Have fun with what you doing! 161henry. Very coool! Once you've decided what your actually gonna do, then PM me.
I like YFA Carters

The 1.08 carbs are IMHO too small, the ideal carb size by formula size is the FE Ford Big Block 390 cube Autolite 2100 series 1.33 Autolite carb which was rated at 423 cfm each.That got downgraded to a 1.21/1.23 for the 351 Cleveland and 351M/400 trucks, then turned into a Motorcraft 2150 series carb sometime in the late 70's.
A 4.9 in line six reving to 3600 rpm would be real happywith a stock 264-268 duration cam and some extra valve lift. Using something smallr will cause major other issues. Running a common plenumb won't help calibration of the carbs, but you can make anything work with what you got. Just not really well.
Tri power systems that are rod operated mixture type 3 x 1-bbls are dead easy to calibrate the old way, but Triple 2-bbls have power valves, way to big Power Valve Channel restrictions, well tubes and annular discharge venturis which then over come the Idle Air Bleed and Ford F stamped jets, and there is a lack of data on that, although I've supplied it many times. The tuning of a triple carb set ups requires a very good igntion sytstem with the right advance curve, and there are many roads to Rome to nail that. You could have five different systems that give the same end result, and the vacuum could be ported, manifold, or no vacuum advance at all. Your idlea final carb tuning could vary hugely just based on what igntion system you use. I've worked on Ferrari 8-bbl systems for the Dino V8, and its set up totlally differntly to what all the experts suggest. Car makers have access to a whole lot of tricks, and a tri power cobbled to gether with three factory 2-bbl Motorcraft carbs can be made to run okay.
I'd persoanly use what you've got, and experiement with inernal spacers to make it an independent runner intake.As fot the other stuff, well....
Okay, this is not a 6-BBL Tri Power with three 2-bbl carbs. TFi verses Duraspark, totally different. 4-bbl 4100 vs 2100 2-bbl or YFA Carter, totally different.
Totally different head...

And no one understand how really good the 4100 4-bbl carb was. Ford had a raft of blank alley developments because the future was EFI, and it never spent a dime on 4-bbl carbs after 1972. All the performance 4-bbls from 1978 to 1988 were bought in Holley 4180 carbs, with a whole 'nuther non EEC vacuum system which was unique and speacial to either heavy trucks, light trucks or light passenger vehicles.
Ford spent a bunch of money on the 2100 and 2150 derivatives of the ancient Autolite annular discharge carb, and even the Chinese are making knock off Feedback carbs now. The last Motorcraft 2150 was a 1.08 feedback carb which could work okay if you knew how to sync up the Mixture Control Solenoid. It was based on duty cylce, and to say it was a little complicated is an undestatement, but the info is out there.
The last Ford carb ever was bowl vented 2150 2-bbl with a solenoid for the evaporative emissions, and another for the checmially correct closed loop 14.7:1 air fuel ratio. And its got its own jets, and the Chinese knock offs copy it closely. The bowl vent, MCS, the two stage power valve, the different K cluster, well tubes, the many different venturi sizes were all taken back to one 1.08 size 2-bbl that was used on the last 2.8 Colgne V6 and some 5.0 V8's.
The so called "kid" , He's had DSII, TFi, a 4100 and a Edlebrock 140X series carb on his, and it runs because the kid is just so fat dangel smart. If there was a nuclear winter tomorrow, civilization would survive with his help.

"
mechanical king"
Duraspark III, TFI and EDIS6 are in my opinion the best ignition systems ever.
Duraspark II was very much VECI dependent, with a whole bunch of other devices specfic to the Carb and engine application.
The Vehicle Emission Control Information (VECI) label is located on the underside of the hood on most Ford models. This label is extremely important when performing maintenance, emissions inspection or ordering engine and engine management related parts. Change one part, everything else changes. So conversations are like listening to Machanical Kings videos....you are learning potentially 100 vacum systems.
With TFi ingtion, or Ford EFi or six barrel port on port systems, you have to go back to basics.
On Thick Film Ignition, don't ever discount it! Ford decided that it needed cheaper parts supply, with more accuracy. In so doing, it required any one of four different ECM control systems, with very specific Prgrammed Logic Control//Systems Control. As different to each other as a motorcylce is to a uni cycle. The Systems are MCU, EEC IV, EECV or aftermarket Mega Jolt systems which can be tied into MegaSquirt ECM systems.
The guys who dremt the TFi up were ex NASA/ Motorolla / Patriot missle program corporate guys, very smart. Rocket scientists, basically. So there is a whole system of smarts that no one has cracked except the Megasquirt. Moates and EECIV Org guys...and they have every answer to every potential question
Lots of people talk up the Duraspark I and II, but they don't produce the spark a good DSIII or TFi or EDIS 6 can with the spark plugs Ford decided to use. But its like anything. If you know how they work on an engine scope, you can make anything work great.
