Jets/rods aren't going to have much if anything to do with an initial 'bog' --- neither is fuel pressure. That's going to be all accelerator pump and also the secondary air valve opening rate on a QJet. Some folks think that lightening up the tension spring on the secondaries and hogging out the relief port on the pull off (or disabling it completely) is the "hot tip" for QJets --- it ain't. You do want those secondaries to come "on line" as quickly as the engine can tolerate
, but no faster. Having those big 'ol barn doors snap open instantaneously, before the air flow is there to activate the secondary metering circuits, is no bueno. There's not an accelerator pump in the world big enough to deliver enough fuel to support that --- you'd need a leprechaun riding along on the intake next to the carb, ready to dump in a bucket 'o fuel in order to be able to do that
Get yourself a copy of the Cliff Ruggles book on QJets and study it.
It's all there and it all makes sense, and it works.
It's a process, Grasshopper ---- tune the accelerator pump and secondary air-valve controls to eliminate the bog, then tune the primary rods/jets and the secondary rods + rod hanger to get the fuel mixture right under load (best done on a chassis dyno), then repeat --- as many times as necessary until everything is humming along in harmony.
There are only two reasons to care at all about fuel pressure: you want "enough" so that the fuel bowl in the carburetor stays at a constant level as much as possible, but not "so much" that it forces the needle off the seat and overflows the fuel bowl. Those are the only two boundaries that matter. As long as you're staying between those two limits, varying fuel pressure by several psi isn't going to make one bit of difference to the motor.