* will they tolerate the planned double-fire mode ? Or will they fail prematurely ?

** every coil will fire just one time per revolution of crank

** => which is twice of the required rate (and what COPs are made for).

** For a given cyl (on 4 stroke): 1 spark per CAM is normal; 1 spark per crankrot is "double". And it might easily result 1/10 of normal lifetime of COP. It's a known annoyance having to call a trailer because of this: and harms reputation of brand / installer / coil. Using twice the needed sparkrate on COP is OK temporarily for initial warmup, idle-tune, or to drive to garage, known to be done sometimes, but counterrecommended (somewhat similar to "hack-shorting" a fuse)

** CNP-s are more tolerant: CNP-s made for distributer application (eg. cost efficient aftermarket CNP-s available for ~1990 Audi 3B engine, or the 2.3L NA 139Hp engine)

** or real 3x2 wasted spark should tolerate for long if the dwell is configured correctly => THIS SEEMS TO BE THE CASE HERE, GOOD

** it would be a good idea to have the sectrig connected in hardware (easy to disable, but at least have the option to make full triggerlogs, and use it to save the igncoils)

** also beneficial (smoother, and better reaction) at idle and low power (with appropriate injector angle setting)

* 130 Ohm is unusually high resistance. Are they for 12V ? (higher than 12V is possible for injectors, eg 24-28V, but EC36/23 flyback must be directly connected to the shared injector+ in any case)

* any more info about the injectors ? Not direct injection or something ? Anyway, if they open (without any special high-voltage supply, like no 80V needed), than they should work without issue

* default 30V high voltage flyback should be perfect: obviously no injector PWM needed (default config: 100% duty after 25.5 msec full (implicitely 100%) power

Injectors are stock from bike Suzuki GSXR 1300 k7 "Hayabusa" ...at this time i dont have another information, but try to find.