Hey Bill, see - there's no cure for this aerobatic sickness.
I liked your torque roll in one of those...not many RV guys doing those.
Yep, best one was the last one. Just curious - I assume you're looking over the nose as you stop the pivot? I did that at first and was never able to consistently stop the airplane perfectly vertical in both pitch and yaw axes after the pivot, since it's hard to gauge this by looking over the nose. It appeared several of your pivot stops ended up with your left wing a little low (under pivot). Regarding pitch, you were a little negative after the first pivot, and positive on the next three, and pretty close to vertical on the last one, but a tad bit negative. I'm sure you've noticed that if you're negative after the pivot, the left wing will rise during your vertical roll down...and the opposite if you're positive after the pivot.
I get much better results by watching the left wing during the start of the pivot, looking over nose as the nose falls through the horizon (to check for squareness), and
then shift my view back to the left wingtip to "fly" the sighting device back up to the horizon. I can watch the sighting device approach the horizon and see if I'm off in pitch or have applied too much or too little forward stick. And I can also better time the right rudder input so that the airplane stops perfectly vertical in yaw without any "penduluming" or dragging a wing down...well if I'm lucky, anyway.
Again, just fly the sighting device to the horizon. From there I immediately shift my view back over the nose for the downline. Your "sighting device" on your canopy could be used the same way.
Last thing I'll mention is that it appears in a few of your hammers that the airplane is starting to torque roll left slightly just before you apply left rudder. It appears your ailerons are neutral at the start of the pivot. Most airplanes that have a high power/weight ratio need a degree of right aileron before the rudder is applied to control torquing before and during the pivot.
It appears you are waiting until the pivot is almost complete to apply right aileron, which is being held after the pivot stops and is rolling the airplane back to the right a little. I assume this is now rolling you back to your original heading to correct for the initial torquing to the left at the start of and during the pivot. In general, any right aileron you've applied at the start of the pivot should be removed either immediately or just a moment after the pivot stops. With my metal prop on the Pitts, I needed to hold full right aileron a moment longer than I now need with the lightweight Catto. Also, any forward stick you're applying will need to be the first input you remove as the pivot stops, since the gyro forces stop as soon as the yaw stops. But since airspeed is so low, and due to residual torque, you might need to hold the aileron input for an instant after the forward stick is removed. The stick inputs at the start of the pivot are removed in the reverse order at the stop. Starts with right aileron then forward stick (simultaneous with rudder input), then at the stop remove the forward stick immediately followed by the right aileron. Think of the stick movements as a gear shift pattern in car...as if you're moving the stick from neutral to 5th, and then back to neutral. I wrote all this here incase anybody else actually cares.
This is one way video really helps with self-critiquing. I'm sure you've noticed everything I mentioned. Hammers are so simple right?
But a perfect one is the prettiest maneuver there is, IMO.