I grew up around a shop in the 1950's where we specialized in somewhat off the wall projects. My father was the first man in Nashville Tennessee to work on automatic transmissions, he converted V-12 Lincoln Zephyr distributors to run on his own flathead Ford V8 race car, and built those distributors for his competitors, and he was the best independent shop carburetor specialist in the southeastern US. A GM field engineer made Dad's shop an unofficial research facility when they were trying to make the 1953 Rochester 4 barrel work, and some of the modifications he and dad figured out were incorporated into the 1954 production carbs. It was an interesting place for a curious kid with a burning interest in everything automotive to hang out.
Some pretty notable factory progressive linkage attempts were the Pontiac Tri-Power, the Oldsmobile J-2, the Buick straight 8 with two carbs, the Hudson Twin-H, and the Corvair Spyder with 4 carbs, one on each side that opened quickly near full throttle. All of these setups had one thing in common- - - - -they sucked like a Hoover upright vacuum cleaner!
If an engine has more than one carb, they need to be synchronized and completely matched for airflow and metering.
Jerry
