I always liked the looks of the inline 4 barrel.
<img src="http://image.popularhotrodding.com/f/9106539/0703phr_03_z+inline_four_barrel_carb+.jpg&quot; width=500>

Since it's the only carb I've really tinkered with, I'll have to go with the Keihin CVK40.
<img src="http://gadgetjq.com/keihin_cvkwoteng2.jpg"&gt;

The only one I've ever actually fiddled with is a Weber DGV. It's wonderful– as long as the jetting's in the "close enough for rock and roll" range, you can make it run pretty well by turning two screws. And in my non-overdrive 1600-cc Sunbeam, it returns around 30 MPG and 66 pavement-rippling British horsepower. Someday, I'll move up to the far sexier (and far more expensive) DCOEs, but the DGV is a great piece of engineering.

Favorite Carb: Autolite 2100. Never had to fiddle with it. It just worked.
<img src="http://www.ponycarburetors.com/images/carbs_002.jpg&quot; /img>
Carb I hate the most Holley 4100. Always had to F with it and when they started putting that ethyhol crap in our gas I started having to change out needle valves every 3 or so months because they would harden up into little black rocks which then just dumped fuel.
<img src="http://image.automotive.com/f/howto/mump_1012_autolite_4100_carburetor_installation/29480177+soriginal/mump_1012_05_+autolite_4100_carburetor_installation+holley_185)-carburetor.jpg" width=600 /img>

Dellorto SHA is hard to beat for sheer simplicity. Not that simplicity is everyone's ideal feature for a carb.
One jet. No needle setting or air screws to mess with. Spring loaded lever choke, push it down to set it, give it full throttle and the choke automatically snaps off.
<img src="http://i450.photobucket.com/albums/qq228/JamesISpalding/Puch%20Maxi/DSCF8206.jpg&quot; border="0" alt="Photobucket">
Shame they only make it up to 16mm. Too small for even my modest Datsun 1200 power goals.

I tend to find OBD II EFI cars the easiest to work on in a stock application, but for my modified cars I use either a Quadrajet or a Edelbrock-built Carter AFB clone. I tend to think a spread bore Carter AVS is a better carb than either of them due to it's design but I have never played with one. At any rate, for the street it is tough to beat an air valve type secondary due to the ability to tune it for the rate at which the secondaries come in. With a Quadrajet though it is important that it comes from an engine close to the displacement of the engine it is going on to. This is because of the idle feed restriction that is set at the factory and VERY difficult to change. It is also why so many people can't get their Q-Jet to run right. The Quadrajet also has the advantage of a 175 CFM primary side which allows for high velocity through the primaries at low RPM. Thus, unlike a square flange carb, it can idle at a lower speed and maintain stable fuel atomization because it has a much stronger vacuum signal. Also, many people mistakenly think that all Quadrajets are the same size because the venturi's are all the same. This is false. Smaller displacement and smog era engines have an air valve shaft with a long stop on it that restricts the carb down to the desired maximum size. However, this also means that you can change a 600 CFM carb off a 305 to a 750 CFM carb with a Dremel and a cutoff wheel in less than a minute. It's an easy change and one that I have used successfully on my carb (which is off a 350 powered 1979 Chevy Van). I figured out where to cut by comparing it to a 1969 Cadillac 472 Quadrajet that I also have in my collection.
The Carter AFB also uses an air valve secondary system. Unlike the Quadrajet though it is NOT tunable as it's reaction is preset by the counterweight instead of being set with an adjustable tension spring in the airhorn assembly like the Quadrajet. Plus, most of the Edelbrock/Carter AFBs out there are square flange and thus not capable of the strong fuel atomization and thus fuel economy and low speed throttle response of the Quadrajet. Just going from an Edelbrock 600 to a Quadrajet 750 on my mild SBC 355 gave me 2 mpg in city driving because of it's smaller primaries.
As for what I drive every day, well none of those cars use carburetors. My 2 3 cyl Geo Metros use TBI and my Frontier uses OBD II SEFI. The Geo I use for pizza delivery gives me 45 mpg in city traffic on average and neither of my carburated V8 cars (1985 Cutlass Supreme with 355 Chevy and 1979 AMC Spirit with AMC 360/ Edelbrock 600) come close. Then again few cars can come close to a Metro when it comes to fuel economy and neither of my V8's is used for delivery any more.

Hello!

Favorite? The only carb I could ever get to work even close to right after I took it apart, the predator carb.
Beyond that carburetors are bollocks. EFI performs so much better and is so much more reliable than carburetors it is tough for me to imagine why anyone would choose a carb over EFI unless it was for historical accuracy.

Ugly as hell, and popularly hated where I come from, but I always had a soft spot for the Rochester Quadrajet. If set right the first time they would never need to be touched. They were superb ontop of a 350 mounted in a ski-boat. The boat manufacture I briefly worked for were forced to move to Holley's due to public perception, they never ran quite as smooth but customers could tell their mates they had a "Holley Double-Pumper".