Cappy...I was dissing EFI, but not because it's bad....
Mike...I appreciate your choice to go EFI...
...my slap at EFI vs K-jet was meant more to remind people that K-jet does have it's strong points....but, yeah, I was being a bit sarcastic...
...for those who have opted to retain K-jet on their turbo motors and to add an AIC to control a set of electric injectors to add extra fuel during high boost, I would suggest that their choice was a good one, even though it may have been made for reasons other than the following:
...the location of the K-jet injectors in the intake runner of the cylinder head just in front of the intake valve is an excellent location....it puts the fuel spray right where it needs to be...
...the fact that it is a continuous injection spray does affect the mixture richness when the intake valve opens....the mix is richer, and helps cool the CC when initially drawn in...which means that the heat absorbed by this "rich" mix also helps the atomization of the fuel, promoting the homogenation of the air/fuel mix....
...the continuous injection spray also helps keep the incoming mix more consistent.....with a pulsed injection spray, the last part of the incoming mix tends to be leaner than the beginning or middle portions of the incoming mix...this results in varying rich and lean pockets of the incoming air/fuel charge, affecting the homogenation of the air/fuel mix....which means that the swirl and tumble and squish have to work harder to make sure the mix is really stirred up well to try to eliminate the lean pockets....
...this variation of the uniformity of the incoming air/fuel mix with electric solenoid injectors can be minimized if the electric injectors are pulsed in a synchronized manner related to the intake valve cycle, or by utilizing multiple pulses per intake valve cycle...whether or not the aftermarket EFI controllers are programmed to synch the pulses to the intake valve cycle to maximize the uniformity of the incoming mix, or utilize the multiple pulses per cycle approach, I have seen no documentation confirming, denying, verifying, explaining, or specifying which or what type of pulse synch or frequency is employed....I am sure that the info is available, or should be; and would ask that anyone who has that info on the system they use, to share it here...
is this a "splitting of fine hairs"?.....perhaps....but if a person has a performance problem such as detonation or misfire under load that is NOT ignition system related, I would suggest that how well and where the fuel injection system delivers that fuel and when it delivers that fuel 'may' be part of that person's problem....
but I have digressed....back to the K-jet with AIC choice advantages....
...those using K-jet/AIC have a very good fuel delivery system [for the reasons already given; plus the durability and reliability factors of the K-jet system are well established] that supplies what they need for 99+% of the time....and when they need that little bit extra, it is available via the AIC/extra injectors....
...in other words, daily driving is handled by a durable, reliable, serviceable system; and the emergency "wartime" power extra fuel needs are supplied by a stand alone, non-interfering system, which, if it fails, they can still drive...kind of a "best of both worlds" approach....
For those who have opted to go away from K-jet, I can and do appreciate their choice....and meant no disrespect for that choice....I just wanted to let those who kept their K-jet, and opted for an AIC, know that their choice has its merits as well...
I know Jordan is rolling his eyes right now! 
I was not happy! S'pose that's what I get. :? Neglect your 20 year old Kjet