If the carb is properly sized and if there is a sufficient additional "thrill" to appreciate when depressing the accelerator pedal completely, then the pedal will be depressed more often and fuel mileage will suffer.
I see your point. Although you seem to have missed my own. What I was pointing out is a secondary accelerator pump does not pump as much fuel as one might think.
First of all, proper or improper carb sizing has absolutely nothing to do with accelerator pump volume. Pump volume is constant for a given carb, no matter its air flow capabilities. If a mechanical secondary carb has a 50 cc secondary pump, it will require a total of 757.08236 full pump strokes to expend an additional gallon of fuel. If that carb has a 30 cc secondary pump, it will require 1261.803933333 full pump strokes to expend that additional gallon of fuel. A secondary accelerator pump
will add additional fuel, but that additional amount
is negligible.
As for single or multiple carb installations, to each his own. If you like running multiple carbs, I say go for it. Where there is a will, there is a way. There is no question a pair of small carbs can be made to work on a street-driver. There's no question a pair of smaller carbs on a tunnel ram will have more "wow factor" than a single carb. But even those small carbs will need more tweaking to perform as well as a single carb. And we both know those smaller carbs will never flow at full capacity, even at wide open throttle. And when push comes to shove, someone running multiple carbs on a street-driven car isn't giving a second thought to fuel mileage. :winkn:
Just a couple weeks back I managed to get a 3-circuit 1050 Holley working (not as well as I would have liked, but working nonetheless) on a 406 SBC a buddy put in a first-generation Camaro Super Stocker he's re-purposed as a pro street car. He's got himself a smart-looking pro street car, no two ways about it. And he was more than willing to admit that wasn't the best carb for the job, but he wanted "the look". So I banged on it for a couple hours and got it working for him. Like I said, to each his own. I've another pal who restored a '68 Z-28. This car is a real Z-28 and he spared no expense in the restoration. I hate to imagine what it cost him, but a couple years after he got it all back together, he came up with a complete cross ram intake/carbs/air cleaner set-up for it. Talk about "wow factor", that combination has really got it. It's an absolute tuning nightmare, compared to the single carb combination, but who cares what it runs like, when all you have to do to drop people's jaws is open the hood.
Heck, back in the mid-70's, I used to help a local guy with an E/MP Camaro. There were some serious street racers in the area, so we rigged up a couple pieces of aluminum round stock to make it look like the car had windshield wipers on it, hung some exhaust tubing and a pair of truck mufflers on the header collectors, so we could take the car out to hunt down a mark or two. Compression ratio in the 14:1 range, a pair of 660 center-squirters on a tunnel ram, 1.750" primary headers, a Doug Nash five-speed and a 6.17 ring and pinion. Hardly what anyone would want in a street-driver, but we
were still driving it on the street. It had the front end tied down and a four link rear suspension, so it would beat you to death trying to drive it. And it always got more than its fair share of legal attention. Yes, it was really stupid, but it bears out my earlier point of where there's a will, there's a way.