Using the Monster Power Tuner (or latest Tune Monster firmware) as a tool.

A glance at the Mapping Trim table dissects your built engine. One of the most crucial elements of gaining power is getting both cylinders to be equally efficient. Or…. Balanced.

Changing intake and exhaust tracts, (intakes, throttle body, headpipes) or valve timing with camshafts or deck heights can have various results and effects individual cylinders differently. By seeing the fuel requirements to achieve the same AFR in each cylinder directly shows us how the engine combination truly works. And at each rpm. The more balanced the cylinders are, the more overall power output. And you can target the rpm’s you want with the parts you want. Test for superior vs inferior parts.

Ideal builds will have close to 0 % fuel correction for #2 cylinder from the main fuel mapping. Small variances from different intake and exhaust tracts. Large variances indicate problems and areas of improvements. Right away, a simple example above illustrates 3 things.

1 – increased airflow at low throttle position, off idle. This engine had the wedge removed in the throttle body. And you can see that it increased airflow to #2 by 15% requiring the same amount of fuel increase. The wedge mod effects cylinder balancing.

2 – increased airflow (fuel requirement) at low to mid throttle up to 3000rpm. The camshafts were replaced as well. And the combination of the throttle body mod and camshaft made #2 cylinder get up to 10% more air than #1 cylinder.

3 – a spot at 3500rpm and everywhere past 6000 rpm and higher throttle positions shows poor efficiency in #2 cylinder. 3500 rpm spot is possibly a turbulence issue. An equal length header could help this bike.
At wide open throttle, these cams want 16-18% less fuel than #1 cylinder. This engine is down on power that could be had. Quite possibly the difference in a +5hp cam and a +10hp cam.