Vladimir,
If I understand your inquiry correctly, You are intending to make
complete engine packages for sale.  If so - then it depends on
what market you wish to target.  Many on this forum are after
high performance 2 or 3 rotor packages.  Others want less hp and
weight, so the single rotor information. For the LSA market
100 - 150 hp and wet weight under 160 lbs would be perfect.
The 555 fuel injection being developed here and a no external
source ignition (also being discussed here) are good.

To the mechanical side of a revised (Mazda) design I would investigate
hydroformed e-shaft to reduce weight (if can be done without oiling
problems), lighter rotors that have less combustion heat transfere
than cast iron, aluminum end and center housings, and Pauls favorite
- turbocompounding to get bsfc to .35 or less.

If you have a clean sheet for rotor development please investigate
where the pocket should be for best torque. An inventor I correspond
with believes that a trailing edge pocket would make more power due
to the position of the rotor and e-shaft. He also believes that gearing
the rotor to the e-shaft would harness more torque by using the inertia
of the rotor(s) as well as the "push" from combustion. He also has an
idea to eliminate unburned fuel at the leading edge.
Dan F

Got any drawings on this "gearing the rotor to the e-shaft" Dan?

Paul Lamar

Vladimir,
 You may sense a bit of scepticism on our part, as many companies have
come and gone trying to make rotary engines (for a variety of applications).
As you may appreciate, it is a tough task, and only one company has done
it successfully to date over a multi-decade period.  There are many
significant engineering challenges, and they have over come them one by one.
In addition, the low cost they achieve by producing thousands of units for
automobile use will be difficult for any new manufacturer to match if they
just produce the relative handful needed by the aviation market.

Okay, with that said:  I personally could use a 160-180 HP unit with an
all-up weight (engine, intake and exhaust manifolds, EFI or carb, PSRU,
coolant, radiators, starter, alternator) of 250  lbs.   Water cooling is
probably a necessary evil in order to reduce the dangers of schock
cooling while keeping clearances tight.  This is close to, but a little
lighter and a little less HP than we can get with a normally aspirated PP 13B.

I think a small engine (90-100 HP with a weight of 175 lbs, all inclusive)
might also be popular.  This could power many of the LSA acft, or even a
revived kit version of a mini-Cessna Skymaster.  (Anyone remember the
Powers-Bashforth Mini-Master?)

Mark Waldron