I totally understand, I am thinking that I should consider moving my engine dev to microsquirt, as it seems to support this MAP sync on startup then ignore sync after ten revs, (from what I have read anyhow).
Might sound stupid to some, but with sync I am not burning up my coils (wasted spark) with a duty cycle double what they need to run the engine, one set of coils is the cost difference between the two ecu choices. Being an aircraft solution, weight is limited so choosing heavy coils to increase heat dissipation and life is not an option when the existing coils might work fine if operated properly.
From threads I have reviewed a lot of this goes back 5 or more years with no resolution or interest in sight, including a seemingly low interest in 2 cylinder applications.
Rotax dropped all support and manufacture of 2 stroke aviation engines. The Brigss 23 horsepower twin has been used for decades in the EU and now in the USA. It has achieved 70 hp sustained in racing applications and shows hope to cover the 38 to 40 hp needs for ultralight aircraft in the usa where 2 strokes are soon to be under epa attack.
To that end I have been redesigning the BS 23 and using the work of several people internationally and domestically from their proven BS 23 solutions. I decided EFI was a core piece to achieve the higher power and longer TBO needed for a good option for Part 103 ops. I initially decided that speeduino might be a good fit, but I am questioning that now.
Since I am vested in the NO2C, for now, I will continue on that path, and consider if it really is going to meet the requirements, or, if the solution should be with a more mature and supported COTS solution, albeit at higher cost. I am paying 1700 dollars for high flow billet heads for a 1700 dollar engine, so paying more for a COTS ECU isn't a dis\qualifier for my build, if it provides the functionality the other will not.
THANKS ALL