question... if the reasoning behind a cloud test is to get the fuel to be on a moleculor level or check to see if its mixed at the moleculor level. than you would also be checking different types of fuel & pre mix ratios, correct?

This is an old thread but I saw some questions that I think are very good questions and it may help some of you that have problems from time to time.

Any time you change fuels, brands of oil or fuel to oil ratios a "Jar" should be used.

If  you are having starting problems, take a fuel sample directly from the petcock and give it the "Jar" test.

So, if you are worried about the oil settling on a premix of 24:1 to 32:1 with good premium race fuel shouldnt that effect your given compression ratio at a certain elevation also?

Or would you first determine the type of riding & elevation. Figure compression ratio, than perform the "jar" test to decide what fuel and at what premix to run..

or is all this just for running avgas and premium fuel mixed. i remember someone saying if the race fuel is mixed on the moleculor level than a % of pump gas should be added.

The oil ratio has nothing to do with what compression ratio your engine may need or riding style may need.  The oil ratio your engine needs depends upon the length of time the engine is run at high RPM wide-open throttle at any given point during a ride or during a race. 

The compression ratio that you run depends upon the rest of your build.  You should run fuel with an octane rating that is a few points higher than what your engine package requires.

It is a common consensus among engine builders that you should always run higher compression at high altitudes than you would run at sea level.  I do not agree with that statement.   The high compression for high altitude theory is a carry over theory from the four stroke world and folk lore for the high performance two stroke world.   I have found that just raising the compression ratio on a low altitude engine to try to turn it into a high altitude engine is laziness on the part of the engine builder and or shows a lack of understanding of the basic principles on which a high performance two stroke engine operates. 

High altitude engines need a totally different build.  That means that you will need different ports, pipe, head, ignition timing curve and carb to optimize the power for high altitude racing, not just raising the compression and calling it a high altitude motor.