Tom supplies everything you need to make a 6 barrel set up work. A twin 2-bbl will be strangled, but should work okay. I'm sure on a day to day runnig basis, a twin or triple 32 DFT will be lots of fun, but compared to even some of the ages old combinations, the peak power output will be way down.
Regards what is effectively a very restrictive 360 cfm mechanical secondary 4-bbl, two 32 DFT's will work better than on 1-bbl carb, its got fuel distribution, progression and parts backup as aces. Its just like Mustang Geezers old Carter 2 x 1-bbl set up on his D8 head.
The issue is that when you go to triple carbs, is that the head loss on small carbs is huge, and it won't give the performance you expect at wide open throttle compared to, say, even an old Offy oe Edlebrock tripower. That's because Webers idealized venturi size for an I6 comes into play when you add 6 venturis to six cylinders, and the 22 mm venturis in a 32 mm carb will ensure the engine feels flatter than if you used three 34 ICT or ICH Weber 1-bbl carbs with 29 mm venturis, or the old 1904/1908/1909/1940/1100/1101 1-bbls with whatever one of the venturi sizes they came with. Even though total active venturi area (and air flow) when all six barrels of a 32 DFT are open is 15% more (180 cfm 3.54 sq inches verses 156 cfm 3.07 for the ICT/ICH or any of the early bigger Holley or Autolite/Motorcraft 1-bbls), the top end will fall flat in the 3500 to 5500 rpm zone because the ideal venturi sizes are way off. This is peculiar to an engine that is becoming more like and independent runner or port on port carburation, and its caused by an inability to create benefical fuel standoff from air speed which is too high to make power. The short, squat 32 DFT is running a supercritical air speed even with three of them on a 200. The ages old 1-bbl carbs are taller, and since they aren't able to function as port on port carbs in a triple installation, they are insensitve to just about any cam and you get good results...unless you use Three 1-bbl carb with tiny 144/170 spec venturis.
The small carb gospel is just fine for 355 NASCAR V8'S running a 390 cfm 4-bbl carb over a 650...those guys used to just fiddle with the cam profile to limit scavanging, and you then loose no power with a smaller carb. Or a turbo I6, often guys run crazy single or 2-bbl carbs and get away with all the power they want by boosting the crap outta the engine. Too smaller venturi size starts to cause probems when you go to duplicate or triplicate multi carb instillations. Benefical fuel standoff occurs when air speed is about 200 feet pre second. It allows well atomized fuel in a perfect roosters tail to ram tune itself into the ports and combustion chambers with just a little bit of reversion, like an alternating current saturates a power cable. This allows a jet to atomize the least amount of fuel for the most amount of power. Its classic World War 1 and II areo engine practice, and what the late Eduado Webers port on port chart of the 1940's was based on. On a dyno with all venturis sized to make 200 feet per second, you might get at 5000 rpm 180 flywheel hp and only use 700 cubic centimeters of gas per minute at wide open throttle. If your multiple carb venturi area size is wrong by being too small, it will use up to 40% more fuel, perhaps 1000 cc/minute at wide open throttle, and the peak power point will only be 4500 rpm, and you'll loose maybee 30% of the power, or 40 hp and only get 140 flywheel hp in comparison . Tripling the number of carbs doesn't triple the power because its finding a way to make the peak air speed thru the carb venturis approx 200 fps that makes power.
If an 81 Escort SS or 82 Escort carb engine gave 72 hp on a 97 cubic inch engine, then three of those carbs on a 200 wont give 216 hp (3 x 72) unless the venturi sizes are able to be optimized to suit. And they aren't able to becasue the casting is too darned small to get even six 30 mm venturis that is needed to make 216 hp at 5500 rpm. The DGAV or DG series is easily able to be routed out to give a huge boost in top ennd power over the tiny 32 DFT.
On an triple carb I6 or a quad IDA 289 GT40 or AC Cobra, having too smaller venturis drags the peak power prm point down, making the engine fall flat compared to a non port on port engine. You cant fix the strangled effect or hp loss with a special cam grind on these engines
