In 1995 that is how I do things because there is no wideband sensor. I bought a
https://www.dataq.com/ Serial 9-pin analog input for my narrowband to use it on a carb blower application just to find tan center and back then I didn't know about optimal a/f ratios 11:1 or 12:1 for a blower/turbo/nitrous or whatever we just looked at the plugs for detonation and the dynojet for peak output while being cautious with loading and gear changes on the actual road in terms of timing. That was back when a 12 second car was fast. In 1995 Toyota Supra has 440rwhp capable completely factory at sea level in FLorida and this was considered pretty good, something to 'beat'.
By 1998 I started tuning TPI systems with the EEPROM got into building 700R4 transmissions and realized the deficiency of burning proms due to down time (sadly its alot like stopping the engine to upload a new tune file for the OEM ecu). In 2001 I jumped at an opportunity to beta test a commander 950 for my TPI and wrote software that uses narrowbands to auto-tune the engine and it is essentially the outline for all modern closed loop wideband controllers doing the same exact thing just better with faster computers. That was the birth of the commander 950 pro ECU and I ran my software on a twin turbo 355 small block chevy that I had garbled together on a best buy paycheck as a college drop out.
https://www.supraforums.com/threads/.../post-13987029
So to answer your question, yes I absolutely was born in a pre-computer era that do not trust sensors or widebands or whatever when I can avoid them and physically understand how an engine functions by virtue of its mechanical, sensational, and perturbances. My wideband is the soot forming pseudo particulate at wide open throttle at the exhaust exit with correct smells , then we get the clean appearance of spark plugs a certain way I expect them to look over time. My knock sensor is in the steric hindrance of hydrocarbons during chain reaction of combustion due to energy input, rod angle and the critical moment you decide to break an O2 bond yielding oxygen radicals at some frequency rate. My timing and torque is application dependent and typically I tune daily drivers with 2x 3x 4x factory output using factory internals so minimum cylinder pressure and control the EGT is the name of the game. My EGT sensor is the rate of fuel flowing compared to the work being done and displacement/heat capacity of the engine and its glorious fluids. I can smell when the oil temperatures are getting high, can't you smell it? The sort of heat emanating from the engine and the change in roughness as viscosity dwindles. I've been tuning engines my entire life since before I was old enough to drive and I have developed these skills and alongside them computer programming skills which allow me to understand input/output well enough to break the ECU wide open and extract what I want. If I was tuning a later model Gen4 5 ECU I would use external microcontrollers to input signals that it wants to 'see' to trick it like a super AFC for example, performing 'magic' and setting a new standard, but I have no need for such extremities as the gen3 computer is ideal for performance applications sub 1200rwhp using factory modern 02-07 V8 Chevrolet engines which is all I need in daily driver applications.
Widebands
When I see wideband output I do not see a number on the gauge. I do not care what the number on the gauge is. I Never used to log it either, that is new just so i can share tuning efforts online, I never needed it to tune although I admit it does help to review the log , it isn't necessary to tune an engine. People get hung up on electronics and logging when it really just takes your attention away from the real issues such as setting up mechanical aspects with far more important impactive on the way an engine runs and responds such as pressure testing and PCV components, which is ironic people spend so much time looking in the ECU and scanner for an answer and wind up tuning around some ridiculous behaviors only because they failed to challenge the engine mechanically prepared for adequate service interval.
With experience top tuners learn about the little offsets, we learn to 'see' the true number on the wideband gauge. We convey that information to our spark plug appearance and bounce it from the dynojet and other tests, and after enough engines we no longer need to look at the plugs because we already know how to correlate the behaviors of the engine with the number on the gauge which yield the optimal settings for a given placement even if and when those settings do not make any sense to the ECU.
I could have answered with a simple yes but then what fun would that be