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Yes, carter rated 1 3/8" carbs at 800, 1.5" 850

I have both on NORTH AMERICAN models

My 2 bits...even the tq with the steel tube have the restrictor..look at it from the other direction.

Those tops # starts with 2

Poking and stroking a 340 makes it no longer a 340...only the casting # stays at 340. Stock to stock, 340 to 340, yes, 340 rev'r, 360 torque...but 360 stock has alot lower comp ratio...not really even fair to compare.

Bewy....and what?.... You do you, I will do my thing

Hello I have not been here for a while. Some of you know who I am. To clarify, shipping to me is easy peasy...unsure..pm me. Running a carb on a test mule...I don't for 3 main reasons...#1) no 2 engines are the same so what runs on mine may not run on yours...set ups can be totally different...

Pm me if you like, It is I you speak of...I can fill you in on the details.

OP has since found what he needed

Yes, I agree 72 production engine had the new design for emissions. If an owner of a 71 had any issues, the TECH SERVICE BULETIN told techs to automatically swap to a 72 model carb. Thus my comment about techs not getting a handle on them....they never got the chance too...

Holley and Carter used 2 different specs on the flow bench. For sake of NOT confusing everyone....1.38 is 800 and 1.5 is 850....AS PER CARTER. Your #'s are IF it was rated on Holley spec's For ID purposes only.

These

The 71 has 2 brass rear vent tubes and cast in front vent...unlike 72 up.

Good day....any 71 tq were swapped because service tech did not have a handle on them, and Ma Mopar did not want to waste time with the techs on the learning curve. 71 fuel bowls are the best as fhey do not have the leaky fuel wells. At this point in time, ANY tq core will need full attention...

6138/6138, 6318/6319 are 800 cfm

Correct

6453 850

Wow wow wow... Early 360 were 850.. until late 70's then they flipped between both for emission control.

In the basecplate above the idle mix screws, looking down into the well to the transfer slot. I only found them on LRE carbs so far

Minor correction...the 2 holes in the front face of thexair horn lean out the entire primary fuek curve, where as the 2 holes in the baseplate act as idle air bypass allowing the primary butterflies to close more...covering the transfer slot. The holes in the base plate came from the idea of...

Those are not the same, the calibration curve is totally different....ford based. Our version is called the Superquad.

Following

Adapter, yes, but not a spread to sq bore piece...you could grind out 1 to port match spreadbore intake, and enlarge the squirter nozzle 2-3 thou. Leave the choke platr snd shaft off...=@ 50 cfm

The rating was different from holley due to the water column used. A 1000 flowed = 950 holley, remove choke and co tour the airhorn, dress the blade screws and shaft for more flow...over 1000 cfm. Further, on open plenum intakes, use a 1" spacer and remove the carb's secondary baffle...

No....but I have been told by quite a few BBB guys

Jets fell due to rubber o rings that crumbled with modern fuels. Use viton or similar materials and motor on.

The pattern layout is the same as our B blocks, so guys use our intakes with spacers.

Push in jets are not soo bad...can drill them, solder them yadda yadda...not a deal breaker for me

Screw in