noting your ''sneezing " issue on the other thread...i think you'll need to spring for edelbrock's 1479 calibration kit...think the main mixture is a bit too lean...the joys of swapping jets, metering rods with differing profiles and springs of varying strengths to let those metering rods pull in and out of the jets at different rates will have you talking to yourself in no time...aftermarket performance carbs are in no way set up for any specific application and generally come jetted close enough to run but not run perfectly without changing stuff...
Yes, I've already earmarked Kit 1479 for probable purchase in the near future, BUT, BEFORE I resort to walking that minefield, I mean to correct every little **** issue in the ignition, then upline air/fuel system stuff like pressure, breather volume and THEN other thermal issues such as the intake manifold "stove" which diverts a bit of the right exhaust manifold gas under the carburetor during cold startup conditions, until the engine suitably warms up. I need a new thermostatic spring for that flapper assembly, and will then need to switch the current manifold with the one which still has its flapper. I removed the one in the manifold now running, as with my old, faulty 2 barrel carbs, the issue was of TOO MUCH HEAT for the carburetor.
Gasoline has its range of ideal conditions, but once outside, the stuff either becomes just oily carcinogenic guck, or TOO explosive vapor.
While I now have the kickdown working, with transmission shifting as we like it, the kickdown return is oversprung, until probably Monday, when a spring with smaller "k" more suitable for kickdown return should arrive. This also affects carburetion, and may be part of Gertrude's problem. All my softer "k" springs are too short for the 1968 Carter AVS or BBD setup.
Finally, my power steering pump likely has one of the vanes catching on something, as it regularly catches, bogging the entire engine down, costing us inordinate fuel and power. THAT motivates another thread I recently spawned. I found my 1968 TRW pump, which ran dandy, but leaked more, removed the reservoir TOOOO easily, noted the botched O-ring and sealing repair last attempted on it, ordered the proper kit, and await its arrival this Saturday. THEN I can swap it in for the dying pump now there, along with a nicely cleaned up, painted, and rubbered V bracket suitable for the slab side vintage. I LIKE this pump and bracket, BTW.
After resolving THESE matters, if the motor still coughs and sneezes when cold, I'll see about rods and springs. I may also install more proper spark plugs than the J14-Ys now installed before that too. They're too hot for 4 barrel fuel volume apparently, and I can't find J13-Ys any longer, so will likely go to platinum plugs such as Bosch 4236.
