David is on to it. On a stock six, it's perhaps too large without doubt. Fuel economy is best with the 350 cfm, and as you go bigger, the specific fuel use increases. As a performance carb, it is quite okay. Elseware, David has noted the funnel effect of having a carb with a venturi area of 2.97 sq inches going into the 2.405" hole. The 350 is better sized with only about 2.215 sq inches of venturi area.
The fact is, any carb but the progessive Holley Weber 5200 is flowing too much down the small 1.75" diameter hole. That is why the Schendahls have suggested direct mount adaptors in the later D8 log with there favoured Autolite 2100-series carbs. The Ford Falcon Six book covers this.
But I digress, as this is only 1/10 th of the problem, and not a biggie.
As long as a carb is within a certain size, it will run fine if tuned correctly. You have about 67 cubic inches of engine per sqaure inch of venturi bore, so you are perfect for performance.
The 72 jets are for a nice big 327, 390 or 400 Ford with over 215 hp net. Your stock 200 six would be lucky to need more than 135 hp worth of carburation if it has those nice FSPP headers with no other mods. A stock smog six is after all an 83 hp engine. That carb is way over the maximum jet size, and needs to come down. 58 like the Okefenokee Comet 350 carb has will be too small, even on a stock 200 with a 500. Any time the carb size goes up, you must upsize the jets. A 58 jet on a 350 cfm carb is a 67 jet on a 500.
In Australia, little 200-202 sixes can take 500 Holley carbs with some ease as long as they are not over jetted or run the stock 10.5 or 8.5 power valve. Stick with the stock cc pump, not the bigger ones. The squirters in the venturi bores can be drilled, but you can stay the same 28 thou diameter on a stock engine. If it has a cam and some internal mods like compression upgrades, then you can try the bigger jets, 5.5 or 4.5 powervalve, and 31 to 34 thou squirters.
The 500 can work on a near stock 200, but not with a 50 cc pump, and I'd say that you should start with smaller 65 jets and a 6.5 or less power valve. Go up only if fuel starvation happens. The PVCR's seam to be good with sixes, even the 200 cuber in your Ghia.
Are you running the SROD 4-speed stickshift, as from your previous posts?.
* The AOD was not available, and
* the stock trans was the C5 with lock-up clutch
* or the rare Bordeux C3 used in some early 1980's, (when the imported 2.8 V6 became unavalable when the Europeans started using heaps them in there Capris, Cortina/Taunas's and Granadas).
The stock diff is very tall, and if you are using a big, over-jetted carb with a tight C5 stall converter, you may run into problems
