Unfortunately, Ian, due to the nature of 2-stroke engines. . altitude and mean air density really affect power output, so if a manufacturer gave you a torque/hP curve for HIS altitude. . it would be a bit different in say. . .. Colorado. Imagine the porting is optimized for a known 29.92" of pressure (Sea level), drop that to 27" of pressure at about 3000' and the curve will change. . not much, but enough to affect where the peak torque/hP numbers come out. True, a graph would help, but the higher you go, the more "approximate" it would be.

As for spring starters. . I've been bit by ONE gas engine. . a 74cc twin Zenoah, and the ignition was OFF. . spring starter got me and laid two fingers open. No stitches but I curse them every time I see them now. I want to KNOW what that prop is doing, not depend on some silly spring to flip it over for me. I hand start every engine I have, even my little .61 and .91 glo motors (though I use a glove on APC props to keep from getting cut by the back of the blade) I have absolutely zero concern about flipping a 150+cc gasser, or a little .049 glo, by hand. (Smeone is going to come on now and say how it's only a matter of time. . . . )

I keep wondering who is near or at full throttle in a torque roll. Seems that if you are not TR'ing at about 1/2 throttle, you need a bigger engine or lighter plane, if for no other reason than simple power overkill and safety. Marginal power in 3D and during hovers is a bad accident waiting to happen. I prop my engines to try to confine prop rip to the upper 10-15% of the throttle sticks movement on a level line, and leave it at that. That way, since I am at least 50% overpowered, I can easily fly Sequences at 50-60% power, and only get to full throttle if I make a mistake on a vertical upline and need to juice it to get me out of trouble or straighten the plane out. (or on the backside of a down avalanche. . . . ) I've always found that the static rpm turned by different props has little direct correlation to how well the plane flies with them. Take a really low drag prop, that may turn 400 rpm faster on the ground, and it may not pull the plane worth a hoot in the air. I have 4 different props, that all turn within 150 rpm of eachother (6300-6400). . .2 of them are marginal, 1 decent, 1 is very good at flying the plane (in sequences). Conversely the two "marginal" props pull out of a TR and accelerate the plane a lot better, while the decent and good "sequence" props are more sluggish and really lack the "Zip" needed for good 3D performance.

A "graph" would be nice .. but you still have to match props to the airframe and engine/exhaust combination, as well as your flying style and the type of flying you are doing. Seems no matter how much information a manufacturer can give you, it's still up to YOU to "tune" the combination, and looking at a torque curve is only part of the puzzle.

I'll stick to my "Mark1- calibrated and rebuilt (3 times) " ears. . . they do a pretty good job of letting me know what is going on.