OK, there is lots going on here.......
Again..........., are any of your fuel pressure gauges (especially the odd one out) liquid filled, if so DO NOT trust them, they are subject to creep and temperature fluctuations.
Do you have jet extension in the rear and a rear power valve
What is the size of your return line Vs your feed line
What brand / make / model is your bypass reg
Data traces (if I am reading values correctly)
Note: Do you have ANY smoothing applied to the traces, if not things may not be as bad as they look, and with some smoothing can make things easier to read and evaluate
Fuel
The fluctuations in general are a concern, I will try and post a few screenshots of a bypass reg in next post. Some of these fluctuations are 2lb from peak to trough, from 5 down to less than 3. A bypass should see very little across a wide RPM range. Its dropping 2lb on the launch and then getting as low as 2.5lb shortly there after. This is not ggod. The fluctuations seem worse earlier on in the run where the Acc G's are highest, this points to to small of a supply line, bad pickup location in tank, blocked filter or something on the supply side of the pump (give us full details of the system)
Also what is the distance from the reg to the carb inlets, on a bypass this needs to be mounted as close as possible to the N&S in the carb. on the inner fencer or firewall is no good. Straight off the fuel log is best.
O2
Funnily enough, although a little rough, follows / mimics the fuel pressure delivery curve so the delivery or pressure (volume / fuel head height in bowl) is definitely affecting this. So looking like an idle of around 13.5, dropping to just under 12 as RPM climbs. (what is your procedure at this time between -1.50 and zero seconds, ie where is throttle, convertor etc.
At zero (brake / trans release ?) RPM looks like it flashes to just under 5k pretty quickly, then hooks in and climbs to around 6800 by 2.25 seconds into the run (1-2 shift) During this you have a pretty ragged RPM trace (maybe a bit of tyre slip) but massivly varying fuel pressure and resultant o2 (as fat as 11 and as lean as 14.5 at WOT !!!!!. This does not make for a happy engine. Looks like this could be a combination of fuel delivery issues to the bowl, and G related issues after that (also possibly spillover from the front bowl via the vent tube ?).
RPM
See notes above in o2 section for first gear
In the top of 2nd gear there is a definite "Blip" in RPM about 5 seconds just before the change, does you TPS show you are still at 100% WOT at this point ?.
Funnily enough it coincides with a richening of the o2 at this point as well.
I think you really need to sort out your fuel delivery system to be able to maintain constant pressure throughout the run, and then look at your fuel management once its in the carb. Until then, what else is going on is a real crap shoot at best
Pic attached shows a BG return style reg mounted directly off the fuel log for instant response, Carb sees full flow of pump if needed (220 in this case) prior to the reg. With this setup the is virtually no difference in pressure to the N&S from idle to WOT and back again