My next step will be to go back to the ignition timing advance curve, returning to my to
the light-silver/heavy-silver springs. Then backing off on the Total Timing from 35° to 33°.
When did you switch back to the blue springs? On pg 8 you had light-silver/heavy-silver springs.
I think you might now be at the point of going in circles Rick with so many variables to test, analyze, make a change, and test again.
If you don't have grey hair already, you will by the time you are done (or bald).
But your fuel delivery system is inadequate and cannot keep your float bowls filled to the proper level.
This is giving you inconsistent results and leans your A/F ratio automatically as the bowls empty.
This will affect the tip-in points of the many circuits in the carb.
Ask me how I know. Along with a few other problems, my 84 TA also had inadequate fuel delivery.
It was using an electronic quadrajet at the time (really small fuel bowl). You have 2 large ones.
Making 1/4 mile runs on the highway, after I shifted into D at around 90 mph, the engine would stop
like someone turned the ignition off. Pedal still to the metal and slowing down. Then it would sputter
and pick back up and finish the run. How LEAN do you think I ran? By the time I figured it out I already
had bigger problems. I thought for sure that I damaged the pistons from detonating too many times because
I was now spraying oil out of the tailpipe and obviously fouling the plugs in short order. My testing revealed that
the stock fuel lines themselves were a major restriction. Bigger block-mounted fuel pumps didn't make a difference.
To overcome this for the time being, adding a small electric fuel pump at the rear of the car to give the fuel a push
up to the block-mounted mechanical worked as a band-aid.
I realize you plan to redo your fuel system this winter, but how is it set up right now? Is it dead-headed, or are you
using a return line. Does your tank have a vent to let air in?
I think that Holley RED pump might be shot. If you are using a regulator, plumb it in after the carb
and installed backwards (return style). This way the regulator does not add yet another
restriction to the fuel supplied to the carb.