All,
I now have 250 hours of flying time since i finished my plane and I am looking to many more hours of flying enjoyment in 427JV. One aspect of good smooth Pilotage of the 601 is flying it "by the numbers". every plane at certain power settings and trim have set speed and performance parameters, and in the case of the 601, if you find the plane's "settings" in each phase of flight, pilotage of the aircraft becomes less stressful and less hectic]. How many of us have found our selves chasing a number on the instruments- pitch up, pitch down, too fast uhoh pull throuttle back pull up, etc.....
As simple solution is to understand that the foour forces on an aircraft (lift , weight , drag , and thrust work in a state of balance. Here is a flight I took, by the numbers. I wanted to take off, fly 30 mintues at 3500 ft and land to grab coffee and a walk on the beach in Venice Beach Florida.
After doing a preflight of the aircraft, I did a brief W&B and determined the best take off speed at my given Density Altitude. with my W&B at 1270 lbs, and density Alt of 2100 ft, I trimmed the plane while on hold for take off at a VY of 75 mph. Cleared for take off on runway 7, I pushed the throttle in and got 2850 rpm on the guage, released the brake and pulled the stick aft to unstick the front wheel. PLane unglued at 51 mph, at that point I held the plane just off the ground with forward pressure until the speed was at or above 70 and released the stick. The trim pulled the stick back on its own, holding 75 to 78 mph, giving me a nice 900 fpm accent. I reached 1000 altitude by the time I hit the end of the runway and turned the plane to a 210 heading. Now its time to unload the prop. If you hold the throttle tightened, and push the nose over on the 601, you will see an increase of rpm as the stress is unloaded from the prop and rpm increases. So what I do is push the nose level, then slowly dial it back to cruise speed on RPM first. In my case I dialed it down to 2600 rpm, and watched the speed increase to 110 mph IAS. as the plane increased speed, I hit the trim button to level it out , until the VSI hit 0. So at 2600 and the trim indicator shoing 10 deg of trim, I was hands off at 110 mph. The control tower called clearing me into class B space and gave permission to climb to cruise altitude. So all I did was increase the throttle to 95% power, and the plane settled int a 110 mph climb at 2900 rpm, hands off.
At altitude , I level off and dial the throttle back to 2600 rpm. It takes a few times to reduce the rpm because as you unload the prop, rpm goes up, thus keep pushing it to the rpm you need. At 0 VSI I again showed 2600, level flight and no need to touch the trim.

On the trip all I did was keep an eye out for aircraft and work the radios. No need to nunt for altitude withthe plane pitched on the trim to the desired speed.

In the pattern it works the same, trim for the approach speed, which is 2200 rpm 90 mph on downwind. as i trim back below 80 to pop the flaps, i start lowering throttle. Now the plane is trimmed at 65 mph, ful flap, on the final PIP lights, and at flare I am reading 55 mph IAS. touch down.

The entire flight was with my hand sitting on the stick with hardly any imput.
As the saying goes, "trim for Speed, trim for ease, throttle for altitude".