No Not at all. I used to run Carter AFB's on my 409 and 331 SBC builds back in the early sixties. I hated multiple carburation because you ran them out of necessity not a desire to look cool. It was the only way to get the cfm I needed for a high reving 409.
Dual carbs where such a head ache that the local Rolls Royce jag-You-war dealer brought me customer's cars to tune because the Weber carbs the customers had installed needed to be synchronized and tuned (after I first disassembled to even veryify they were all the same carb) A Weber is so modular that you have no idea what it is until you disassemble it and look at the parts inside. They also had me tuning up MG's (SU carbs) and Triumph V8's (Strombergs) after a while: until I put a stop to it.
I know a bit about carbs and they all do one thing, no matter the brand, or design, and that is to mix 12.5:1 parts air to fuel (ideal or 'Stoichiometric' is 14.7:1 but things go bad if you tune it to that ratio). Every carb made (of the same size as expressed in cfm) will make exactly the same amount of power as the next carb to be tested of the same cfm. Brands don't make power!
There is one reason (well two actually) that I use Holley carburetors (OK three reasons, as one is that I have been playing with Holley carbs for so long that I have boxes of used carbs for parts). The first reason is the reason that I left Carter and dual carbs. I can get one big Holley to do the mixing of air and fuel without having to synchonize linkage or tune each carb separately which cuts my expense and tuning time in half. Holley introduced the 1050 cfm Dominator to NASCAR Racing back in 1965.
The second reason is why almost all races use Holley carbs. They used to fall apart with a screw driver (they use a nut driver now) allowing you to tune the motor in the pits to match the weather and track conditions (changes in gearing). As with the Weber they are modular in design; which allows tuning almost everything (with a Weber or a BG King Demon you can as even the cfm rating can change in the pits wit a change of venturi).
You can tune a Carter as well, but there are only three big chunks and handful of small (easy to loose) springs rods and jets. Also you have to stick your paws into the carb body to change a jet and my paws are big. Tuning of a Carter is not as bad as on a Rochester (even I won't tune one and send them to certified experts to get one rebuilt and tuned for a specified motor). But once tuned they work great for a 100,000 miles (or a cam change, head change, etc.). Because a Carter isn't as easy to tune there are more running under the hoods of street cars than Holleys.
This is because I have purchased large roll around chests of tools tuning a Holley carb drug into my shop after an "Expert"; a friend who claims he knows what he is doing tuned it for them. Usually they are too large of a carb in the first place for the application and have mechanical secondaries which work well on light Camaro or Nova car with a manual gear transmissions, but not on a heavy Impala with an automaic and no rear gear to speak of.
I convince them of this by rebuilding a used carb from my box of parts and installing a smaller cfm vacuum secondary carb in it's place and tell them to go for a test drive. I swap them a 600 cfm 4160 for their 850 DP 4150 (plus labor) and we are both happy.