Clearly it depends on whether you need the IFR option.
All the development is at the
VFR-only end. OK, one can fly "imaginative VFR" to a lot of places (IMC en-route as necessary, which is why these "VFR" planes often have very nice avionics) but then you can get stuffed at the far end if you find you really need an IFR clearance. Especially if you don't know how to fly on instruments
I suppose, this means
a) the IFR community is regarded as tiny by the makers (which it certainly true in Europe), or
b) those that fly a lot of IFR on an IR have the five figures required to buy 4-seat IFR tourers (which I think is also largely true; an IR is a massive undertaking, even the FAA one), or
c) so many "composite" pilots routinely fly IMC en route that they aren't bothered about the VFR limitation, or
d) most flying takes place only in nice weather! (curious, since GA activity in the countries with really nice weather ranges from tiny to nonexistent)
I don't know which. I do know that most pilots I know with Permit planes fly them only on very nice days, and only bimbling locally. A strange market to be developing products for...
I do not agree about a 10 year life for avgas - that would kill GA completely. OK, lots of the cheap end can use mogas but their numbers are too small; it would reduce GA traffic easily sufficiently to kill off all of Europe's GA airfields. Only farm strip operations, and places like Cardiff / Southend / Norwich would stay open for GA. Mogas isn't any good for altitude either, AIUI. Almost nobody can afford a diesel retrofit - even if the engines worked for longer than a few hundred hours.
Also I wouldn't swap a Rotax for a Lyco, currently. Maybe this is superficial but there appears to be no comparison when it comes to engine failure statistics.