Re-Jetting my 40mm Dells

I do have some new 2.00 inlets/needles.  Thus, if I had good rationale to split the carbs and replace the inlets/needles, I could.  But I'd only want to do it once, with some assurance there is no downside to downsizing the fuel inlets.  They need to supply:  2332, CB ported MiniWedge heads, DRLA 48 Tri-jets; without running out of gas (going lean, and burning valves/pistons) reving between 4000-6000 RPM while pumping the accelerator jets during quick corner to corner upshifts and heel-toe downshifts.  So, am I OK to downsize fearlessly?

Distributor:  009 with Compufire module.  Yes the module is screwed tight and base grounded.  Is there enough temperature difference in the distributor between times of "normal driving" and a brief minute of pretend road racing to cause breakdown and recovery from one minute to the next?

Compufire modules seem to be built better (and be less problematic/affected by heat) than Pertronix modules so I would think (for the moment) maybe Michael's idea that it could be the coil acting up when getting hot is worth looking into. While not exactly common, it's not unheard of for coils to fail like this, and I wonder if significantly hotter underhood temps could be contributing to the problem? A remote thermometer in the engine compartment would be 1 way of determining what's going on. 

Hope this helps. Al

Hi Al, all comments are helpful, especially from you and the guys in-the-know.  And I'm sorry for hijacking Gordon's thread.  As far as underhood temps, in my case they are unlikely to make radical swings up and down after a minute of hot rodding followed by side-of-the-road idling.  If anything, they are likely to be somewhat higher when stopped/idling than moving down the road (at any RPM).  I have a spyder (not 356).  Click on my avatar for a picture and you'll get the idea; everything under the body that's rear of the firewall is open to the ground.

I'm still of persuasion the problem is high RPM fuel delivery related (either too much or too little), not electrical. not temp.  

PS:  I do have Tri-Jets which are designed to add raw fuel enrichment at high RPM.  I question if they actually ever come on at the kind of RPM/vacuum my engine generates.  But if I was already borderline flooding and the Tri-Jets did come on at high RPM, compounded by accelerator pumping; that might be a factor.  Any merit  in that kind of thinking?