The oil dampers don't act to slow the throttle response (well, they do slightly, when going through a quick transition to WOT, but that's a very small effect in a very large change).

What they do is prevent the slides from going up too quickly. When the throttle is opened quickly, it holds the slides down. More air still goes into the engine, but the velocity over the jets increases. This creates more vacuum (venturi effect), which in turn sucks more gas out of the jet. This acts as an accelerator pump function.

After a second or so the slide/piston rises to equilibrium, and the air velocity goes back down to the normal constant speed, and the mixture goes back to what the needle specifies for steady state running.

I'd tend to suspect some issue with the engine/trans mounts as well - it may be a case where the drivetrain is moving around, and this is ending up translating into some throttle actuation. Volvo tried to do a pretty good job of locating the linkages in a way that makes most of the engine's movement ineffective at working the throttle, but if something is loose, it could be happening. You might be able to notice the gear lever moving around more than normal?

And last but not least, there's the whole seat/foot interaction? My PV has a set of DCOE's on it, which have a razor sharp throttle response. You have to be pretty gentle with it in 1st gear. If you tip your foot down, the car surges forward. This pushes you back into the seats (the really springy original 1963 seats). This tends to pull your foot off the pedal a little bit. This cuts the power. This lets the seat springs rebound and push you forward. This tends to push your foot forward. Pretty quickly you can get into a jerky lurching as you bounce back and forth in the seat. Heh. I tend to rest the right side of my foot against the tunnel, and just angle the left side of my foot down - this gives a better frame of reference for throttle actuation that's more immune to the rest of my body being moved around by the car.

And that's after spending time on the throttle linkage geometry to slow the initial tip-in action down as much as possible!
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'63 PV544 rat rod, '93 Classic #1141 245 (now w/16V turbo)