Large rpm drop
I'm using fresh, dual O2 sensors, calibrated to gasoline, data logged with rpm.
I work in r&d at comp, went and talked personally with our one of our senior cam designers, who has since retired. It's a roller cam so ramps are different than tappet. Not trying to argue cams but it's matched better than you probably think. What all do you want info wise? I'll try to grab it for ya
Valve notches are right at 5cc's. Not trying to argue engine compression either.
I'll try to pull some plugs today.
I'd like to see some plugs. That would be a start.
I'm sticking with my observation that your cam is wrong. I'm betting it's on at least a 110 LSA and maybe even a 112. Doing that changes the opening and closing events on a lobe package that may be correct. You don't have the induction system to run cam timing with that LSA.
Again, I'm guessing because you haven't posted all the cam numbers yet.
I'm 100% all for your 11:1 compression ratio. I hope that's what you actually have, because if you do, and you are married to that cam, I'd put the cam back to straight up, or I may even retard the cam 2 degrees past the LSA to make the intake closing a bit later. With the CR that high, you won't lose a thing down low. In fact, you may gain some if you can get to 33-34 total.
Also, 180 is as hot as I'd want it to run. Any hotter and it makes it hard to control detonation and you pull timing to help with that and you kill power.
If you have exhaust heat in the intake manifold BLOCK IT OFF. There is no need to heat the fuel like that.
Mattax has posted some incredible links in another thread (maybe he can put them in this thread because some may not see it in a different thread) about fuel vaporization and combust tendencies. It's very very good reading.
I hope your CR is that high. I'm also a bit leery of using a claimed number for valve notch volume. I've never measure them where they weren't at least 2 CC's bigger than advertised.