That's what I'm planning for Matt. I've learned a great deal from this thread, particularly from those guru's (you know who you are, Thank You!) who've technical knowledge of the carb, and those with hands-on experience as well. So, from what I know now without actually having mounted the 32/36 here's the plan (all mechanical settings to factory spec):
As to the idle circuit, it seems the fuel mix screw is primary (mechanical in nature), to be in the 1.75 to 2.5 out turn range with attention to position relative to the enrichment port. I'll tune that with a vac gauge for best lean idle at 8800 and see where it ends up, swap the idle circuit jet as needed. That should take care of everything through 2K rpm's or so I think.
The main circuit is a little more difficult. Please understand I'm most interested in economy without sacrificing a lot of performance. For the mains, I'll wire a multimeter in series with the O2 sensor which I can watch while driving. The O2 sensor is a single wire unit so wiring the meter in series is simple. Luckily on the uphill run I'll be on the mains, as you know, so the meter will tell me what's happening: .1v is lean, .9v is rich, .5v +- .05 is just right. If I have to adjust I'll get one size smaller main jet and one size larger air controller and play with one, then the other, then both. I'll reset vac best lean idle with any change.
That and reading the plugs should dial it in pretty close, I hope. I don't much care about the downhill run as I'll be on the idle circuit anyway, if not full throttle-off. But the O2 meter will still be talking to me all the way for both idle and main circuits
I'll hook up the meter with the BBD before the swap to get a baseline for comparison; other than swapping the carbs nothing else needs to be changed.
All carbs are designed for sea level in terms of the difference between atmospheric and vacuum pressures and up here it's a little weird, as you know. Instead of 22*HG I've got 15*HG so the air/fuel flow is different. I'm fully emissions compliant with the pulse air system, etc., and I really think that the stepper motor is providing benefit to mpg - and THAT is what this experiment is all about! It hasn't been nuttered because the MSD over-rides the MCU as far as ignition goes. The MCU isn't even plugged into the dizzy yet the Pulse Air and Solvac function normally.
I'm just going to let the carb tell me what it wants via the O2 sensor. The reason I asked you about the jets was to get a starting point, but it isn't critical. This will be a nice hobby for the summer! If you want to knock heads this summer PM me and we'll set it up.