Quenton, I am looking forward to reading about the Q-Jet. It's obviously a reliable design, with millions built over the decades. For my purposes the performance should be sufficient.

The car is still not at its best, but there is definitely an improvement. Off the line there is still not a whole lot, but throttle response is crisp and immediate, the secondaries kick in, the kickdown switch does function (I'm not sure if there are any adjustments, but when I floor it, it's there). At 30 mph plus it really moves out when I mash the pedal. I will have to play with the timing a bit more. Initial timing is at 9 BTDC and that is the optimal setting for starting and idle. So I will need to play with the springs and weights to find the optimal configuration for acceleration, and with the vacuum advance for economy.

Most of the diagrams for the TVS show the 1968 5 lead, or carbs with different port layouts. I wish I had the diagnostic manual for 1969. I'm not sure which of the vacuum ports on the carb should be used for the ported vacuum and which for the manifold vacuum.

I would never have attempted this without the support from the members of this forum. My thanks go out to you.

TOHCan, you mentioned that the distributor end clearance should be .010-.015. When I installed the Pertronix, I checked the end clearance and it was .052". I thought this might be an issue, and talked to the local shop guy, who said that if it was a Chevy it would be bad, but because of the counterclockwise rotation of a Pontiac V-8 the gear pulls the shaft down on the cam. I'd like advice from this Pontiac-experienced group on whether or not I should pull my distributor and shim it. I couldn't even find shims for it at the NAPA dealer.

I'll be posting new pictures of the detailed engine on my site. And my garage floor doesn't have any more spots!