After searching for a suitable carburator for the Chevy inliners, some type seems to be more justified than others.
Clifford Performance stated this for best choice of a standard engine, with milage as prime objective, yet also with more output increase.But,normally Clifford set this up for their own manifold, 2 pieces, as pairs.
Stovebolt.com ( Tom Langdon ) also find this as superior to this type of engine. When checked further you´ll find that lot  owners of Ford sixes, uses this carburator as a prime object. The last years has the AMC Cherokee owners finded this most suitable for their engines too.

This carburator is european styled, and is widely used by Ford Motorcompany in us. engines as well as english/germans vechiles. Pretty easy finding with an assorted shop or wrecker.

To mount  this 2-bbl carburator on the stock intake, a adapter is needed against the single barrel carburator mounting.
Almost all adapters to get, turns the carb 90* for easyness of making the adapter. But, best to not get misfeed in turns, the float bowle needs to stay up front of engine,
( This is also normal fabric mount of any car ) or hesitation by turning could be, ( the gas in the bowl could easy get a 45* )
  Therefore i did make my own adapter, who sets the carburator right angled at the engine, to not misfeed it. Drilled and grinded out of aluminum, it did get pretty okay
finned, for a cooler look, and precaution against icing.
PS! The mounting holes against manifold, where umbraco bolt are used, is formed for unrestricted airflow on top with chemical steel, before carb mount.

After a lot of checking, and tests on some friends use of the Weber in a Dodge ( 218cid ), and a Chevy 6 ( 235 )
we´d found that the Dodge functioned very well at all stages, only with some minor mid torque loss.
The Chevy who was settled with a little more compression, and normally runs pretty great with a tri single Rochersters,
really have a distinct markable torque/powerloss before second port opened in acceleration with the Weber 32/36.
Both carbs was delivered from Langdon, and had same size jets. Adjustments didn't help, and the tri setup was reinstalled.

This make us wonder about, are the Weber 32/36, the right one? Or, could the 38/38 be a better choice?
For sure, the 235 Chevy suffered from not enough gas at acceleration, before second port did act, and owner report that the tri setup has better response in all acc, but could understand the possibility for better mpg. If, you didn't need/use the midrange.
(who is used mostly in normal runs)
Cliffords setup are only as 2 carbs, who also suits better the original use of this carb by Ford. ( 2,0 - 2,3 litre engine )

Also a lot get good use of the Autolite/Motorcraft/ at 240 - 350cfm, with great performance and mileage.
This carb is widely used as on the 289 - 302cid Ford V8,The Autolite 2100 2port is said to be a great one, together with the 4100 4port, and a similar size at GM 305. Perhaps this is a better choice?
When supplied, its going for a test. At use in a Ford inliner heres some dyno´s:http://www.classicinlines.com/DynoDay1.asp

English sportscar has always used a lot of the SU carbs ( Jaguar used 2 SU 1 3/4-inch ) with great success.And Volvo did use this on their Sports in the past too. Perhaps a carb to use? SU is simple,easy, and lowpriced with ease of replacement parts.
Holley´s 350 2ports, 390 and 500 4port, could be a great choice.
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My Choice:
With use of the 2barrel to 1barrel adapter on top of side, a 2barrel GM BC carb from a 305cid V8 was tested, without adjusting/change of jets or floaterheight. It needed adjustment to ca. 2,5 turns out on the mixscrews for perfect perform,only. (original on the former V8 engine was about 1,5 turns more out..)
The engine is a standard -70 250cid GM six, with some miles on. The engine get more stabilized idle run, and did get more guts speeding!  The performance from stillstand in drive, was quite enchanged, also acceleration improved drastically.
Further it will be checked for improvement of milage, but exhaust fumes are quite different from original, lesser..
The engine was setup with same gaspump,gasfilter and aircleaner as before.

The BC carb are not progressive, and opens both holes together, the Weber 32/36 does opens individually (38/38 Weber doesn´t)
this is fact for Weber 32/36 great milage improvement? But, between the first,to secondary opens, it gives easy an hesitation, because the litte first port.at least markable at the 235/250 GM sixes,of own tests..But,on the smaller Mopar, this dont make a ptoblem

The use of a adapter between carb and manifold, isn´t perhaps best way for performance, all gas/air would be restricted to the single port hole on original manifold. This could be changed by welding at manifold carb mount, with extended unrestricted hole  to fit the 2 barrel base. People differents in meaning about manifold length to give better torque respons, and on the Mopar Slant Six performance engine, they have longer length than original . Suppose the adapter give som changes.....main is to get  right pleniumsize vs. engine.

Lot of the aftermarket 2barrels are posisioned sideways (inline with crankshaft), but got some problems with hesitation in sharp turns. My adapter, posisioned carb as on the V8, and didnt got none. This could also differ with use of a centerhang float carb,inline mounted. . But, questioned is when use performance manifold with baffles to direct portflow, here sideways could give more equal delivery to all cylinders.But hesitation? If the carb has a centerhung float,this wan´t be a problem....

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The Weber jetting needs change from orginal, tro suit the inliner. Heres some advice about the sizes:

	PRIMARY	SECONDARY	% of PRIMARY
STOCK 6 CYL	75	60	80%
idle jet	160	160	100%
main jet	190	180	95%
air corrector/ bleed jets	84%	89%	106%
STOVEBOLTs  ADVICE	65	60	92%
idle jet	170	140	82%
main jet	150	120	80%
air corrector/ bleed jets	113%	117%	103%
STANG200 oct05	70	65	93%
idle jet	165	160	97%
main jet	180	170	94%
air corrector/ bleed jets	92%	94%	103%

Weber 32/36 DGV / DGEV ) DGEV has electrical choke. The carburator is mechanical progressive
2-stage, and will need an altered intake, or a modified connection between the original 1 port, t
o this 2 ports carburator. STOVEBOLTENGINE.Co and CLIFFORD PERFORMANCE both sells these ready to drive assembled with the jetsizes as advised.