..........A setting of 1 turn (5700rpm) with a PT pipe would have a dyno run that looked like 1.25 turn with a Q pipe. You held the PV open to long
I am not am not quite sure of what you are asking.
Different pipes may need to close at different RPMs to optimize the power curve, but one turn on a particular engine will always close the valve at the same RPM regardless of of the pipe that is installed.
The effect that the Suzuki power valve has on the power characteristic is for a completely different reason as the effect the the power valves that change the port timing and blow-down area on most two stroke engines.
The Suzuki power valve changes the helmholtz resonance. The engine thinks the engine has one exhaust system at the lower RPM and then switches to a shorter exhaust system when the valve closes.
Power valves that change the timing and port area have multiple reasons that they change the power characteristics. The change in port height (port duration) affects the tuned length of the pipe.
A Low port (short duration exhaust port) makes the engine think that the pipe is long and turned to produce power at a low RPM. As the power valve raises, the timing edge of the exhaust port makes the engine thinks the pipe is being shortened and will produce more power at the higher RPMs.
At this point of comparison of the Suzuki PV and timing/area type valves, the valves effectively change the length of the exhaust system.
The Suzuki valve essentially changes exhaust systems on a given porting scheme when the valve closes. It puts a torque pipe on an over ported cylinder at lower RPMs and puts a short pipe at power valve closing on a cylinder that is hopefully ported to match the high RPM pipe. The Suzuki valve will not perform as much magic on the power curve as a timing/area type valve.
The power valves that change the timing and area of the exhaust port more closely simulates a mildly ported cylinder matched up with a long torque pipe at lower RPMs. As the RPM increases the porting is gradually increased to match an exhaust system that is gradually being shortened. When this type of valve is operated properly, a much wider power band with more peak power can be obtained.
Regardless of which type of valve is used, the basic pipe design has the major influence on the power characteristic of the engine. You cannot put an ultra high RPM pipe on an engine with a LT type power valve and try to set the valve to produce a ton of power at the lower RPMs as believed by so many engine and pipe builders. Proper testing will make this fact very obvious.