John, it is not too low….it is WAY too low.  Ron’s comment about altitude is absolutely correct.  As a matter of fact as you go up in altitude the fuel requirement may go up because your manifold air temp may go down.  This is often the case on takeoff at a high altitude airport on a cold day because the turbo, the intercoolers and all of the surrounding engine stuff is still cool and therefore the manifold air temp is cooler than that in cruise.  My IV-P has not flown yet but I fly a turbocharged Bonanza (TNIO 550).  I fly ALL the time at WOT and 2500 RPM and 75 deg LOP. On decent, I pull the throttle to 20 inHg and leave everything else alone.  The lean fuel mixture keeps the plugs clean and my cylinder temps drop from 365-380 max to 330-340 degF.  Hardly what I would call shock cooling or cause for concern.  It’s easy, efficient and good for the engine.  You DO have to have the discipline to push the mixture forward on a go around.  I do a last minute, on short final, GUMP B(brakes) check and usually push the mixture forward at that time.  Then lean as soon as I’m off the runway.  This works for me.  I am setting my WOT fuel at 43-44 gal/hr on my TSIO 550.

Craig Berland

John,
    If you don't want to believe what Pete or I were trying to tell you then I doubt you will believe the TCM service bulletin either which calls for fuel flows at take-off power to be 41.7 – 43.4 gph.   The GAMI guys recommend more than that.   I'm confused about your comment about landing at a higher airport.  A turbo charged engine doesn't care what altitude the airport is.  30 or 38" of MP is the same at 25000' as it is at sea level, and so is the fuel to air mixture ratio.   The TCM service bulletin is SID97-3D.  Look it up for yourself.  

Ron Galbraith