How difficult is it to avoid ground loop in practice? In my simulator (flightgear) directional control during take-off of most tail-draggers is extremely difficult. When the tail lifts off, it immediately starts to turn to the left with no crosswind, but with sufficiently strong crosswind from the right it might be to the right. It takes very swift and hard rudder application to arrest and then easing the pressure to avoid overcontrolling. Otherwise the turn rate keeps increasing and ground loop occurs.

It is worse with some models than others. Some models are almost impossible to take off at full or normal take-off power and while most are, it is very difficult to keep them on the runway, because even if I manage to arrest the initial swerve, the aircraft is then turned a bit and attempts to re-align it tend to again provoke ground loop.

Controlling propeller aircraft with tricycle landing gear is on the other hand never difficult, even for the more powerful ones.

I suppose some of the models are wrong. For example the Pitts S1C model is almost impossible to take off. But how difficult should it really be to keep the plane aligned?

And, what would likely be wrong with model that is too difficult to control? Centre of gravity too far aft of the mail landing gear? Or something with the vertical stabilizer? There does not appear to be any parameter for vorticity of the propeller slip stream; it is apparently calculated from the power.

Or is this one of the cases where simulator is much more difficult than the real thing, because in the real thing you have force feedback and get to use your built-in accelerometer (vestibular system) and in the simulator you don't?
Your simulator gives you a realistic experience: This is normal. What you experience is the gyro effect of the propeller and engine while you change the pitch attitude. When you lift the tail, the axis of rotation is changed and the engine-propeller combination pushed downwards, causing a precession force which acts orthogonally to the plane defined by the down movement and the axis of rotation.

Since the engine is forward of the center of gravity, this precession force is pushing the nose sideways: Left for a propeller which spins clockwise (when observed from the pilot's viewpoint), and vice versa.

The best way to avoid a change in direction is to keep the tail to the ground with the stick aft until you know you are fast enough to lift the tail, and when you lift the tail up, you apply rudder simultaneously. Don't let the tail come up by itself!

I learned this in a Dimona motorglider. Now think of flying a small, light airplane where the propeller is bolted firmly to the heavy engine crankcase, both rotating. The airplane will dive or climb when you change direction! This is what pilots had to endure in the First World War, when they flew aircraft with rotary engines. When engines became more powerful, this became so bad that some aircraft were almost unflyable. See this answer for more.

That crosswind is turning the nose into the wind after lifting the tail should also be no surprise: While the main gear is still on the ground, the plane will weathervane into the wind once the tail is lifted.