As a brand new RV-8 owner and pilot, I’m going through the learning curve many of you already have. But my impression is fresh, so maybe someone (the OP?) will find value in it.
My checkout was relatively short, due to extensive Super Decathlon work-up flights and many landings. I was tailwheel current in the Super D and T-6.
My initial impression is the RV-8 asks for different techniques in different situations. Mine has super stiff Grove gear, and with me and 34g of gas, the cg works out to be 80.41” - pretty far forward, but nowhere near the front limit.
In this condition, and calm winds, I’m over the threshold at 73ish knots and decelerating. To three point, I’m out of nose-up trim and giving a *mighty* pull to full up elevator to three-point, or close to it. It’s a lot more force than is “worth it” to me. Are there times and places to do this? Sure. Would I do this in a gusty or strong crosswind? Probably not. I want to have more range and authority because I’m probably going to need it.
Wheel landings when light and forward are pretty easy. Far more easily than the above exercise.
I plan on either carrying fuel in the fuselage tank as ballast when it’s just me flying, or a couple cases of water in the aft cargo to get the cg further aft. Mid-to-aft cg really changes what the -8 seems to like in landing, as does aft.
A wheel landing in this situation/configuration (light weight and forward cg), to me, is FAR easier in terms of pilot effort. This is an elevator force/authority/out of trim issue.
On the flip side, my checkout flight was me (I’m a big guy), and my friend (even bigger), 116 lbs under gross, and a cg of 85.9”. I had to carry more power and speed to wheel it on, and a lot more forward stick to pin it after touchdown. It three-pointed so easily with the aft cg. I had plenty of trim available, and stick forces were FAR more reasonable.
So maybe the right answer is - it just depends. Match your skills, runway length and width, weather conditions, and sound judgement to what the situation calls for. Practise all types of landings - to include no-flap landings in all wind conditions - and be that well-rounded pilot that can pick the right tool for the job at hand.
Hope this helps, or at least adds something to the discussion.