You are saying exactly what I'm talking about. I am going to build a new reduction drive. I'm doing it for my own use. If I can sell some to get the cost down I will do it. But common sense tells you this is a very small part of a small market, ( experimental aircraft ), so you will be lucky to cover your costs. That is all I want to do. Additionally that is what Steve expects me to do. Carry on so the development he and Everett did isn't wasted. I really like this engine package, and truly believe it can be better than a Lyc or Continental at a lower weight and lower price. I believe the best way to do this is with well designed-to-task parts. Not re-packaged truck transmissions that "might" hold up or might not! These are airplanes people, you want to use parts designed for the aircraft duty cycle. You want a working adaquate radiator set up. Many auto engines will work if they have the support equipment they need. I like the rotary myself. The reduction drive will be first and flying before anyone gets one. Then a EMS

 Then a FWF, if I have time and can afford it. This isn't my day job, unless I get very lucky. I certainly don't expect that. I do have design tools and will keep working. Even Powersport, (the original), was an outgrowth of Everett and Steve's successful engine and race shop. Everett was a mechanical genius, and whatever he made he was underpaid. Steve is the most dedicated and focused guy I have ever met. He told me that he stepped back once and looked at what they had done and what it took to get there. He said that he and Everett had worked 10 to 14 hours a day every day for 2 straight years. No weekends off no let up before they finalized what they were going to sell. Producing something like this isn't easy. Don't let anyone dupe you and tell you it is. I hope I can do even nearly as well. (He now steps off the soapbox)