201 and 218 @ .050 in a 428 and you say it's "lopey"? I would have to hear it to believe it. That cam is just about as small as that carburetor for a 428. Ford was notorious for using small carburetors, but even the stock carburetor on a 428 was bigger than that.

That said, a couple of things for you. First, the accelerator pumps and jets can be thrown in the ditch when considering tuning the carburetor for curb idle, because neither circuit is even in the equation at idle. Curb idle RPM and air mixture is the first thing you want to iron out with the carburetor, BUT before you do that, you should make SURE the timing is optimal, first.

I bring the ignition timing up, because you have a BIG red flag of low idle vacuum signal for a BIG engine with a TINY camshaft. That engine should be close to if not over 20 hG ov vacuum at idle. That's a very, very mild cam and should have a healthy vacuum signal. 12hG ain't it.

I bet you a whole dollar the timing could use advancing. Seen it a thousand times. First, what's the static compression ratio? I'm talking about the KNOWN MEASURED compression ratio, not the "It's got 10:1 pistons in it" stuff. Better yet, stuff a compression tester in a spark plug hole and tell us what you have for cylinder pressure. THAT could get us even closer.

If that 428 doesn't have any more than 150 PSI cranking pressure and you have only 12hG vacuum at idle, You can raise the initial timing up to around 20*, but you'll need to limit total timing to between 32-36*, depending on your cranking compression reading. Get that first and let us know.

It is IMPERATIVE to get the timing worked out FIRST, then proceed to the carburetor or you'll be chasing your tail and never get it right.