Smarthawke - you obviously are involved in the aeroplane so are a bit of an evangelist. Fair enough, we all have something we'll evangelise about - even if it's just the joys of flying in general.
I agree about the benefits of the Rotax engine family - having a lot of hours in front of or behind most Rotax models I remain a fan and prefer managing one to the Lycontintental 1950s car engines I'm forced to fly behind in most light aeroplanes.
However, I'll take issue with one point you make. The use of 75kg seat weights to determine aircraft capability is disingenious - that's probably 10kg below the modern average, and rather more below the weights of many pilots these days. So for most people, most of the time, your 4 hours with 3PoB is blind optimism with most groups of adults these days. You are, realistically, getting the same sort of poor payload/endurance payoff I get out of my AA5.
Which is fine, I live with it in the AA5 and I'm sure you can in the Tecnam. Just be honest about it.
Incidentally, I've also had some lengthy conversations with senior people on the C162 design and certification team. There were good reasons why they rejected the Rotax engine in the C162 in favour of the Continental, but not the reasons you state. It was mostly because Rotax could not provide the guarantees and production numbers that Cessna required -they don't seem to have been particularly disturbed about lack of product knowledge in the USA.
G