Ok, i'm not exactly sure what you mean by the technology. but you also said a lot of guys are getting it wrong and lunching their engines, that's usually a tuner issue.
there are definite pitfalls when it comes to EFI tuning.
I'd estimate that 90% of them are caused either bad/missing flow rate injector data causing unexpected or unpredictable results from a pulsewidth alteration, or an issue with a fuel/ignition conpensation table where something is either put into the VE table instead of a conpensation, or compensations are stacked when they shouldnt be.
If it's hardware related it's usually inadequate grounding which is messing with a 5v sensor signal.
To input the data is quick and simple, literally the push of a button.
Knowing what to input, where to put it, and how to setup the correct parameters for it to take effect. That takes some learning to know what you're doing.
And it's not realistic to expect to just figure it out by browsing the menus and interface. Though so many peoole think they can do this.
If a person hasn't tuned EFI before and hasn't learned the process tries to "wing it" they're definitely going to **** it up.
They'll probably be able to get it to run though.
I don't see a problem with this, you really don't need to be a carburettor guy to tune efi and vice versa.
Agreed 100%
What classifies as big power to you? And why wouldn't those brands count?
I'm not claiming to be an EFI guru, i'm not a professional. Far from it.
but I have dabbled with boosted cars as a hobby. Certainly nothing I'd describe as "big hp" though.
There are definitely guys on here who are more qualified than myself.
I have done this, in a sense. When possible I like to design my fuel system so that I can install a fuel pressure gauge at either end of each injector rail as a diagnostic tool. It allows me to compare fuel pressure both bank to bank and end to end.
I tend to leave it upstream of the first injector so that I can monitor any disparity between what pressure my FPR (downstream of all injectors obviously) is set and what the gauge reads.
I haven't seen any significant fluctuations, but I also tend to run a fuel damper, provide substantial headroom on my pumps and more than adequate diameter on my lines. Perhaps I've been lucky so far?
Absolutely, the closer an engine is to the knock threshold the more critical it is to tune it correctly. And that's boosted engines in a nutshell.
That is interesting, I'd be extremely apprehensive about getting a canned tune for an engine of that performance level.
But if it's essentially the same combination as one that the remote tuner was intimately familiar with I can see how that would work.
I don't think anyone is saying that EFI is god's gift to the performance world, but rather that it can do a lot of things which carburettors can't.
And like any tool, it can only be as good as the operator.