The absolute airscrew setting has always been part of adjustment scheme in reality, rather than solid set and forget.
With variation likely on component now in comparison to production line original, then highly likely that set point is going to be different.
Bore of jet, bleed holes, airflow passages, air filter performance, piston ring sealing, fuel burn characteristic, ethanol inclusion (contains oxygen over and above no e types) will all contribute to a setting that may be different to "book" value originally given.
The cleaning of the jets and air passages are also a scource of variance too.
Establishment of a set for what you've now got in place should effectively accommodate these.
Fuel injection system do exactly this now, with more or less the same methodology as Honda originally published in their manuals, just automatic in itself via ecu programming, built in sensors etc.
Like these carbs though, if the sensible adjustment fails to yeald a competent combustion before reaching the end of logical steps available, then it'll usually throw emissions/check engine code and warning to request further work in establishing what is the real cause of going out of range.
