I'm pretty firmly convinced that the time, effort, frustration, and expense incurred by a swap to dual carbs on an inline six just isn't worth the effort. That being said, some folks just have to whiz on an electric fence before they can be convinced it's not really a good thing to do. The 290-something cubic inch 261 that's on the drawing board right now will most likely run a single carb, but it's either going to be a Rochester 2G, or maybe a Bendix/Stromberg 2 barrel designed for a small displacement MOPAR V8 like a 273 or a 318. That's going to require some creative whittling and welding on a 1 barrel stovebolt intake manifold. No matter what's done to "improve" intake and exhaust flow is going the be offset by the horrible flow characteristics of the cylinder head. Connecting two heavy chains with a paper clip doesn't accomplish much, if anything. There's also a possibility that I might cobble up three small adapters to run side draft carbs from a Harley EVO V-twin engine. Those carbs are the "constant depression" design that uses a rubber diaphragm, a sliding piston, and a needle valve to match the airflow and fuel mixture to the demands of the engine, like the old S-U carbs British sports cars used in the 1950s.
Now- - - -if I can ever manage to get that Chevy Trailblazer 24 valve dual overhead cam cylinder head that's sitting in the shop grafted onto a stovebolt six- - - - - -"Hold my beer and watch this!"
Jerry
