First thing to get understood here is "Where you is at? Specifically, do you want to stay with the Q-jet or do you want to swap it for something else? Choices at this point include but are not limited to a Holley, Edelbrock AVS, QuickFuel, Demon and a few others in the carb category, finding a reputable builder who knows and has extensive experience with the Quad and all its variants, or considering Fuel inJection, which is a mile deep rabbit hole that I am not about to dive into.
Second point, is the state of the ignition system as a whole. Is it otherwise completely stock and in good working order? If you still have the CCC box is it working or has it been decommissioned? Is the matching distributor still installed or has it been pulled and an HEI of some kind plugged in instead?
The point to all of this is that, with the CCC controlled system, or any of its successors. there is no adjustment to the carb beyond the idle. The controller makes all the changes needed by way of compensation for acceleration and braking, timing advances and retards, usually based on input from both a Throttle position sensor and input from a coolant temperature sensor. The temperatuere sensor can look something like a small plastic tree since it has multiple ports; one being the vacuum delivery line and the rest being vacuum output or feed lines that are active or idle according to how hot the engine is.
You also mentioned the Transmission, a TH200-R4, and that fact that it has the electric lockup. This T-box does not depend on vacuum to shift gears. It gets its input from a TVS cable that is attached to the same lever that the accelerator cable is. The short story is that, as you accelerate, tension on the cable increases, which causes internal ATF pressure in the box to increase. At a preset point, the pressure gets high enough that a change in gear occurs. The key point with that cable is that it has to be set as precisely as possible in terms of its initial or static tension. Too tight and you get premature, very hard shifts from gear to gear, too slack and the shifts are late or delayed.
The fun fact about the lock up is that it is not influenced by the carb or distributor. If you review the wiring diagram, it is actually wired to be active as soon as you start the car. Earlier versions that were installed in the TH350's were wired to only affect third or high gear and only at highway speeds. In the TH200 and the 700R4 the lockup is active in all 4 gears. Your foot on the brake pedal to slow down or stop is what unlocks or defeats it and as soon as you accelerate again, it comes back on.
The final point here is what other mods or parts have been installed or removed, hedders, cam, intake, rockers??
If your motor is totally OEM stock and you have no desire to change that state of affairs, then the previous suggestion posted above is and remains valid; go find a reputable builder, ship him/her a correct core for your year/make/model/CID motor and pay the $$$ that they will ask to build you a good carb that you can install and run.
The hardest part to all that is finding that core. Q-jets have been the default carb for GM for decades and the numbers tend to change from both year to year and make/model to make/model. You may seriously need to locate a parts yard that has a substantial inventory of carbs that has accumulated over the decades and hope your carb is in that stash and still in good shape.
Nick
