My own Bulldog experience reveals that you get a lot of aircraft for the money, with maintenance costs comparable with any other 200HP injected Lycoming engine aircraft. Spares don't seem to be a problem for the Bulldog specialist maintenance orgainisations, and I suspect the buy price of a Bulldog + the mod to extend fatigue life (which will reduce in price once owners start getting it done) will still be less than a T67. For private ownership, even one at 95% of its fatigue life will give many years of typical PPL-type use, before you are faced with the decision on the modification. (Swedish, etc ones are lifed on hours rather than Fatigue Index). I would agree with the thoughts that if one were used a club aerobatic trainer, the fatigue life could be quickly consumed, though. However, doing 40 or so hours per year with gentle aerobatics sessions once or twice per month seems to have little impact on the fatigue index. I have been told that there is a market for fatigue-life-expired Bulldogs in the USA where they can continue flying under the 'Experimental' category, but haven't verified this.
When not doing aeros, you can put 100kg of luggage and stuff in the back, and go touring with decent range and speed.
Handling is delightful, if a little heavier than a Chipmunk for example. Visibility is great, so nice views - especially looking up at the ground, and it's difficult to make turns of less than 60 degree bank angle. Spin recovery is no problem - just learn how to do it with a suitably qualified instructor, and plenty of altitude. In reality even screwed up aeros don't seem to result in a spin - just hold everything central and you recover from an incipient spin into a nose-down attitude.
It's difficult to fault the Bulldog. If you're tempted by the type of flying it enables you to do... go for it!