Have a 1977 CB550F with 069a carbs. From what I've read, the original jet needle clip setting is the 2nd groove from the top of the carb and that was too lean on this model to start.
That is incorrect. The stock carb settings were/are near perfect for the stock inlet and exhaust, which worked quite well for RPMs up to 9200.
I've got two of these F models in regular use. They work excellent on stock jetting. There's a slight bit of an issue with oxgenated fuel. But, that is a government mandated sabotage of what was created in the 70's under government regulation.
INDUCTION MODS:
Have the original plastic air plenum attached to the carbs but there is a conical K&N attached to that instead of the enclosed air filter box.
If you can keep the filter clean, this works almost as well as the stock box with the filter box inlet opened up, for RPMs above 9000.
If you are going to flog the engine that hard frequently, better stock up on pistons and rings for frequent top overhauls.
If you put 1200 coins at one end of a teeter totter, how many coins of a different value will it take to balance?
All the fuel metering devices are calibrated to the throat vacuum levels created by the the stock cam timing and lift, the pressure drops caused by filter membranes, inlet duct size, and the distance these membranes are from the vacuum source, as well as the effectiveness of the cylinder scavenging or pressure levels present in the exhaust system. (More effective scavenging allows more oxygen availability for the next fire cycle, which in turn create demand for more fuel for it to pair off with.)
I don't think the K&N changes the carb throat vacuum too much over the stock arrangement up to 9000 RPM. The cam can certainly do that, though.
I don't think anybody has posted the net carb throat pressure level change a 650 cam makes as compared to the 550 cam.
The 650 has more vacuum pressure demand. However, it also uses larger carb venturis, which allows more effective pressure equalization. So, you can't directly compare CB650 carb throat pressure to the CB550 Carb throat pressures.
Essentially, your combination of assembled parts is likely unique, so prediction is really just guesswork based on "feelings" rather than numbers. Using an exhaust sniffer and dyno will create a fuel map for your set up. Then you can address the various metering device adjustments to compensate for the changes made.
Anything else is just guesswork mixed with tuning prowess/skill.
I will add there is often quite a difference between actual prowess and anecdotal boasts. If emotional or comparative terms are offered over repeatable test results, most likely you are witnessing boasts rather than skill.
Good luck!
