If you think you're having trouble with the E4ME, wait until you try to get the 4150 to work. You'll be playing with main jets on both sides, air bleeds (yes, drill/press new ones in place), secondary springs, float levels forever, trying different pump nozzles, fitting up various venturi pods to get the correct vacuum signal (which will still be a compromise), and MAY eventually get it close to what the E4ME can do. Then you'll have to come up with a distributor that can manage advance/retard/advance again in various load ranges like the ECM timing tables do (which is impossible with a mechanical vacuum adv/ret unit), and will still have to retro-rig some system to lockup the torque converter. You'll have more in Holley Track-Packs alone than the car is worth, and will never equal the primary metering capability NOR the 800CFM+ total capacity of the Rochester. All you might need to tweak the Q-Jet is a secondary hanger and pair of rods.
Since you eventually mentioned that the car is an '87 and finally cleared up that it's a 305, the vacuum routing diagram should look something like this:
