If the issue is abrupt lurching and snatching due to decel fuel cut cutting in and out (i.e. the decel fuel cut threshold is set to too big a throttle opening), no piggyback controller will fix it *. The ECU has to be reflashed to change how decel fuel cut behaves (i.e. whether it does it at all).
If the issue is excessive throttle sensitivity and the bike is fly-by-wire (which I think it is, but I'm not 100% sure), the issue is the mapping between the rider-requested throttle position and the ECU-commanded throttle position. Again, this is a map inside the ECU, and no piggyback can fix it * (although, my experience with aftermarket ECU reflashing is that they don't fix it, either).
Part-throttle driveability stuff is waaaayyyy more complicated to sort out than full-throttle mapping for max horsepower and torque, and you cannot fully deal with it on a dyno that a normal person can afford. (The OEMs have test labs with load-control dynos so that they can simulate every loading situation you can imagine ... you and I cannot afford those!)
Your best bet is to find internet forums that are dedicated to that particular bike (surely, they are out there) because I guarantee that you won't be the only one complaining, and maybe someone has come up with a solution ** - probably involving an ECU reflash, in which case you need to get that reflash, not just any reflash. Ask about decel fuel cut. Ask about fly-by-wire rider-requested versus commanded throttle position maps. It's in there, somewhere.
* Aftermarket piggybacks can cover up these issues to some extent but it is really hard to get right. I have a PowerCommander in my zx10r (no reflash was available to mere mortals at the time I did this, years ago), and the solution to the decel fuel cut was to make the slightly-cracked-open mapping (0%, 2% throttle) as lean as possible without misfire. The thinking is, when decel fuel is cut, the engine is making no power. When it cuts back in (or just before it cuts out), you want the engine to be making as little power as possible, so that the step between "fuel cut", and "just barely not quite cut" is as small as possible. And I managed to achieve it - the bike is a sweetheart on back roads, partly because of this. But it took hours of testing and mapping by hand, with an air-fuel-ratio gauge mounted to the bike, to get it like that everywhere in the rev range.
** My R3 race bike has a canned reflash and a PowerCommander. The canned reflash was claimed to solve a bunch of driveability headaches. I actually don't know if it did, because I never rode the bike without the reflashed ECU. But I sure had to fiddle with mapping on the PowerCommander to get it absolutely right. And then I degreed the camshafts ... and then had to do it all over again, because it affected stuff. I actually had to re-implement decel fuel cut in the PowerCommander - by zeroing out 0% and 2% columns above a certain RPM - in order to address a rich stumble that it was getting upon re-applying throttle mid-corner. Still don't have it 100%. I thought I did ... then I had a rain race, and discovered that I didn't have it right below 7000 rpm. Don't know if I fixed it, because it stopped raining.
