NOW YOU KNOW WHAT IT SAYS. SOMEONE ENLIGHTEN ME THANKS

         Theoretically (careful now) it would be better to use three and restrict the amount of fuel in each. That way the fuel gets to the end cylinders more quickly. But it's more complicated and may not really make any difference that you could notice. Tell you this much, If Dennis (Pinto Plumber) said to block the outer two off and seal up the idle circuits, I'd try that first. His truck works. 239's in 4000 lb trucks are not supposed to run in the 17's, and he's real, real close.

                    Frank/Rebop

        There's really no correlation between the mechanical linkage and the power valve timing. One is controlled only by the right foot, the other by manifold vacuum. One thing you should think about is jetting. The purpose of the "power Valve" is to supply fuel at large throttle openings. The main jets are sized for cruise throttle openings. The power valve circuit ADDS fuel to the mains. If you eliminate the power valve by blocking it, you'll need to increase the main jet size in the secondary carbs six or eight numbers. That's a guess I would ask Dennis or somebody who's running  those exact carbs. Six or Eight would be Holley speak.

The correct method for increasing jet size when doing away with the power valves is to measure the PVCR (power valve channel restriction) and add this area to the area of the jet size.  Measuring the PVCR and jet hole sizes with number drills will be the easiest way to make the appropriate adjustments.  The power valve channels in the Holley 94 carbs are typically pretty small so the increase in jet size will not be as big as when blocking the power valve in some of the later model Holleys.

   Wonder why that works?

        I would have thought that the center carb would have been the 51's or actually whatever it originally had. Especially when you think it still has the power valve. Might try that, could help the mileage. The end two would want a couple sizes , or so, bigger than stock, because you eliminated the powervalves and would supposedly need to accomodate that. However, if you're already rich, maybe just lean the center carb a little and see what happens.

Way back when I had 3-2s, I had a right angle screw driver that I used to change the jets by only taking off the carb tops, didn't have to remove the complete carb.  By the way, did you get the bigger heads installed yet?

John

        I wouldn't either right now. I remember the jet change issue, had three '97's on a Pontiac back in the '60's. Even then they were a hassle, and I was much more flexible than I am now!

       You may have hit a combo that works, no, You have hit a combo that works. I have found that most engines will make more horsepower when the jetting is correct, to borderline lean. They actually will lose a little power to the rich side. I don't follow my own theorys with the blower motor. Figure that melted pistons are more important than horsepower in this example. 

I didn't think about it, but after reading your comment I realize that it seems like it's 4 feet from the outside edge of the fender to the center of the engine on my '53 truck also.  The 3-2s I had were on a '56 Ford.

John

I replaced the "hidden screw" on my 3 carbs with a hex head bolt (#12 I think).  When I want to change jets, power valves, etc, I pop out the accellerator linkage, remove the 2 back screws and the under neath hex bolt and remove the crab from the base.  No need to remove the linkage.

POP