I'd agree with most of that. Most of my experience relates to the 45 but my thoughts are:
I'm not personally convinced that the APU is such a problem. It is an option to have one so it may be included on the aircraft that you fly. The 45 had the option to have an APU or Vapour Aircon or neither but not both. The benifits of the APU are somewhat reduced given that:
1. It cannot be used in the air
2. There is a 'Clearance Delivery' Radio Bus which operates COM 1 on a timer. You'd have to be seriously short of power if you couldnt use this to get the ATIS/Clearance as the consumption is relatively low.
3. Engines can be started with all the avionics powered, It is therefore possible to start one engine and set everything up and start the second with eveerything still powered. This is achieved by 'splitting' the electrical system fore and aft so the avionics are powered by the smaller emergency battery, protecting the avionics from surges in a way that is not possible in, say, a Citation.
4. I found you could get everything up and running in a very short time, especially if yyou had the flight plans for the next sector available so that you could store them at quieter moments on preceeding flights.
Overall I think it's a great aircraft although an intimate knowledge of the systems is required. For example and again with regard to the APU, If the annunciator lamp test is held for more than 6 seconds it will discharge the APU fire bottle! there are many 'software' quirks like that.
I also believe that there are C of G position issues relating to loading of the 40 that do not exsist on the 45.