I once lived in Seattle area (I think per your profile your base is SEA). Arlington Airport North of Seattle, when I was there, we had well over a dozen RV's, but that has been almost 20 yrs ago. A drive up there and hang out at he coffee shop, ask around might result in some sage RV ace CFI.
Van's aircraft is nearby south of Portland OR. Mike Seager and other Van approved instructors is on their website.
https://www.vansaircraft.com/rv-flight-training/
If not already I recommend you join EAA regardless. Your EAA local chapter is a resource for RV flyers, some who may also be CFI's.
Could you get any CFI from the local FBO to fly with you in your RV7? Yeah but I would get one who knows the RV's. Even if they only flew a RV4 or RV6 or RV8 they will be familiar with the RV7. All the RV's fly similar.
As far as being insured DURING your initial experience or training (I am assuming in the plane you are buying), I think the insurance Co. will want to have the details on the instructor (and their time in type and TW time) so they are the insured pilot in that 10 hr period. You can fly in other RV's that are available with CFI (see Van's above).
You or the CFI will need a LODA... Long story best explained by the CFI, but to get training in a EAB (experimental amateur built) airplane you need to apply to the FAA, or CFI needs to apply for it. It does not take long to get approval and is done by email.
I would offer to help as a CFI and RV7 pilot but I am far away. I might suggest you get TW time in another plane like a Citabria to get warmed up, or even get the TW endorsement. There is no min time required to get endorsement, just that the CFI is confident you can handle a TW and annotates your log book.
How good are your cross wind landings in a Trike airplane? If you are very competent it will go a long way in a TW. If you are apprehensive and don't feel confident in X wind ability it will not get better in a TW plane. Go out and practice in a TRIKE when the wind is blowing cross wise and know your side slip. If the downwind wheel is not last to touch you are doing it wrong. At the end of the roll out your aileron should be full into the wind, etc...
The RV series of planes are fairly docile as TW planes go. I equate them to fast Piper Cubs.
Many fly without airframe hull insurance and just carry liability. If you are a competent, current Pvt with 125 hours it might only take 5 hours of dual transition training to get reasonable proficiency and confidence in your RV7. What are you going to do with the next 5 hours?
I don't know if insurance company wants 10 dual or just 10 hours of time. In that case if it is just time, and the CFI signs your TW endorsement after 5 hours, you can go bore holes in the sky solo for another 5 hours, call it good (being uninsured during that initial experience). Of course flying passengers is ill advised until you have time and at least liability insurance. Again if you are current and qualified in Cat/Class aircraft (Medical, Flt Review, 3 T/G's in last 90 days) the FAR's don't restrict you from being PIC but the insurance will not insure you. I am not encouraging you to fly w/o insurance, just pointing that out. Also KNOW THY SELF... If you are comfortable great, but if you feel like you need more dual get it.
If you are going to get dual (and you should) just boring hole in the sky to get 10 hours with a CFI warming a seat, it is a waste. Instructors like Mike Seager I am sure will push the envelope and put you through your paces, not just do 500 T/G's off a 6000' runway over and over on a calm sunny day. I know from Video's Mike shows short field takeoff and landings in real short soft fields. I am a BIG fan of doing air-work away from airport, slow flight, steep turns, stalls pwr on/off/accel, pwr off or simulated engine failure, before pounding out T/G's. Ideally some cross wind landings would be good. Again X wind landings in a TW are not harder than a Trike just a tad less forgiving. If you are an ACE landing a C172 in gusty cross winds you will love the RV. It is very responsive but you must use good airmanship... it is NOT a land-O-matic.
Also some basic intro to Aerobatics might be in order, loop and a roll. If for purposes of instruction the parachute requirement for aerobatics is waved. However if you do Acro with a passenger you both are required by FAR's to have Chutes. Heck if you need 10 hours of dual get the most out of it, not just check a box. Make sure the CFI has a training syllabus and plan. With 10 hours and a plane that can cruise at 190mph, a cross country would be good, with high altitude operations, might as well. RV's can get into O2 breathing altitudes (+12,500msl) easier than a C172. Many RV pilots enjoy going higher and sucking O2. By no means do you have to go say above 8500' or 9500 to get good utility. However flying South or East from Seattle both terrain and or favorable winds made flying flying in the teens a reasonable and efficient preposition.