Prochargers are a great power-adder on port-injected cars, as all the intake system has to handle is air, and fuel metering (pulse-width of signals to the injectors) is handled by sensors and a computer. Adding them to carbureted cars is a whole different world (like the old factory McCulloch blowers on '57 T-Birds), as they have to blow through the carb, which meters fuel based on vacuum signals, and there is no vacuum with a blower running. As a result, the carb has to be completely sealed inside an enclosure to equalize the pressure inside and outside the carb, and that's only the beginning of the grief. That's why 99% of blowers for carbureted cars are downstream of the carb, not upstream like a Procharger.
Air velocity is everything to a carb in order to meter fuel properly and have good throttle response, but it's a function of how much air the engine is drawing in (it's just a big air pump) and how large the orifice/restriction is that the engine is drawing it through (the carb and intake manifold). The smaller the hole, the higher the air velocity, and the better metering signal the carb gets, which results in better fuel atomization, more accurate metering, and crisper throttle response. It's all basic physics, and you can't fool the physics involved; that's why cars don't use carburetors any more - they couldn't meter fuel accurately enough to meet reduced emission limits and increased demands for fuel efficiency - too many variables involved for a mechanical device to respond to, although GM tried with the "electronic" Q-Jets before fuel injection and computers took over.
You can't "have your cake and eat it too" with carburetors - they have operating limitations based on physics, and there's always some compromise you have to make for "all-around" performance - that's what "tuning" is all about.
There are no "stupid questions" - that's how we all learn
'69 Z28 Fathom Green
[This message has been edited by JohnZ (edited 07-28-2001).]