Nice...
Skinner Union HD6's or 8's are 1.75 or 2" carbs, and are English made. Found on early triple carb 265 hp gross 3.8 and 4.2 XK-E's, all six cylinder Aston Martin DB's till about 1968 where they went up to about 280 hp gross.
Austin Morris and other British Leyland stuff, including British market 3.4 XJ-6 Jags right up till 1986 used them. They were last used on orginal Minis and the Montego and Maestro till about 1996 or so. As long as you replace the wearing parts like the main jet, re-set the dashpot drop in spec, use the right grade oil, and use good quality parts that cope with modern fuels and take car of throttle balance, these carbs work very well. Spring rate and needle selection is known to a fine degree, and there are metric versions with swing needles, idle fuel pressure compensators with bimetallic strips, and some other throttle leaning devices. They are very good devices.
https://en.wikipedia.org/wiki/SU_Carburettor
Motorcylce carbs use the same concept, Constant Venturi is similar. Honda transferred it to its 1983 to 1986 production Prelude and some Civic and CRX cars with success.
Ford copied the concept in the 1977 to 1996 Motorcraft Variable Venturi 1 and 2 bbl carbs, which were different, and ultimately sucessfull. They removed the dashpot from easy acess, which solved people screing around with them. Atarting from 1981 to about 1996, Toyota, Mitsubishi, Proton and Suzuki, in the Aisan carb equiped 1.4 to 1.6 liter passenger cars, forklifts, and Four wheel drives. Ultimatley, it failed, but its still around and can be made to work. Again, people screwed around with it without understanding the basics.
Lynx were the most progressive supplier of performance carbs and manifolds in Australia. Graeme Nicholls was a great merchandizer, and nearly everything they sold had a commerical focus, and worked pretty good. The adaptor was a fact of life, of the nearly 1.5 million cast iron headed 144 to 250 Fords made from 1960 to 1976 in Falcons, Cortinas and Transit trucks, only about 12000 had 2V 250 M code engines with detachable manifolds. Up to that time, most oval track guys used the Lynx or Blattman adaptor, because it was easy to grind off the intake, easy to weld the plate on, and cheap to buy or steal the carbs of an Austin Tasmin and you could get the cast alloy Lynx manifold farly cheep, and they went very fast, without a lot of cost.