Walter, I do not know anything about internal pressures. Not my expertise so I must depend upon others.  I plan to use full power on takeoff. Once I am 500 agl is reached, reduce power for lower altitude flying and climbout and incrementally increase power as  altitude increases. Maintaining a constant reasonable manifold pressure might be a likely scenario.  Full throttle at  14,000 ft. is equivalent to 75% power at 7,500 ft. of the original configuration.  This is according to Ken at Lycon.

Walter, Bob,

 

That's an interesting claim by Lycon.  MAP not to be confused with compression ratio.  Because of the high compression pistons, your LSE base timing should be set to provide much less spark advance.  At high power settings (high MAP), the spark will be advanced to about 20 degrees BTDC.  Below 75% power (whatever that means), or more likely below 23 or so inches of MAP, the spark will be advanced beyond 25 degrees.  It is only at a relatively low MAP that more interesting spark advance occurs.

 

Bob, if you have included the LSE display, you will be able to note the timing under various MAP/RPM combinations.  Perhaps Walter or George can explain the significance of the high compression ratio (10.5:1) at different MAP/RPM and spark timing scenarios with respect to cylinder pressures.

 

I climb quite differently than your proposal.  WOT, 2600 RPM, constant speed (about 135 KIAS) and adjust the mixture to maintain EGTs near to takeoff value - 100 to 120 ROP.   I run full throttle at any altitude that causes the ram air enhanced MAP to drop below 25" (approximately above 6500 MSL) and 2500 RPM.  Of course, WOT is used during cross country races at any altitude.