Before making any adjustments, I prefer to get measurements first as a baseline. So you'll want to do following:
1. make zero-adjustment map across board to get stock-ECU baseline settings
2. ride around and collect AFR data with wideband O2-sensor. Being sure to hit every LOADxRPM zone on 3D map
3. analyze collected AFR and determine which zones to adjust.
Here's what the 2015-RC390/2016-Duke fuel-adjustment maps looks like (they're both same).
Your adjustment map is on bottom. These aren't really "fuel maps" so much as "adjustment map" overlaid on top of factory ECU's maps. Problem is, it's blind data, we don't know what factory AFR is at 25% throttle & 3000rpms or 50%/6000rpms or 75x8000.
Typically in partial-throttle 15-50% throttle cruising range, I target around 15-16:1 AFR for efficiency and fast response (lean mixtures have complete burn and are hotter for fast throttle-response, especially with turbo).. Around 50-75% throttle, I usually set 13.5-14.0:1 AFR for more power. Then 75-100% throttle, 13-13.5:1 AFR is where max-power is generated for NA engines. A little cooler than 14.7:1 stoich for safety. Also more power since swirl and atomization and distribution of fuel & air is not perfect, you want a little extra fuel to ensure that all oxygen-molecules are in close enough proximity to fuel to fully combust (BMEP).
Every single EFI bike I've ever examined have had too much fuel in high-load zones for safety by bike manufacturers. Leaning it out to 13.5:1 typically nets you a +5-10% increase in power.
After fuel is optimised, we then advance ignition one degree at a time to maximize power for available high-octane fuel (BMT) This is where map-selector switch comes in handy. You'll have one map with ignition optimised for pump-gas. Then other map can have ignition set for high-octane race-gas.