Saul Goode, my man!
Power valves exist when a carb is not "one venturi per cylinder". On a Ford SOHC four, the need for a power valve drops off as hp rises. Its got such a good potential draw from the 2-bbl intake that it could behave like a 180 degree manifold like the old Lynx 180 manifold for DellOrtos DHLA and Weber DCOE
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On a 2-bbl V8, it needs progressively more power valve CR as the engine gets bigger, more cammed, or hopped up. The wetted perimeter of the V8 intkae manifold requires more gasoline. A little 2-bbl 4 cyl, not much at all. 2.3 OMC D-port intake, the Esslinger aluminum head intake, al start behaving like independent runner intakes
I can put a Weber DCNF 40 2-bbl used for an independent runner V6, V8 or V12 Ferrari on to a 2000 or 2300 and get the best power curve possiable. A power valve is a crutch for an intermediate ciruit.
A holley well tube emulsifies air at certian points, and depending on what you do to it, positions of the holes and the amount of fuel the power valve exudes can cause tunning problems by over fueling when vac drops. You can play off jetting, power valve Hg, and the effective power valve channel size by doing other stuff, but the best option is to find what idela PVCR suits your engine size. The 17 would be idlea for a 121 to 140 cube engine, 59 a 2-bbl 390. A 2-bbl 250 works with a 59 PVCR, but would be much better with 40's.
Your 231 WITH 500 cfm 4412 would probalby work best with 40's.
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