Without getting into the proverbial contests...I can tell you for certain that the QFT package will have a fairly linear A/F ratio throughout the RPM band and will respond in a linear and predictable fashion to jet changes. The traditional vintage Holley 2x4 package will be less responsive and linear to changes and will go non-linear on A/F as you stray from the OE calibrations - becoming extremely rich at WOT with even very small jets. They drive good but you end up making significant changes to get them under control with more powerful engine combinations.
Every carb modifier and even Holley went to the emulsion happy fuel package because it flat works from a power and linear mixture perspective. Holley's original fuel packages were equally sorted out with the emphasis on part throttle drivability and transitional behavior. You tune to your combination and either strategy can be made to work. Neither group did what they did because they were blind to the other issues. The folks that started QFT and worked there were mostly former Holley employees in marketing, sales, and primarily engineering.
I concur with closing down the throttle at idle until the transfer slot is barely visible. Sometimes they benefit from checking and recentering the blades in the throttle bores - whether Holley or QFT that seems to be missed sometimes and can give quirky behavior. Do not close the blades all the way against the throttle bore for idle. The blades have a 7 degree angle on them to prevent binding, but you can still raise a burr in the bore or accumulate carbon on a hard close that can lead to sticking.
You have a lot of levers and knobs to pull to adjust the light throttle burble. Transition to main can be affected by a lot of things including specific gravity of your fuel, alcohol content, fuel pressure/float position relative to emulsions, etc. I bet you can make it work pretty well with just a little tuning.
