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But seriously folks, given Mike's background, this approach to tuning makes a lot of sense.
He does have the great advantage of already speaking the language.
Most of us have spent all our lives learning Carburetor. We know how to conjugate the jets. We don't have to think about what the future tense of idle stop is. We can call up any parts place and order right off the menu, without using a phrase book or any hand gestures.
But doing the simplest things in EFI, for most of us, is like trying to say, "Please, pass the butter", in Swedish. Mike, on the other hand, has spent his summer vacations, if not in Stockholm, then in a comfortable waterfront cottage on the outskirts of Malmö.
If you've ever looked at a cutaway drawing of a carburetor and tried to figure out how it all works, you quickly realize that it is a mostly Rube Goldberg contraption. They started out as straightforward devices, but as one limitation after another became apparent, more and more kludgy fixes were added to compensate and correct for shortcomings in the basic design. If everything is brought into a tenuous balance, if it's all kept surgically clean, if nothing is allowed to wear or to leak, it sort of works. It was the best we could do with purely mechanical solutions.
In an age of modern technology, though, it's a quaint, little joke. And oh, you want to hook up TWO of them and have them both do everything in synch with each other? And all of the time? When it's hot? When it's cold? When you're on the top of a mountain? You must be quite the romantic.
If you've got the experience, if you've got the chops, if you've got the time, if you speak the language, this probably does make a lot more sense than the usual dance that the rest of us go through.
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