The electronic tach in the JPI EDM usually reads 2640-2650 on
takeoff.

That alone is enough to account for the tiny discrepancy. At that RPM,
the minimum acceptable fuel flow would be less than 15.5 GPH. You say
it reads 16.0 +/- .5. In other words - there is really no problem,
other than the fact that your prop governor could use some adjustment.

My interest in these numbers was sparked by reading the avweb.com
discussions by Deakin and others, specifically whether or not enough
excess fuel was flowing to provide cooling at full power.

Understood. However, his discussion is primarily applicable to
big-bore engines being run close to design limits. For example, if
you're squeezing 300 hp out of 550 ci or 285 hp out of 520 ci (Which is
what the bigger Bo's do) then you have more to worry about then if
you're only making 180hp on 360ci (which is what your installation is
doing). Bigger engines are hard to cool in the first place, and
running higher compressions and greater power densities doesn't help.
When plenty of excess power is available and cooling is marginal, it
makes all kinds of sense to run the maximum allowable fuel flow on
takeoff (and maybe a might more) and trade a little power for better
cooling.

So the bottom line is that what Deakin says is correct, but not
tremendously applicable to your situation. I would watch the CHT's on
the takeoff and initial climb. If you're solidly below 400F, don't
worry. If not, maybe it would make sense to adjust the carburetor -
and tweak the prop governor while you're at it, since enriching the
mixture will cause you to lose a little bit of takeoff performance and
you're already losing some.

Michael