The only reason for doing a PPL (for most people) over a NPPL is the foreign flight bit.
That is all about to change as EASA are pushing the RPPL across Europe, based on the UK NPPL.
When that's in place, the only people who will want to go for the full JARPPL will be those who want an airline career, those who wish to fly IR and those that wish to fly in states that won't accept it. It will be interesting to see if the US do accept it, I suspect that they will. The microlight NPPL is already accepted in the majority of Europe and at 130kts, many microlights will cross Europe quite quickly.
The rule on not allowing hours from a "lesser" class may also be redefined. Its crazy that someone can rack up 100+ hours a year in their Eurostar or C42 and not maintain a licence to fly a Cessna. There is very little between those at the blurred edge of microlight and SEP.
Aircraft such as the CT2K and Banbi really do blur these edges further and apart from the limit on seating numbers, they make you wonder why you would spend the extra money.
There are plenty on here who will dissagree. But as an example, I have a friend who has a microlight and maintains his currency on PPL A and PPL H. He flies 50+ hours a year in his microlight and enough to maintain his licence on the others.
If you do get your microlight NPPL (approx £2500) and buy a share in a nice hot aircraft worth £40k-£50k, or even buy one outright, you will find that people who have a 10% share in a 152 will look down on you, at certain airfields.
Oh, how you will laugh.