It depends on what you want to do with it and what the specs are on what it's going on.
Assuming a street/strip or drag car, it's jetted square for even fuel distribution to all the cylinders at WOT. Even still it is not always the case as some intakes, most often dual plane intakes can have issues with even distribution and require staggering the jets or more drastic measures in some cases. Equal fuel from the primary and secondary at WOT is usually the best place to start.
And concerning equal fuel, again assuming a street/strip or drag car, there is no reason to use a secondary power valve and good reason not to. The PVCR's can come uncovered on a hard launch and make lean, even if for a moment. Also, unless you plan on cruising at 3/4 throttle it will serve no purpose, 99% of the time the secondaries are either closed or wide open. Either case needs nor PV. Jet up 6-8 to start when blocking the secondary PV, then jet up or down as needed for best MPH at the track.
Annular boosters provide the carb with a stronger and quicker responding metering signal all else being equal, but usually cut the available airflow at WOT on a 4150 carb. If you have smaller engine or run primarily on the street it is worth having, larger displacement engines or higher HP engines that keep the RPM up keeping the airspeed through the carb may pick up a little HP with a downleg booster. So it will depend on the app.
As far as the PV vacuum rating... we've determined you don't want a secondary PV most of the time, setting the PV vacuum setting is about finding the optimum point below cruise vacuum for the PV to open soon enough and not have it surge or too low allowing it to run rich too soon. You do not set the PV based on idle vacuum.
And with some of the phone tech some companies use these days you might get a better answer at McDonald's...