Starting any engine on a cold day takes more fuel than on a warm day.... when the oil is thick, and the engine tolerances are more open than they will be when at operating temperature it takes more fuel to get it to run well enough to get warmed up. You may need to apply the enricher on your bike.
FI bikes take care of this for you, as do FI cars. They have a specific portion of their programming that applies only when the engine temperature is below the acceptable range. That 'open loop' programming automatically increases the ratio of fuel to air to make it easier to keep the engine running. Once the temperature builds enough, the 3D mapping takes over, and all of the various things that are monitored have an effect on what amount of fuel is applied under specific conditions. That's what all of the environmental laws have driven us to. Just enough gas so it burns off as completely as possible.
My 1971 Triumph Tiger had a button on the side of the carburetor, which you had to use to 'tickle' the carb before trying to start it on a cold day. I think it just sank the float in the bowl, so you flooded the intake with gas, which increased what would be sucked in when you tried to start it. The rule of thumb was hold that button until you saw fuel leak out on top of the engine case....
A traditional 'choke' used a plate in the throat of the carbs that would change the velocity of the air going over the needle that metered the fuel.... the higher speed airflow dropped the pressure, which caused more fuel to come out. We still have those 'butterfly' plates in use to this day, for slightly different reasons.
Traditional carbs had a fairly limited range of operating conditions, all based on how fast the air moved through the throat of the carb. That made them fairly sloppy with the fuel metering at idle, and that got the EPA in a huff.
Constant Velocity carburetors came about as a result. Instead of letting the airflow randomly pull fuel out of the jet, the CV setup uses a tapered needle that is pulled out of the jet more, with more airflow. The taper determines how much fuel gets into the airflow.... the volume of air, rather than the velocity then controls the flow of fuel. The 'constant' part of their name relates to the fact that the venturi through the body of the carb is meant to always have airflow at the same speed. The size of the opening adjusts to maintain that velocity.
With CV cabs, a traditional choke doesn't work. Now, the metering has to change and that takes another metering circuit in the body of the carb to allow that increase when the engine needs more fuel during start up.