Wow, I thought I had to jump thru extra hoops! There were three DARs presumably available in my area. One DAR was not recommended by one of my friends as the DAR was known to only do a cursory inspection. The second DAR has a good reputation, but lives farther away. I went with option three based upon some fairly favorable third hand input and his proximity to my airport. This DAR had some some experimental aircraft before, but admitted several times that he more frequently dealt with Airbuses. He spent 3 1/2 hours looking over the airplane and paperwork and ultimately only questioned the service loop I have in my Pitot/AOA lines at the probe. I explained my reason for doing it that way and he eventually got okay with it.
Most of my frustration and extra effort involved things that are not actually required for EAB aircraft (as confirmed by my talking with the EAA).
He wanted a POH (which I had a good start on) with actual performance numbers, even if they were only best guesses, and to understand the basis from which I got my numbers. I extracted what I could from the generic book that Kitfox sells. He obviously spent time looking over my POH as we did several email exchanges of my drafts.
He also expected that I perform a taxi test. I had not planned to do that until after sign-off and had some concern relative to insurance if something were to happen before the plane had been signed off. I wanted to keep moving forward and just get the sign-off done, so I did some taxiing to do some initial brake bedding.
In the end, it seems he did a thorough inspection that I hoped for and was easy to work with, but I certainly did not anticipate the extras "required". I asked about the Repairman's Certificate too, but he indicated he could not do that and I would need to go to the FSDO. Of course COVID19 has suspended any effort there.
Glad to hear that you appear to have a path forward, but I feel your pain.

Looks like I need to update my sig as the building (initial at least) is DONE!