First, it's amazing how much quieter the Jeep is with the tail pipe and the plug gap closed down a little. It still sounds good, just not as bad a$$ as before.
I pulled the tail pipe out after marking where to trim the exit end. I then cut and cleaned up the ends and pipe before painting it. Once dry, the Pipe was re-installed and checked for exit clearances. As long as nothing gets between the spring and fuel tank it should be relatively safe.
Based on how the Jeep ran yesterday, and that the miss seems to come on after the engine was well warmed up, and the miss was present at any engine load/speed and not consistent, I believe the issue is plugs and not fuel. So I pulled the plugs. They were a strong 0.055" gap that I initially set them at, and looked decent. Plug 3 looks whiter, while plug 5 is darker, but "I" don't see anything that tells me anything. Based on others knowledge and comments, I decided to close the gap up some, so I re-gaped them to a strong 0.040". So I start the Jeep up, and the A/F ratio gauge doesn't bounce around nearly like it did before at idle. So I take it out for a test drive. Everything seems good, the Jeep sounds quieter, and the A/F ratio gauge doesn't bounce near as bad as it did before, even at engine speed. Well, once the Engine was well warmed, the miss was back, and again at all engine loads and speeds. Not consistent like it's a single cylinder, and it's very very bad at had acceleration once it tries to exceed 4,000 RPM. I watched the A/F ratio gauge and when it misses now it seems to bounce more to the rich side, suggesting (to me) that it's still a plug problem. The plugs are NGK BKR6E-11 (yes "E", not "3" as written on the cardboard). The stock plugs would be Champion RC12LC4. Based on what I've found the NGK's I'm using are one temperature range cooler, which is what was a recommended starting point for my stoker. So now do I go one more step cooler?