DragBikeMike:

I am not concerned about the unfiltered oil passing through the bypass for a few reasons:  The oil in the bypass is not being pumped into any bearing or tight clearance places - it is dropping onto the top of a rocker and then flowing across the head and into the drain....at that point it does go into the left main bearing.  The oil is passing through a tiny hole - there isn't anything big that can get through the little hole.

There is very little data about how well the Cerakote works or where it is beneficial.  The folks who show you how well it works always just use a spare piston and a torch - I searched for anybody who had used it and showed test data or even photographs of used parts and could not find anything.  There was one video of a fellow who coated a VW Beetle engine cylinder head - but nothing about how well it might have worked.  The majority of folks using the Cerakote on pistons is on turbocharged engines in an effort to keep from melting the top of the pistons.  (Maybe the next time I do a cylinder head I could coat it with Cerakote).

That oil filter cover has been a good tool.  My recent ride has shown the bypass in the oil filter housing rather than the cylinder oil circuit has boosted the pressure to the head cover by 1psi....so I will relocate the bypass to the filter housing.

I found this 1/8"NPT x 1/8" hose 90 degree stainless fitting that will work well.  There is a thickened section of the clutch cover right at the top that has plenty of metal to drill and thread to hold the fitting.  I can adapt the fitting to hold a carb jet.  My trial on a spare cover shows that I must use a proper handle for the tap - I was using a wrench and it pulled the tap crooked while I was cutting the threads. (The square hex on the tap is larger than the tap handle that I have).

The beauty of your setup is that you can easily adjust the Jet size if you feel the need to increase or decrease pressure.  When the hot weather hits, it will be easy for you to install a smaller jet.

Regarding the head temp, I just did some research on effect of higher compression on EGT.  Turns out higher compression lowers EGT.  I also researched the effect of higher CR on CHT.  In most cases it raises CHT, but in some cases it lowers CHT and coolant temp.  This occurs because more work is extracted from the hot combustion gas.  I think we might be the beneficiaries of both.

Additional research on detonation yields guidance from Kevin Cameron that mirrors Zevenenergie’s comments on larger bores presenting more hot surface area to the fuel resulting in auto-ignition.  Zevenenergies comment on the exponentially increasing surface area seems like a reasonable explanation for the detonation associated with the 97mm while the 94mm gets away with squeezing the fuel/air charge to oblivion.