Ross,
 Don't know what I did today, but reset idle, adjusted accelerator pump gap again, took it out on the highway and it is smooth now. When you jump on the gas from a slight roll it lights up the tires immediately. Cruises smoothly now and you can't feel the secondary kick in. I'm done. 54 jets seem OK. I'll keep a check the plugs soon, as long as they aren't white or black I'll be happy.

I just got through putting the 54 jets back in the carb and installing new 8.5 power valve it came with. One of the reasons I liked this carb is the 21 mpg. I will not go against experience. Seems to idle good at 750rpm. 17 inches manifold pressure.

Thanks Ross, I'll pull the plugs after the parts use to one another and see what the color of them are.

Before I made that 50 mile drive over there I checked my 390 cast internally balance flywheel the same way. I came out with .0005" TIR run out using same procedure. It had been laying around a few years and the face was discolored so I thought I'd get it resurfaced also. After the guy resurfaced the 410 flywheel he washed the table and his spacer that he put under the flywheel real good, mounted the flywheel, tapped it around until it turned concentric, locked it down and started grinding. I heard a chirp-chirp-chirp as the wheel began grinding and my heart sank. I knew then his Blanchard was off or I was off on the flatness I'd found on that flywheel. Sure enough, this morning I found out it when I measured it showed .002" TIR.
I've decided to put the 390 back in the 57 Fairlane  and I'll be using the cast flywheel the way it is. It would be nice if it had come out perfect but unless someone decides to drive my car and let the clutch out to where it only engages .001" into the flywheel I can't see trying to make it any better than what it is. And, if someone could ride the clutch that close on my flywheel I'd jerk them out of the car and beat them over the head with a feather duster anyway.
In all seriousness, I'm tired of messing with it and I don't care what it looks like on the crank. They don't resurface it on the crank. I did the best I could, the guy resurfacing did the best he could and I can't see driving all over the country having it reground until it has the thickness of cigarette paper trying to get it perfect.
If I ever use the 410 again or sell it I'll make sure to get the flywheel sent to another state to get it resurfaced.
Thaks guys, I'm just tired of dealing with it. The flywheel I'm using at .002" TIR at 12" diameter isn't going to kill me and McLeod said if I'd use the 500 miles they recommend driving it instead of racing it as soon as the new clutch is installed,  the flywheel wouldn't get eat up to begin with.

Russ,
I'm so tired of trying to do the right thing and ending up with less than I pay for I can't hardly stand it. I just wish I had a machine shop. I built my own 215 mph all metal airplane and rebuilt the IO-320 Lycoming engine that went in it. I put all the IFR avionics in it and flew that airplane trouble free for 1400 hrs. and 14 years. It really pisses me off knowing I can learn and do anything and I have to trust other people in a field I'm not that familiar with. I feel like I'm stuck out here in the boonies with tractor mechanics. I'll probably wish I hadn't said that but I'm a little disgusted right now.

KMcCullah,
Yes I did, it came out .000". That was the first thing I thought of because I'd heard that people had trouble with Eagle Cranks. I could kick myself in the ass every time I think I could have had an internally balanced Scat crank from Barry's shop. I'm debating even putting the engine back in my 57. I drive that car all the time, go all over the country in it and drag race it maybe 4 weekends in a year with an occasional street encounter. The guys that put a belt sander to my flywheel said they took out almost .040" to get it flat. If that's the case, why would I want the damn thing back in my car if I'm afraid to drag race it every now and then.

I put the flywheel on a level surface that set on the mounting face of the flywheel only. I spun it and ended up with .007" TIR on an 11" diameter. I then indicated the crank flange and it came out perfect. I called my machinist ( the one that does my engine work ) and he said .007" would be OK and I'd never feel a problem. There were no burn marks on my flywheel and with the amount of material they said they took off it to make it flat I assume when McLeod says to not dump the clutch on their setup until you've got 500 miles of regular driving, they mean it. I'm using the same clutch and pressure plate as I started out with. When I first got the Tremec 5 speed I went through Mike Forte for the kit as he more or less started putting the Tremec's behind FE Ford engine's. That's the clutch he recommended and sent with the kit.
Thanks guys for your comments, I'm back on the road again. A little wiser now.