Calling all Weber gurus....

Having installed a wide-band air/fuel meter in 'the Bird,' I'm determined to get the DGV on the car optimally tuned (only to probably put SUs back on the car)! I suspect the Weber was slapped on the car by a PO and no jetting modification was ever done and I was pretty horrified to see how lean she was running under throttle and how rich at idle. I've been tinkering and getting things close. I feel like I've got a good grasp of the workings of the carb and the relationships of the various circuits, etc. but I'm hoping someone can give me a bit more on the 'air correction jets'- I get what they do, but where does changing them have an effect? Like, OK, running too lean on primary barrel operation, try a bigger main jet.. but what about the air correction jet? Should the main and the main air correction jet get changed simultaneously? Or does the air corr. jet have more of an effect at a certain point in the circuits operation? With the main jet I"ve got in the carb now I'm getting a good reading through most of the primary throttle range (13.5:1 to 14.3:1 or thereabouts), but it starts to lean out at the upper end, before the secondary kicks in. Basically in the range of fast highway driving. If I put the pedal down and get the secondary open it's back into the rich zone for a kick in the pants (fun!). So what should I be looking at to get that 'fast cruising' range right? Smaller air correction? Bigger secondary idle jet, maybe?
Thanks
Having fun with combustion!
Tom
NYC