Hmm. Interesting stuff. Four things.
1.Regards mechanically progressive external linkages, I'm not a believer based on the evidence, as they create many issues on smaller sixes. Offenhauser and Edelbrock systems fix the problem with poor idle quality from an unbalanced set of triple carbs on a V8, and are fine for V8's running the centre 2-bbl carb. But for a triple 1-bbl six, I'd say the situation's reversed, with 20 inches from cylinder 1 to cylinder 6. If you just locked the throttles, you'd have even float levels, and probably gain about 10 more horsepower. A/F ratios should level out. In essence, a triple carb system can be run like a Hüsker Dü developement,
http://upload.wikimedia.org/wikipedia/c ... go.svg.png
with three seperate members playing together to result in one coincident form. I'd use another narrow band O2 sensor to measure average a/f on the fly, and the FAST set-up to to measure cylinder 1 and cylinder 6. Take a Canon A495 camera like I do, and then drive for 25 minutes recording voltmeter readings on the narrow band, then come back and download cyl 1 and 6 from FAST. Then you'll find what level of variance you have. Then go to locked 3-bbl set up,and you'll have a pretty good indiction of what the outer secondaries were dojung to you a/f ratio.
2. If you did static dyno runs with a tilting dyno, you'd find that the A/F ratios would vary only past 4°angle, or about 7%,and then go ballistic from then to about 19°(35%). It varies with cross fall and long fall.
3.The air fuel ratio is influenced by air flow in the engine bay, float level, and transient fuel delivery. A progressive linkage which opens at 60% throttle will always be subject to swinging float level and fuel delivery changes, and they are, in my opinion, not likely to be related to even a 5° degree lean in any direction. To change from a factory fuel float level of 1.575" for a Weber just by by angling the carb, or the car, its all the same.
4. The working range of gradients on a highway is way greater than what you can generate on an air ride suspension. There is no way to make it level without grounding out. The when you make a car lean 5°to 10° when banking it hydraulcially or by cornering, it starts looking wickedly sick, like a Citroën with its hydraulics off. So your carburation has to work on upslope, downslope, hard left, hard right, full noise quarter mile.
Background: The standard carb is designed to be level on a perfectly level plane, but most roads have a 3% to 14% (2°-8°) crossfall and longitudinal, they can be as steep as 35% (or 19°).
To get the engine and gearbox to reach the hypoid bevel on the crown wheel, the engine is set to a 6%-7% (3.5° to 4°) degree level. The engine is sloping back to reach the axle. Most rear drive Fords, even with independent rear suspension are normally set up that way. Carbs are generally able to cope 8% (5°) of slope from standard without fuel delivery changes, which allows for a hotmix asphaltic cement and concrete highways 2% to 3% normal camber to clear water, and up to 10% cross fall camber to keep linehaul trucks on the road. Normal long ways gradients are 0 to 11%, with some resulting long and cross fall gradients resulting in spot crossfalls of 14% max. Spot steep gradients of roads vary. We have the technically steepest street in the world down here (Baldwin Street,19°or a 35% slope). See
http://en.wikipedia.org/wiki/Filbert_St ... _Francisco) and
http://en.wikipedia.org/wiki/Baldwin_Street,_Dunedin