I didn't mean to be competing w/ anyone - I merely wanted to contribute - to the greater good so that we all collectively can get more informed. This blurb was just meant to look only at fuel flow delivery, I wish I was smart enough to consider all the nuances at play, but I've been reading till my eyes are blurry, and can't come up with any more answers.
I know that with my experience with turbo-buicks, it was found that it's not a good idea to run the injector pulse-width (duty-cycle) to 100% or static. The issue was two-fold: first the injectors didn't like to be run static or near static - the magnetics of opening/closing while those events were occuring simultaneously caused irregular/sketchy behavior. Also the ECM (1987 technology) didn't like 100% DC - when the code tried to calculate 110% or 120% or whatever, it would sometimes "hiccup". Plus the ECM inj drivers (hardware) didn't like giving electrical commands at/near static. So the answer was to get larger injectors and pull back DC to 80 to 90% (which I could do on my laptop in the garage) or turn the screw on the top of our boost-referenced adjustable fuel pressure regulators.