Pretty smoothly at around 1100 rpm. I think it would idle lower as well if I could use more ignition advance at idle. Now its at 12 deg at idle and about 32 max. In the dyno we tried up to 36 where it started to shown signs of slight knock. Power and torque remained virtually unchanged, so we went back to about 32. Below 31 it starts to lose power.
Idle basically is irrelevant because this is old enough that it doesn't have to pass emissions testing. If it were a year younger (-78->) then it would have to idle below 1000 rpm and emit under 1000 ppm of HC and under 4,5% of CO. I don't think it would pass that with this carb because of the cam overlap. With duals that wouldn't be a problem because of individual runners.
Tuning the carb has been quite an effort. Still it isn't perfect, but not much more can be done. There is a lean spot with small throttle openings and at lower rpm it goes too rich if floored. Would need an emulsion tube that doesn't exist for secong barrel. At some point I'll try to solder my own version. E-tubes already have extra holes drilled, but would have to alter the tube thickness. Air correctors are already very small, that also limits the effect of extra holes in E-tubes. I've spent quite many hours with the carb..
This is pretty much the limit with this kind of setup if any driveability is maintained. Can't go any bigger on the carb and it won't tolerate any hotter cam anymore.
During the winter I'll try to improve the exhaust and build a proper tubular manifold. That might help a bit with the carb as well, because now the short primaries cause some unwanted pulsation.
The collector exit in my 2-1 pipes is under 45 mm! Bigger is not always better.

That is a 1 3/4" pipe that is connected to 35 mm ID secondaries.

I think the torque figure comes from that and also the intake length should have a positive effect at around 4500. If both were tuned to 7000 rpm, it would make a pretty nice peak number, but with my long gearing I'd rather have more torque down low and a wide useable rpm range. I succeeded better than I even hoped.
This uses a Fiat Tipo intake manifold:

Ported and all radiuses blended. 10 mm aluminium spacer to suit the carb bolt pattern. Ports matched to head and actually the manifold is raised in relation to the head to get the port roof higher up.
So it has taken quite many hours to get to that power. Just by bolting these bits together you won't get anywhere near. But I think that this is a pretty good result from using just modified stock Fiat parts from several models.