Wow! Thanks for all the input. My Eureka moment did not pan out. Still have the same issue after draining and disconnecting the catch can from the blower inlet(which only sees vacuum so it cannot boost the crankcase). I also disconnected the fresh air side from the intake tube - it is connected to a second catch can that was vented to atmosphere for today's testing which put about 50 miles on the truck with plenty of hits to the throttle. If anything, it looks like the rich blips during cruise conditions have increased, but I do not feel anything while driving- seems to run very smooth when cruising. It is correct that the plugs have been changed umteen times. I also re-checked the plug wires again today.
I have not been able to hold the throttle down long enough to determine if there is any belt slip, but I am now running a 12 rib belt with custom pulleys on the twin Maggies. The pic above is last years 8 rib setup. I have to make a video so I can see what the new belt and tensioner are doing at high RPM. Might also mount the GoPro camera over the exhaust tips to see/hear what is going on there.
I was suprised that my injectors hit 90% DC today during a quick blip close to 7000 RPM (frame 10668). Thought I had more room than that on the ID 1000s. The bank 1/2 injector duty cycles are still not identical at all times during logging??? I would expect them to be so when running OL. Unless this is just an artifact of logging. Just did an injector balance test - there is only a noticeble RPM drop/stumble when 3,4,6 or 7 are disabled. Can't discern any change when 1,2,5 or 8 are disabled.
I haven't logged the narrow bands in the last few logs. If anything they appeared to show opposite of what the 2 widebands were doing.