I'm well aware of how to operate LOP in fuel injected birds with gami's, and know it's
impractical with carburetors unless you use heat.
Another winning, nonsensical statement. How do you suppose Lindberg and thousands upon thousands of others did it...all without the benefit of magical GAMI injectors?
How does the use of carburetor heat make operating lean of peak practical? Have you thought that through, at all? You understand that when operating lean of peak, operation of carb heat causes the engine to run hotter and closer to peak, right?
You state that lean of peak operations are practical without carburetor heat. This is absolutely nonsensical.
a dramatic rise in cylinder pressure occurs at the moment of throttle application,
the carbs enrichment feature at full throttle increases the 100ll going into the combustion chamber, that is now getting pumped full of hot air, but the extra gas serves to cool the head, which is a good thing!
The "extra gas" isn't "cooling the head." The combustion temperature is lower with a richer mixture, and a lower combustion temperature doesn't heat the cylinder as much. That's all.
Some carburetors use enrichment valves or economizer valves, but not all.
You understand that in a normally aspirated engine, the cylinder acts as a vacum pump, do you not? When the throttle is closed, it works very much like putting your hand over the end of the hose on a vacum cleaner; manifold pressure drops because the engine is producing suction, just like the pressure drops in the vacum hose. Opening the throttle is nothing more than taking away the obstruction in the line; it's allowing ambient air pressure to return once again...hardly a dramatic rise, hardly a mind bending change in the manifold or cylinder pressure, and hardly a danger...carb heat or no.
The problem arises, when the throttle is advanced to full power from near idle, and the spark timing is static at 25 BTDC, the overly rich mixture causes a more rapid burn, which produces a "peak pressure" before the nominal 14 deg ATDC, which, in turn increases the heat in the cylinder,
which causes the next charge of hot air and gas to increase the operating temps even more, which advances the "effective timing" which causes a massive pressure rise, which leads to detonation, because of carb heat at full power.
You googled that, did you?
Not unless you're already operating very close to peak at high power settings and low altitudes in normally aspirated power plants...on a cold day.
Particularly in the case of engines equipped with an economizer valve (enrichment feature), the use of carburetor heat moves the engine operating environment FARTHER from a detonation regime, and does NOT increase CHT or EGT. Further, there is no dramatic pressure or temperature rise, particularly in a normally aspirated powerplant, owing to a fixed timing, or to an enrichened mixture.
Detonation occurs as uncontrolled, explosive burning of the fuel air mixture in the combustion chamber. If the engine is properly timed (even in a fixed magneto installation), detonation may occur only in a narrow mixture range close to stochiometric, or peak...and doesn't occur during carb heat application in normal operation.
Now from your comments, it might occur when
you're operating the engine...but that sounds more the result of someone who has no earthly idea how to operate their engine, than the result of error on the part of the average pilot.
If the engine is being operated at any significant density altitude, it's difficult, if not nearly impossible, to cause detonation damage in a normally aspirated light engine powerplant...which is part of the reason that manufacturers recommend not leaning until several thousand feet...it's nothing more than a way of idiot proofing the engine. From your description, something they haven't yet accomplished, apparently.