Thermoquad vs holley vs q-jets

Dana,
Couple of comments.
- nothing wrong with drilling the sec blades for bypass air. Been doing it for years. As for 'throwing away' the blades if the holes are too big, that is why you start small...If you drilled the pri blades instead, & the holes are too big, you would have to throw those away using the same logic!! The sec blades are alum. If the holes were too big, you can solder them shut with alum solder. Haven't done that on TQs, but have done it alum blades in AVS carbs, many times.
- average V8 engine consumes about 17-21 cfm of air at idle. About 3 cfm comes from the PCV. The engine doesn't care where the air comes from, so long as it gets it. This idle air is supplied by any bypass air, PCV, the gap around the t/blades & past the t/shafts. A cumulative affect.
- not sure what the reference to the PCV port is about, I never mentioned getting BP air from it or near it. All the TQs I have seen have PCV port at the front. If you are referring to a port that might be in the baseplate at the rear of the carb, then that could be used for BP air, for reasons explained above.
- I have fitted 850 TQs to many engines, including a 468 Pontiac engine that runs 119 mph over the 1/4 mile, makes about 550 hp. Never had to go over 0.040" on the IFR. Never touched the IBP. You say you had to enlarge the IBP to 0.128". Is that a misprint? The factory hole looks to be about 040-045. 0.128" would be bigger than the brass IBP insert. With great respect, I do not think enlarging the IBP would be the best way of stopping nozzle drip. ND is caused by to much air passing through the booster at idle. The best way to stop ND is to get air to the engine from somewhere else, such as sec blades or from the airhorn as on later 9000 TQs.