The problem with the concept of "one click" adjustments is the application. Where does one obtain the new PROM coding? How does one load the information into the PROM?
People develop new ECMs for vehicles, develop the look-up page data, load it to the new ECM and go driving/riding but this is not simple stuff, as you are aware. Not wishing this to sound like an argument but rather a discussion/examination by people who respect one another's views.
One example I can offer is the Honda ST1100 compared with the ST1300. 1300's often have low speed throttle snatch which Honda has never cured. There are several work arounds and some after market attempts such as a fuel pressure regulator. The 1100's carbs produce butter smooth operation. One can stick an 1100 into 5th gear at 35 mph and open the throttle. It will pull itself smoothly up to 145 mph (or so I heard from the sister of a girl who used to date a guy, whose brother might have over heard this in a bar)
I like EFI and have worked with EFI & carbs in applications from motorcycles, marine and automotive. The big market applications such as automotive allow investment in development and upgrading (flash) but small markets such as motorcycles get pinched out because of small numbers. A friend related an anecdote regarding a Yamaha sport bike which could not be made to run properly in (I think) the Los Vegas area so Yamaha finally bought it back. It was subsequently sold through a California dealer to a customer who was completely happy. Difference? The fuel was different in the two areas and the bike could not be set up to compensate.
Visits to car dearships indicated frequent "reflash" of the vehicles' EPROMs to update/adjust/compensate. A not unknown consequence was that some vehicles would run worse following the reflash because our area was a bit different from the anticipated. The reflash could not be reversed because the old data could not be stored.
I really like the way in which a well functioning EFI system operates but think that it is not as likely to be the big success in the bike industry because of the tiny numbers.
Another issue is that the bike industry is not part of OBD2 or other industry scanner/data stream standards which forces the use of specific manufacturer scanners. This ties the diagnosis to the dealer which has obvious down sides, IME.
Having spent many, many hours going through and testing sensors, breaking out wiring harness circuits...
Another problem, especially related to motorcycles, is the experience base. The size of the automotive industry provides a large anecdotal evidence base for diagnosis and repair. The size of this makes informal web and commercial information exchanges viable. I don't see that for the bike industry...I could very likely be wrong but here's a pair of examples:
1) I repair motorcycle ABS brake modulators (and other components). So far as know, I'm it for this planet. I get them from all over the world on a continual basis because (presumably) no one else understands how to diagnose and repair them. One reason might be that I'm smarter than everyone else but that's ridiculous. A more likely reason is that the market size is so small that no one else has been able to invest the time and research... Tiny bike market.
2) Even a bike which is a long lived and common/popular as the KLR650 has problems which are often seen for the first time. Not the case with cars because the sample size is to large.
I'm waiting to hear the results from some EFI projects for the KLR but think I won't be investing a big chunk of dollars into my cheap and crude motorcycle because the investment will be too large a percentage of the value to the machine. If such a system added 5 hp....what if it increased fuel mileage by 20%? It would never pay for itself. This would not be the case for a $20,000 daily driven car....
Pong back to you because I do value your thoughts...