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Any difference in air or fuel delivery would create cylinder imbalance, that could be measured with the built in cylinder balance capability of OBD 2.
Maybe it would be more cost effective to check the cylinder balance before you spend time and money on injector balancing, only to find they were already close enough that it would make no measurable difference in economy or emissions.
Ram air manifolds with plenums feeding individual runners feed cylinders very evenly especially on 4 cylinder engines.
I did have a performance build 2.0 liter Datsun truck engine in a 510 2 dr sedan. I first tried a Weber 36 DCOE with a manifold that fed 1 and 2 cylinders from the front barrel and 3 and 4 from the rear barrel.
The engine ran like crap, always rich on 2 and 3 and lean on 1 and 4. I bought a Cannon manifold built in Australia, which fed 1 and 3 with the front barrel and 2 and 4 with the rear barrel.
Problem solved. The firing order was 1-3-4-2 so the induction was occuring on two cylinders in a single 360 degree revolution ofthe crankshaft.
Pulling on 2, then immediately pulling on 1, then pulling on 3 and immediately pulling on 4 created the problem.
The Cannon manifold pulled on 2 with a 180 degree static pause then on 1, and the same for 3 and 4.
Plugs all burned equally clean and the idle was perfect. That car could run an SS Monte Carlo heads up to 65 MPH, and blow it away in the turns. Tom Wyatt build a 510 4 dr than outran a 427 Cobra on the Road Atlanta track. Mine was not turboed.
Fuel and air distribution issues have evolved greatly with modern emissions and port fuel injection. Under high load low speed operation (where best economy is achieved) the fuel and air distribution is most likely within 2% of exactly the same. That would not necessarily apply to high speed operation where air flow to individual cylinders would be compromised.
The mid 60s Chrysler Cross Flow ram manifolds in the 300 series were one solution to unequal air distribution.
regards
Mech
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