Lots of times, starting the learning process from a point where nothing is badly broken is really helpful. The thing that makes carburetors so difficult is the multiplicity of factors involved: venturi size, velocity stack height, float height, main jet size, air corrector size, emulsion tube type, idle jet size, accelerator pump jet size and adjustment, etc. Every change has some secondary outcome.
Also factor in the number of potential problems, not just “tuning issues”, which are often not bad enough to be obvious, and present as tuning issues. Carburetors go out of sync, intake manifold gaskets develop leaks, idle jets partially plug, ethanol in fuel attracts moisture and collects in the fuel bowls and creates a jelly, crud gets stuck in transition ports, etc. Ignition and mechanical problems also seem like carburetor problems, probably because there are so many things to go wrong there, it just HAS to be there, right?
Getting the carbs back in tip-top to start with provides a good starting point. Good on you, Gordon for biting the bullet.