bblksn955 is correct.
The aftermarket method of calling a MAF “calibrated” for a certain flow rate injector is a hack fix at best. All they do is shift the MAF’s air flow measurement signal down based on the flow rate of the new injectors, relative to your stock ECU MAF transfer function. In this case, the MAF reads less air flow so the ECU sends a lower pulse width to the injectors and fuel delivery at the higher flow rate comes out at the correct amount (sort of). This only addresses the fuel delivery shift. The problem is that the air flow measured by the MAF is also used to calculate the engine’s load, which indexes your spark maps and other functionality. By shifting it low, your load signal becomes invalid. The ECU will index the spark maps at point lower than the actual load (which is higher than the MAF measured load). This can partially be resolved by turning the distributor back. However, idle and driveability issues will probably result. The effect gets worse the farther you get away from the stock injectors. This whole method is a poor compromise.
The best practice is to recalibrate the ECU itself for the new components, either with a chip or a tuning device. A tuner shop will do this, or you can buy something like a tweecer and do it yourself.
Also, as bbklsn955 said, adding the 24lb injectors on a near stock motor will not give any performance benefit. It might actually cause problems since the stock motor will only operate at the low end of the injectors flow range.----- Don’t forget the basic rule of how to make power with a gasoline engine: “More AIR FLOW.” Torque and power are proportional to air flow. (Spark efficency is a separate topic.) More power can only be obtained through increasing air flow through the engine: better induction, heads, cam, and exhaust. Fueling is just long for the ride. As long as you can hit the correct air fuel ratio at all speeds/loads, you won’t get any additional power from increasing the injector flow rates.
I hope this helps.