That is a small port effort. We have another set of housings with larger ports, ( but not monstrous like the car guys use ), that we expect will easily get into the 240-250 HP range. We still intend to limit top RPM to just about 7000. The rotary is all about breathing. If you want best power at a lower RPM getting the intake length right is critically important. The length on the engine in the video is actually a bit short of optimum because of fitting it inside the cowl. I also intend to do an all electronic engine too. The current engine is at the specifications of the original PowerSport engines before that company was sold. It uses am aircraft mechanical FI, and a simple electronic ignition. I like the electronic fuel injection and or engine management system from SDSEFI in Canada. Ross the owner speaks airplane and has the ability to individually tune the injectors so each rotor (or cylinder) will peak at the same time and his system is easy to adjust. He also will provide it with a manual leaning control for aircraft. Ross did the engine management system for the Questair Venture that won the Sport Class at Reno a few years ago. So he speaks airplane very well. If you use this type of system you can get better mileage, smoother running, and easier starting. We just haven't had the time to set up with one yet. If you do go for a electronically controlled engine be certain to plan for a small backup battery should you have a charging failure. The P-port rotary is an excellent package for an airplane, you just need to plan for it like anything else. I'm looking at the possibility of redoing the reduction drive, but I need to have several things quoted before I can be sure if the cost is low enough to make the investment for such a small market. 

Bill