If I recall correctly, the system requires passing through it at every taxi. It's now done with the least possible manifold pressure, rather than shoving the throttle to pass through it quickly?
I posted four Holzer examples earlier, since deleted. As you know, your system can be modeled when you find reason to dismantle the Marcotte for accurate measurements. No point in GIGO.
As before, the urethane bushings are a poor choice for two reasons. The model would show you one of them. And there is still the mystery of the rod bearing failures.
Yes, idle speed above the resonant range, a desirable design goal. No flywheel makes it more impressive. It didn't happen using the million monkeys approach.
Correct, I pass through the resonant range as I start the taxi, bringing the throttle up quickly and commence taxi above 1300 rpm (590 prop rpm).
I hope I don't find reason to dismantle my drive any time soon, but I will at the first sign of spline wear, bearing scratchiness, increased backlash, signs of metal in the oil or increased GB oil temps. I do look at the coupler bushings more often now and I'll pull the vacuum pump at 100 hours since overhaul to see what that coupler looks like.
Yes, still no firm reason for the rod bearing condition. Could be TV related or not.
The urethane engine mount bushings, probably not the best choice but others have experimented with them here and other places. They work. This engine is much smother than a Lycoming. I inspect the mount ever time the cowling is off which is pretty often hour-wise.
Yes, my FWF package is a lot more experimental than most. I realized that from the start when I was designing and building it. I've been happy with the performance and education I received in doing it despite some "moments", frustration, head scratching and do-overs on some parts.