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It is more likely to be 306* adv duration, 110 LSA, Solid lifter.

Somebody realised that the SB lifters could be used in the BBs. So I think some cam companies offer the same lifter for both engines.

The #1905 & 1906 carbs are AVS carbs [ Air Valve Secondary ]. The carb in post #6 is an AFB carb.

Post #6 shows a pic of an AFB carb. The AVS carb has a spring loaded air valve above the secondaries & are rated in 650 or 800 cfm. What have you got?

The top lifter with the lower oil band is from a small block. They will work in a big block.

Sorry, omitted the word 'cam' in second sentence above.

Really hard to tell with the info given so far. A that was installed in the retarded position will reduce the cranking pressure. Engine performance might be normal for that combo. Have you driven a car, or been in a car, of similar weight/gearing & a 360 to compare?

Fibre washer under the nut, Loctite 567 or similar thread sealant on the adjuster threads.

As Steve 340 said, keep the PCV as a dedicated port. While usually the carb base is where the PCV port is, some engines run PCV from the PCV valve to a fitting in the intake manifold. All other vacuum ports for vac adv, brake booster, headlight door actuator etc can be connected together.

Post #3 says it all. You talk about the 'contaminants' being drawn into the engine. The contaminants [ combustion by-products ] are in the engine whether you use PCV or not. PCV use started around 1960....still used on modern cars. That is how effective it is. The engine idles roughly on about...

Make sure the trans vent was not blocked by Hughes.

3 psi fuel pressure is really not enough. Yes, the fuel bowls will fill with fuel, idle will be ok. In low gear, that fuel gets used up quicker than 2nd gear because max rpm is reached more quickly. The fuel level is dropping & may not getting replenished quick enough. A symptom would be putting...

To Bob Renton, Thanks for the Max Wedge link, very interesting.

You could also put a piece of thin wire in the secondary high speed [ main circuit ] air bleed to make it smaller. This will bring in the secondary fuel earlier. Very easy to do as a quick test, just secure the wire so that it cannot fall out.

I agree with post #17. Without v/valves in the secondaries too much air. On the carbs that had VVs, Carter incorporated an ingenious starter cct. When the secs went to WOT, the upper edge of the VV was adjacent to a small orifice in the booster that supplied 'start up' fuel for secondaries. Your...

According to CD: 265/275 @ 050. 4400-7600 rpm range.

The AFB carbs do not have an air valve in the secs like the AVS, but they DO have velocity valves between the boosters & the t/blades. There were a number of different VVs used, that varied in the attached counterweights & 'angle of attack'. The VV control the sec system. Jon Hardgrove, of the...

And.....

Also, you will need a LOT of timing at idle, with either cam; if you keep the current cam, you may need as much as 35* at idle. Yes 35* !!!! Maybe more. Easiest way to do this is using vac adv connected to manifold vacuum. Choose, say 15* initial & add 20* with vac adv. See below

There is no way you will get 14" of vac, in gear, with that cam that has 108 LSA. If you want more idle vacuum, change to a cam that is a single pattern with about 220* @ 050 such bas an Isky 270 Mega. BB Chrys do NOT tolerate a lot of duration because of the high rod/stroke ratio, see below.