Based on personal experience, the fuel injection system on your
engine/s needs to be set-up precisely by the reference I gave you,
using the higher limits for metered fuel pressure/fuel flow.

These limits are to be determined using calibrated equipment. Your
metered fuel pressure should be between 15.8-18.3 (I would highly
recommend 18.3) psi referenced to manifold upper deck pressure. This
should result in an actual calibrated fuel flow between 22.1 and 23.8
gallons per hour. Again, more fuel is better.

Using the fuel flow gage (which is actually measuring metered fuel
pressure) or a fuel totalizer installed in the aircraft is not suitable
for this test/adjustment. Once the proper fuel injection system set-up
has been accomplished, noting the respective take-off fuel flow
indication is a good way of keeping track of the status of your fuel
delivery.

Depending on the engine/airframe installation, with the system set-up
properly, quite often the panel mounted fuel flow gage indication will
be at or above the high limit on the face of the gage.

BTW, TCM considers any installed engine warranties to be null and void
if these procedures are not followed to the letter.

Again, I am not implying that you have a problem with your engines,
just pointing out that there is a defined procedure to ensure that they
are getting enough fuel...bearing in mind that the TSIO-360 series of
engines is one of the most expensive general aviation engines
(horsepower vs. TBO vs. overhaul cost) being used today.

I do not want to get into the whole ROP/LOP discussion, but at a 75%
cruise power setting, your EGT/TIT should be at least 125-150 degrees
ROP with the mixture full rich.

Regards;

TC