 60'. For a little street friendly 10:1 comp pump gas 289 I was happy to see it has some potential. This is with a 950 Holley HP based Pro Systems carb and 1.80 base plate. Still the same weekend toy '65 Mustang fastback you remember with Shelby style suspension set up for cornering and the same little 26 x 8.5 M/T slicks which is evident by the slow 60 ft.

Post by **jmarkaudio** » Sat Oct 31, 2009 11:08 am

lluciano77 wrote:From looking at the pictures, the Pro Systems boosters look like the C&S Aerosol boosters. Somehow they connect them together and both the traditional "primary and secondary" sides of the carb share in metering through a common tube. This would seem to add yet another dimension to Holley style tuning. I wonder where they set the kill bleeds and the e-holes. Do these have an effect on the other side of the carb now as changes are made to the boosters? Are the boosters going to teeter totter as you tune, or will they be independent as you enlarge or decrease the dia. of the booster discharge holes?

According to their site, the tubes are divided in the middle. To get enough signal... I would think minimal kill/e-bleeds and a small main bleed similar to the C&S carbs.

Troy Patterson · Post by **Troy Patterson** » Sat Oct 31, 2009 3:07 pm

289nate wrote:
lluciano77 wrote:
289nate wrote:If you took the time to read about this carb you would have seen where the air cleaner issue is addressed.
It was a joke...ah never mind.
Right on. I just wasn't sure and someone else mentioned it as well I believe. I did think your post was clever and funny.

Hey Troy. Hope all is well up North. With a 4 month old baby girl (did I tell you Marsha and I got married?) I don't have much time for the car these days. I made it out to the 1/4 mile once. At Famoso in Bakersfield (LACR is long gone now) and no tuning it ran an 11.38 at 120.35 with a 1.636 60'. For a little street friendly 10:1 comp pump gas 289 I was happy to see it has some potential. This is with a 950 Holley HP based Pro Systems carb and 1.80 base plate. Still the same weekend toy '65 Mustang fastback you remember with Shelby style suspension set up for cornering and the same little 26 x 8.5 M/T slicks which is evident by the slow 60 ft.

Congratulations on both marriage and the baby!!!!!!

Those are very impressive numbers. That's making some horsepower for sure. You weren't able to get traction before, I can imagine getting it off the line with those little slicks is harder still.

Troy Patterson TMPCarbs.net TMP Carbs

PRO SYSTEMS · Post by **PRO SYSTEMS** » Fri Nov 06, 2009 9:32 am

Sorry guys I don't get in here much. Especially since the release of the SV1 as we have been quite busy with it in both track testing and dyno testing in the last 8 months.

Mark had some very good questions.

Mark Whitener Quote: According to their site, the tubes are divided in the middle.

Answer: This is to allow you to tune each quadrant of the carb so each jet effects its own 1/4 of the carburetor. You can also remove the o ring sealed boosters and drill out the hole passages to fine tune them even further if you have a leaner cylinder in the middle or the edge that needs extra fuel directed toward it. The boosters just slide out.

Mark Whitener Quote: To get enough signal... I would think minimal kill/e-bleeds and a small main bleed similar to the C&S carbs.

Actually its quite the opposite. The C and S generates signal only from its tip. The SV1 generates signal all along its length communicating with the whole venturi. The signal ratio is very high and communication with the metering block is so instant we can run very large hi speed air bleeds and we use a minimum 5 stage emulsion system PLUS we use a kill bleed to further bleed off extra signal to fine tune it.

An 1100 cfm version we just took off the dyno for a customer used 7-.028ish bleed channels communicating through .041 hi speed air bleeds.

We will begin releasing dyno figures from independent sources as they come in. The first SV1's began shipping out yesterday and independent dyno figures are to follow.

OK back at it...I'll try and stop back tonight or in the next couple of days.

Thanks for your interest.

Patrick James
PRO SYSTEMS

aaron p · Post by **aaron p** » Sat Nov 07, 2009 4:39 pm

Looks very very cool Patrick. Im sure it will do very well as everything you seem to touch does well. Wonder how 2 of the big ones would do on a sheet-metal. Split SV1s?

GREG K · Post by **GREG K** » Sat Nov 07, 2009 6:41 pm

hahaha...

lluciano77 · Post by **lluciano77** » Sun Nov 08, 2009 8:48 am

I was the C&S referencing, and kill bleed questions guy. Thanks for the replies.

From my research, a larger e-hole, kill bleed, or air bleed, will have the potential for better atomization. The limiting factor being you need to still arrive at the correct mixture.

You say the SV1 is using 5 e-hole, larger kill bleeds successfully. I couldn't get my BG carb to work well without reverting back to the 2 hole oldschool design. At the same AFR and with the old Holley e-hole config., I gained a few inches of vacuum pretty much everywhere but WOT. From what I understand, as the droplet size gets too small, the fuel starts to cling back together and chug through instead of mist so to speak.

The reason I mentioned the above, is that your company claims a lower idle speed capability. I am sure in back to back testing the carbs would be tuned for best idle. What I am getting at here is if you guys have been
able to get atomize better with these boosters without hitting the chugging point? Or is it that the booster that goes all the way across the venturi, uses about the same droplet size, and just delivers more evenly to each cylinder?

fastlx · Post by **fastlx** » Sun Nov 29, 2009 7:40 pm

More news ???

mbrooks · Post by **mbrooks** » Sun Jan 17, 2010 12:34 pm

any dyno reports?