Ok, I am going off topic here, but hope you find it informative:
Many do not realize just how much variation there is between bikes of the same make and model. I have seen differences in bore diameter, piston clearance, ring gap, cam timing, and more. How well the engine was broken in and sealed up makes a difference as well. Every little detail adds up. And one of the biggest issues is the difference in injector flow rates. At static (100% duty cycle - where the engine never runs) the injector flow can be as close as 1-2%, however at lower duty cycles, the difference can be 4-14%.
This makes canned maps further from perfect for different bikes with the same modifications. Even though they may only be off 4% at WOT, at smaller throttle openings and lower engine speeds, they can vary by a large margin. And then there is the issue of differences in lag time - how long each injector takes to open.
Not many flow enough injectors over a wide range of dynamic flow rates to see just how much this is an issue in all vehicles, and this has
long been a dirty little secret of those in the know. Many companies sell matched sets of injectors, but if they are only flowed and matched at
static flow, this means little. Rob's dyno service has a well written page on this subject that is well worth reading -
Rob's Dyno Service
Let's say you have 3 injectors that at 4000 rpm and a duty cycle that equals around 50% throttle opening, injector 1 flows X, injector 2 flows X+4%, and injector 3 flows X-4%. Now on the dyno, we tune to maximum brake torque (MBT) at this load and engine speed. Everything is great... right? However this is still a trade-off since the injectors are flowing different rates - in this example the flow variation is 8%. This means that canned maps are an even bigger compromise than many realize, but we are only getting started.
Lets say bike 1 has 44 psi at the fuel rail. And bike 2 has slight manufacturing and assembly differences in the fuel lines, filter, pressure regulator, and voltage to the pump. This results in 43 psi (differences in voltage alone can mean more than this). This results in the injectors in bike 2 flowing 1.1% less, even if the injectors are dynamically matched - which they are not.
Some cylinders want/need more fuel, some less. Now let's suppose that cylinder 2 is the center cylinder and has a factory offset of 2% more fuel, and cylinder 3 is the hottest running cylinder and has a factory offset of 3% more fuel (these are just random offset numbers - some offsets are considerably larger). This makes tuning results an even bigger compromise from best potential output.
Now you might be able to see how tuning each cylinder independently can make large improvements in total output and transient response. The problem is that not all tuning solutions allow tuning the cylinders independently.
Now let's say bike 1 and bike 2 differ only slightly in how the cam sprockets and mounting holes are machined and the results are that bike 2 has both cams advanced 2 degrees (this is just a random number, I have seen as much as 4 degrees of difference in each cam). This means that the output will differ slightly at each engine speed and load.
I could go on and list issues with bore diameter, piston diameter, ring gap, valve lash, head castings, throttle body machining, intake adapter/manifold trimming, header port shrouding/alignment, etc. But I bet you get the idea.
For many, this is not a big deal, but it does explain how some can have issues with a specific canned map when running the exact same modifications. And why a dyno run at WOT does not tell the entire story.
I hope this helps.