Why are you trying to confuse the guy?
There is so much wrong with your statement, I don't know where to start!
4150 is a carb family designation, as is 4160.
It has nothing to do with the specific carb part number 3310 or how many accel pumps it has.
DPs do not have 4 corner idle as a group.
DPs do not have annular boosters as a group. (You didn't say 'annular' specifically, but they are pretty much the only choice of "different" boosters.)
AND under a different part number, a 3310 can be a 4150 with only the addition of a metering block in the rear. As a 3310, it is a 4160... as a Street Avenger, it is a 4150, but still only has one accel pump.
A single pump, vac secondary, has the exact same accel circuit, therefore they can be just as "snappy" as a DP... Sometimes snappier because you are not force feeding a second accel pump circuit.
AND they all have "progressive" throttle linkage as the only other choice is 1:1 throttle linkage. Just that the DP is progressive mechanically, the VS is progressive at the will of the engine. Not to mention that you linked progressive linkage only to the 4150, when a VS can be 4150. You contradicted yourself.
Dave
Dave, good discussion, you can debate a post without me thinking you are a "dick".
Let me correct the record for clarity's sake and state that the double pumper 750 is a 4779, (in the 4150 family) and the vacuum secondary 750 is a 3310 (in the 4160 family). My use of 4150 to mean DP is not comprehensive of the Avengers, which you pointed out. I might as well add that the closest avenger is a 770CFM, part 81770.
If you purchase a DP 750 today, it will have 4 corner idle screws.
Some DPs have annular boosters, most have the downleg. In talking to the tech line just last week, the 750 HP DPs have an "improved" booster, whatever that means.
My use of progressive linkage was meant as you took it, meaning they open in direct relationship to accelerator movement, rather than wait for engine load to open the secondaries. But give me an F on that sentence.
Lastly, in terms of calibration, I believe the DPs, vacuum secondaries, and Avenger series (if we can distinguish them as a 3rd type for minute) all have their own out of the box fuel curves via application-targeted sized air bleeds, idle passages etc. I recall literature that discussed how the electric choke models were "leaner" for emissions, whereas the manual choked ones were "performance-oriented". But if you have any tech on this, I really would be interested in learning something here.
After thinking about it, I have lived with Holleys (of all sorts) on my cars continuously since 1983, when I put a "Summit combo" edelbrock intake, holley 600 vacuum secondary, and 14" air cleaner on my 65 289 coupe... for the grand total of $199.
So prices have crept up since then(!), but even at today's prices, a 3310C is $272, whereas a 4779 is $435. While not double, $163 more (on a base of $272) is a LOT more in my book.
I stand by my experience that the DPs always hit harder than their vacuum cousins. I've sorted many carbs at the track and on engine dynos, and rebuilt more than my share. To quote the Holley website itself, "The mechanical secondary carburetor is best on a lighter car with radical camshaft and a lower gear and manual transmission or on a car that is going to be used for racing purposes." That describes the cars I build better.
As always, I only hope to add rather than take away from the board's knowledge, and learn something now and then too.