As you probably know, the only way to set up this fuel injection is with an exhaust analyzer. The Gunson single-gas unit works pretty well for home use and is only around $200. What's more important though than the fuel settings is that ALL the other tuning aspects are taken care of first. Since an error in any one of them will affect combustion, and subsequently the fuel metering adjustments. Valve clearances, ignition point dwell, idle ignition timing and total advance, good spark plugs and ignition wires, throttle rod settings, throttle plate idle setting, regulated fuel pressure to injection pump, engine operating temp correct, thermal timer function, cold start function, injector spray pattern and seal, and injection pump thermostat function. If you've got everything dialed in and are really ready for the fuel adjustments, which should be dead last on the tuning list, calibrate your exhaust analyzer and read CO at idle.
Adjust that to 4% or so. Make incremental adjustments, 2-3 clicks at a time, with the engine OFF. It's a trial and error process. Adjust. Run, read CO. Readjust. Reread CO, etc. With the idle CO close, check the CO at 3000 rpm. It should be 2% or so. If it needs adjustment, turn the full-load screw a click or two, again with the engine OFF. Don't mess with the partial-load screws (they can't be easily accessed through the back of the injection pump anyway). Recheck the CO at 3000 rpm. When the CO is close, go back and check the idle CO again. Full-load adjustments affect the whole rpm range. If you think you're pretty close, take the car out for a 10 mile road test. When you return, recheck your CO readings and adjust them if necessary. Remember that the idle air bypass adjustment will not only affect the idle rpm. It will also change the idle CO reading. And the CO output is your window on combustion. Also, the injection pump adjustments are just opposite of carb adjustments. That is , clockwise is richer and counter-clockwise is leaner.
In my experience, fuel adjustments are generally messed with early on rather than dead last in the tuning process. Then, when the necessary non-fuel adjustments and corrections have been made, the fuel adjustments have changed and need to be redone all over again. I've seen injection pump thermostats cure a lot of fuel metering problems. It can be a lengthy process. When you're done you won't cuss fault codes and OBD quite so much.
good luck
