You may need to redefine your perfromance goals. Its hard to know what you mean by good. I define them as a best power and efficiency for the condition. We can judge this objectively for most steady state conditions.
There's some links in this post that I think will be useful as they provide background to what Newbomb Turk just posted.
[URL]https://www.forabodiesonly.com...d-uego-air-fuel-sensor.465546/post-1973010184[/URL]
Start over with the idle. Get the throttle to transfer slot relationships so they don't contribute too much or too little at slow idle.
See how it then performs off idle. Then IFR, IAB changes to observe the effect. As noted above, keep the sizes in the known working range.
If the transfer slots are too long then shorten them. Otherwise the next experiments are with the t-slot restrictor.
Keep notes. This is an iterative process, and there will be some dead ends.
Depending on you testing locations for cruise, at some point you can begin to reduce the PMJs to find what steady rpm they start to become a factor. Do NOT test wide open throttle or heavy loads at the same time. For some reason some people want to jump ahead and 'test power' but that should be done seperately. Do that at the track or on a dyno. When it (full power) is setup based on long hard pull (top gear at wide open throttle through peak HP rpm) then it will be right for shorter stabs of the throttle to the floor in lower gears.
I like to save MAB changes for correcting the high rpm WOT fuel ratio. That's it main job. You can tweak it a little to help with initiation, but it has to be in the working range for the jetting or fuel will go lean or richer in the top rpms.