How do you figure that? For strictly engine response, a well set up set of carbs works quite well (just not as clean or economical due to the unburned gas making its way into the exhaust). This topic has been discussed at length before, the easiest way to do it would be to fit the EFI sytem from a European Varadero bike. In the end, however, it would likely be easier to simply purchase an entire Varadero engine (slightly different state of tune, less hp, more torque and at a lower rpm) if what you want is the equivalent of a fuel injected VTR.

 

I don't want a FI bike. I like being able to adjust manually (though it is more of a PITA). The VTR has the largest carbs Honda ever put on a 2wheeler, and carbs are more dependable and as sophisticated (compared to the Amals, Delortos and Bings when I first stated riding). The main reason they went to carbs was for better emissions, noise and economy, not originally for performance. Long live carbs!

 

I have been trough the brainstorm to convert my bike to fuel injection, but since it's for a turbo setup it will be slightly different from a NA fuel injection system, the way I would do it for NA, I'll tap and plug all holes on the carbs and use them as throttle bodies, retaining the TPS, drilling the carb body to place an injector. I'll use the upcoming Microsquirt since it's the only ECU to have a dual ignition output that can control odd fire engines. Microsquirt uses speed density algorithm but I think you can use a MAF sensor as a primary air metering device as well, witch I prefer for NA applications.
The difference for forced induction are, single throttle body, custom aluminium intake with a plenum, MAP(Manifold Absolute Pressure) based algorithm instead of Mass Air Flow.