I keep making that same mistake.

Very good snd clear explanation of those relationships. Thanks for taking the time. Could you (here or in another new post) go into when the secondary throttle blades should be almost fully closed compared to adjusted similarly to the primary blades with relation to running a secondary power valve or blocking it off. Or, are those independent of eachother? I dont understand whether i should be adjusting my secondary blades closed or same as my pri. Does opening them up create a richer off idle condition? I’m thinking, they should also just be exposing the .040-.050” square of the transfer slot so as not to have that off idle lack of fuel from that slot. Thx

I did a little bit of testing once that convinced me that area of the PVCR and the main jet do not act the same. I had always assumed that I could swap area in the main jet for area in the PVCR on a 1:1 basis but it turned out to not be true. Evidently the PVCR has a more convoluted path to follow than the main jet.

I would guess that the air bleeds don't match.

I’ve found that with double pumpers it’s easy to tune the mains for WOT but with a strong motor I end up cruising on the transfer slots and need to restrict the idle feed restrictions. I never had a fancy metering block with removable jets, just use guitar string.

Also gotta watch that high speed full throttle (big end) doesn’t close the pv

Only when the vehicle actually cruises on the main circuit. And unless I don't understand what you are trying to say, the main jets DO NOT effect ALL throttle positions.

Bleeds, jets, fuel restriction channels, many things help control the AFR on all carbs.