Plenty of room. We just need to do it Nick style, and turn a custom Rectangular Hole Section header exhaust into an intake.
Three carbs, and your job is done. Just enough space if the carbs are about 3.18" off the line of the passenger side head studs
For height, three 2-bbl DGAV or 5200 carbs converted to simultanoues with 30 mm venturs will allow a power peak rev range of about 4200 rpm to work. 1-3/16" is the crtical dimension for port on port carbs. The ports on the Vintage Inline head are 1-5/8", so you need a
Or three YFA Carters or 1946 Holley 1-bbls. These are 1-5/16" venturi carbs. They can work well
Or three 2-bbl Rochester 2CG's with the bigger 327 barrels.
Care of Martin_F, May 17, 2012 ,
https://www.jalopyjournal.com/forum/thr ... 14.699158/
1 1/4" flange, 1 7/16" throttle bore, 1 3/32" venturi - 278 cfm <---- Bad choice, strangled
1 1/2" flange, 1 11/16" throttle bore, 1 3/16" venturi - 352 cfm <---- ok choice revs to 4200 rpm for peak power, still strangled
1 1/2" flange, 1 11/16" throttle bore, 1 1/4" venturi - 381 cfm <---- nicer choice revs to 4600 rpm for peak power
1 1/2" flange, 1 11/16" throttle bore, 1 5/16" venturi - 423 cfm <---- better choice revs to over 5200 rpm for peak power
1 1/2" flange, 1 11/16" throttle bore, 1 3/8" venturi - 435 cfm <---- best choice, revs to 5600 rpm for peak power
With a The Frenchtown Flyer style intermediate shaft, you could put them on under the spring tower braces. Venturi area is critical according to the Weber Aero engine chart. On tri one barrels, not so much. When it becomes port on port, the carb venturi sizes have to go way up to reduce air speed, and allow pulse tuning. Higher air speed kills top end power, stiffling the top end, and removing the ability to rev while making horsepower without a huge tail off
Holley 2300 series 350's and 500 cfm are too just tall and have a base too wide unless you cut down the choke horn, and get clever with linkages.
Do ur due diligence. 
