I looked at some plates I have. The one with the largest main well and jet is stamped 45. The well measures .115 x .160 and the jet is .097. The main well in the QFT is smaller, .115 x .122 I would really like to use the 45 plate for multiple reasons.
The power valve is plugged. Seems easier to tune for WOT without it.
Does your race bulletins list any staggered jetting for use with the stock cast iron manifold ? I've heard that staggered jetting in necessary, but I don't see how I could figure that out with just a WB. Maybe one day I can put it on a dyno with headers that have EGT sensors.
I agree with Lew. Work on fuel distribution later - using the spark plugs and mph results at the track.
The carb already has fuel distribution modifications in it that go with that intake. That's what the notches and tabs on the boosters are for.
If the intake is modified, then the boosters may need some changes again. That's often what you see in the DC /MP bulletins.
Some of those are here:
http://www.moparts.org/Tech/Archive/fuel.htmlAs far as using the PV or not, if everything is idle to WOT it could be OK. I know some guys do that. But if there are times that during staging or burnouts not at max load wot, then maybe not so good. Shouldn't be effecting the idle either way, however sometimes it does.
As far as the idle mix screws, IFR and IAB goes, these are not linear relationships.
IFR controls all the liquid fuel going from main well to idle tube in your case. The IFR is always submerged so changes in restriction should d owhat you'ld expect.
Then the IAB (assuming just one) bleeds a little air into the fuel (when the manifold is at lower pressure.) As long air mixes in as tiny bubbles it moves the fuel along faster and reduces the density.
Some of this fuel, in fact a fairly good portion of the stream is goes to the transfer slot where more air is being bled in from the top of the slot.
The rest goes to the idle port and can be trimmed with the idle mix screws. In this carb's case, special idle mix screws.
