I did not mean to be argumentative: I also did not start an argument.
You asked if conversions were still a thing, and my answer was "yes, but not in the way you used to do it". Then you basically went on to tell me that what I have been doing for the last 8 or 9 years with great success, actually is impossible and how it should be done properly. That rubs a bit as you might imagine, because I fly my planes and run my engines basically every weekend and have been for a lot of years, with people following me succesfully.

Have I been dreaming that?

There's however nothing to argue or disagree about...
There are only facts, and I did not make them up, they turned out to be what they are when I ran into them.
Fact is, that Walbro, tillotson etc, however good they might be, are not made in sizes suitable below maybe 15 cc (.90). Consequently, the option to fit one is not availlable.
Fact is, they might work wonderful on larger engines, they get more critical, sometimes impossible to get right, the smaller the engine gets.
Fact is, even Stihl found that pumper carbs could be HUGELY improved upon, and they came up with the M-tronic series, of which my system is a simplified adaptation.
Fact is, that you do NOT need a pumper carb to run a glow engine, not even in aerobatic use. I have a gazillion videos that undeniably prove that.
Fact is, that tank position is NOT critical, even without a pumper carb, I gave you video proof of that, both in ground testing and in flight.
Fact is that on gasoline those engines run hotter, fact is ALSO that this totally is NOT a problem.
Fact is, that plain bushed conrods do not fail. I have done about 50 engines myself (15 or so private, 35 for customers) and advised at least another 100 folks on how to do their own conversion, NONE of those have experienced conrod faillure, let alone ANY other parts faillure.
Fact is, that it is economically viable. Mind you, NOT "commercially", the market is way too small for that.. Not for an occasional flyer with only one or two planes, flying once a month or so either. But for the frequently flying RC pilot like myself, conversion absolutely pays off.

I did not make that mistake... I am marine engineer by profession and have been involved with quite a lot of technical innovations over the course of 30+ years. I have been at times hesitant myself to adopt to new technology when I wasn't the one implementing it, and met a lot of resistance when I WAS the one implementing new stuff. I reckognize 'em when I see 'em.
I did not take you as being out of touch, I took you as someone "stuck in certain routines", and that is OK, because for a large part of my life I was like that too. I was OK with that, until I noticed it also guaranteed I made zero progression.

The conrod "you do you, I do me" thing eludes me to be honest: If a reknowned player like Saito guarantees their gasoline engines, which have NON-bushed bare aluminium conrods, on 5% oil and has been doing that since their introduction well over a decade ago... Maybe you should revise the "being out of touch" statement a bit...

This thread: Electronic solutions to modifying glow engines of all sizes to gasoline has been in the top three on the list since I started it... It is a continuation of this thread: Start saving big on fuel costs. Build our controller and convert to gas. - RC Groups, which got ruined by a few "contributors" with a very curious aversion against anyone that did not preach the gospel of the holy glowplug...
If you start reading, I suggest you start with the RC Groups thread, the first 50 pages are most relevant WRT technical info.