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Forgive my bit of drag racing ignorance specific to classes/rules etc, but I did notice you were working on your wheelie bars to keep your wheelstands under control and that doesn't seem like something that would be as beneficial as other courses of action.
I used to work with a guy who was deeply involved in drag racing a similar class in southern California back in the 60s and he was heavily into the unintuitive tricks to tune the cars. He did a lot of work on rear suspension and engine placement optimization as well as clutch slippage and blower speed modification.
They were running mechanical FI at the time and stopped rejetting fuel for the conditions and started changing blower speed to achieve AFR with a fixed fuel flow to improve consistency. If you have AFR problems try adding more blower rather than pulling out fuel. This will mean you're always putting out about the same horsepower and will reduce the variability of your suspension/clutch setups.
You're better off setting up your rear suspension so that the instant center is vertically higher as this would improve squat resistance, changing the force transfer from chassis to tire to plant the wheel more so than rotate the chassis. Ideally the car will accelerate without changing attitude, but if your move your rear instant center too high your rear end will lift up and the front will dive which is about as bad as doing wheelstands.
Another option is to dial in more clutch slippage off the line to keep your front end down. If you're bogging in the last 1/8 you might need more clutch slippage there, or your geared for a higher trap speed than you're currently achieving. Maybe this won't be an issue if you can solve the problem that's forcing you to pull out fuel past the 1/8 mark.
Another thing that may help is varying your valve clearance. If you're getting tire spin at launch you can run a step or two tighter valve clearance which will increase valve overlap and lift (reducing low-RPM torque and improving high-RPM power). The opposite is also true; launch bog can be helped by running a step or two looser valve clearance to improve low RPM torque at the expense of high rpm power by loss of lift and loss of overlap.
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