The nozzle drip is pretty common on Q-Jets, especially as you step up the cam specs. To compensate for the radical cam and low vacuum, you need to raise the idle with the throttle screw, but the air bleeds are too small, so you get nozzle drip at idle. Also, with a radical cam with little vacuum, you'll lift the primary rods up, and the engine will want to stall. Very touchy situation.
A little known fact : Oldsmobile designed a special Quadrajet for their 1970 W-30 that did not use primary rods. It ran off the jets. I believe Cliff has made this modification to some customers Q-jets.
I really do like Q-jets, and as I mentioned earlier, I've used them for decades, and like to work on them. When they're dialed in, they're wonderful carbs. Unfortunately, one of the greatest advantages to a Quadrajet WAS cost. They were sometimes FREE, or maybe $5 at a swap meet. They made millions of them. No one wanted them. But now they're pretty expensive, especially from a tuner. A rebuilt one can run $400-$500.
The Q-jet only needs 4-5 psi fuel pressure to run properly. I've seen them run fine at 3 psi. It's all about volume, not pressure. Holleys run best at 7-8 psi.
Of course, the nicest thing about a Q-jet is that it's factory, it's stock appearing! They run great on a stock or mildly modified car. When you get into the 400+ hp range, they need a 'little' work, and over 500+ hp, you really need to read up on the inner workings, or you can use a rebuilder like Cliff, who does fantastic work.
