The poor performance doesn't have to be all the carbs fault. The ignition curve and initial timing are another consideration. Chevy had maybe twenty or so distributors sitting in bins all color coded to reflect the different weights and springs (or a mechanical tach drive if going in a Corvette) to fit each individual motor that they made that year. Changing from a two barrel to a four barrel would change the weight and spring combination to change the ignition curve. It isn't a curve at all: but a line that rises at an angle determined by the spring strength; and as to when the "curve" started up was determined by the weights being held in place by the different strength springs.
The carb if out of gas would pop and back fire going down the road. Too much gas and it will stumble and lag behind you stomping on the pedal. There are two different circuits that have to be tuned in the carb to make it behave; the accelerator pump circuit and the main metering which is controlled by holes in the emulsion tubes and the main jets. Idle quality is determined by manifold vacuum and your turning in or out the idle mixture screw that adjusts air, not gas.
Carb size is also a factor if you have a carb too large for your displacement or engine RPM. You can put an 850 cfm Holley double pumper on top of a five liter SBC engine. If you put it on top of a 302 with a 30/30 Z/28 cam and use the factory 4.10 gear set and a close ratio Muncie it will be a dog on the street but deliver nearly 370 horsepower at ten thousand RPM. Put the same carb on top of a 305 and it probably won't even run. This is an example of too much carb for engine displacement (keep in mind the 454 had a 720 cfm Holley from the factory on the hot engine, and the higher reving solid lifter 427 got a 780 cfm Holley).
A 327 for the street should have a 500 to 650 cfm sized carb. You choose the 500 cfm carburetor for a true street driven automatic PowerGlide or TH350 with a high (low two series gear) rear end, and you pick the 650 cfm carb if you have a manual and a lower three series gear in the rear end. In every case you chose a vacuum operated secondary with a heavy car like the Impala.
Add to the mix a cam chosen to make that rumpitty-rump noise and you are going to have issues. This is because that rumpitty-rump cam steals all of your low RPM power and shifts it up higher in the RPM where you can not get it for driving on the street.