The second line typically contains the manufacture date code and batch or serial numbering for traceability. There'd be nothing in it that is of value to you, though the manufacturer may have flow data recorded against that number.
There are two accommodations that fuel systems will make for a new set of fuel injectors. Firstly the O2 sensors will indicate the effective fuel/air mix, and the ECU compensates for variation by adjusting trim values in tables that are stored for the range of operating conditions.
Secondly, the fueling (and throttle or idle air valve) setting for idle speed is not a static value, but is automatically switched between stored values for operation in neutral, in gear, with/without the AC pump running and various electrical loads applied. The ECU learns what is needed for each of these conditions over time.
After disconnecting the battery (you did, didn't you?) the ECU usually resets the fueling tables and idle strategy to a factory default, but even if not, there's a re-learning process that can take some time to complete, and in that time the engine may run a little rough, or not maintain idle speed as the engine conditions change. It'll settle out over time.
The fueling trims can only respond to the information it has available - the O2 sensors only report the average value in the exhaust, so you may have only one, or maybe two for a V configuration engine. That means that if there's significant variation in flow between the injectors, some cylinders will run rich, and some leaner, and there's no way to compensate for that. For high performance engines, the injectors can be sorted in production into matched sets, but typically manufacturing tolerances are held such that this isn't done. If you've got a set of injectors with a wide variation, you will find some inconsistency , especially at idle, that won't go away.