It's a priority to try to remove the external LOP switch for sure.
There's currently an internal function to do a "mag check". We'll carry that over to the new design.
There may be instances where people want to shut off coil power. If we internalize that, people would not easily have that option. These are all things we need to weigh.
Our intention is to provide a vendor designed option for emergency backup power (complete with battery, relays and mounting tray)to those who want it. People who already have or want to design their own setup could skip our solution and use their own.
We don't mind taking longer to design the CPI2 to be less complex for the user but we generally don't believe in design complexity and adding more points of failure for perceived risks which are minute in real-life. Components which are not there, can't fail.
Our products are made to order for each customer. This includes coil mounting, options and wiring harnesses. When it comes to activating options, some are done with jumpers, others in software. We make this stuff easy to change for ourselves or customers.
We have to remember that this keeps the engine running or not, arguably more critical than glass displays. If battery charging isolation gives us less chance of taking down the ignition, we'd go that way. If we can find a super reliable way to charge the backup battery (BB) and still have super reliability against all considered faults, we'd go that way.
When it comes to wiring engine electronics, at some point, excellent power and ground connections have to be made to the aircraft. That's something nobody can control except the installer and in our experience, those are the #1 causes by far of the electronics going down.
99% of the stuff sent back to us which "does not work" either does work just fine (indicating a user wiring issue) or got very wet.
Keep the input coming. We'll try to consider and implement all the good ideas.