As the limited "up" throw actually will trim the elevator "down" yielding Aircraft Nose Down.
The increased "down" throw, trims the elevator "up" yielding Aircraft Nose Up.
You will need FAR more Aircraft Nose Up trim than down, so yes, it does make sense...
Here is your answer from Vans maximum 13/35 up/down minimum 11/32 up/down:
https://www.vansaircraft.com/pdf/letters/RV-14_Control_Deflections_Letter.pdf
It's on the Vans website under support for the 14.
Remember too that up refers to the direction of the trim tab, not the resulting trim direction of the elevator. Up trim tab = down elevator movement in flight. So you want 13 degrees up trim tab max = max down elevator trim and 35 degrees down trim tab max = max up elevator trim.
Shoot for the max values especially on the trim tab down movement as you need up elevator trim quite noticeably with flaps and to flare for landing.
Yeah, I do understand that, but yet the elevators angle
difference is not very big, is it cause eventually it is
achieved by very small angle of elevator?
Does the 14 have a different trailing edge wedge configuration to the rest of the fleet?
Think about the flight regimes in play when using the trim tab and you will have your answers. How fast are you going when nose up trim is needed? Is there a nose down moment created by a configuration change? When do you need nose down trim? How fast are you going at that time? Do you need a LOT of elevator movement for that condition?
Does the 14 have a different trailing edge wedge configuration to the rest of the fleet?
I?m not at all familiar with the RV-14, but the OP?s pictures almost look as if the trailing edge wedge is backwards.
EDIT: I see that this is by design...
Skylor