Look closer. The base Piper Matrix does not include BRS, FIKI, ADS-B, moving maps or weather…so it’s not an apple-to-apple compare in price to a fully loaded SR22T.
Very good points, maybe there is a way to reduce cabin noise and vibration as well?
What is your source for that? The Matrix page at: http://www.piper.com/aircraft/m-class/matrix/specs-performance/ shows a G1000 with GTX33ES as standard equipment so that should certainly include moving maps and ADS-B (out at least).
As you point out FIKI, XM, and onboard radar (not available on an SR22 at any price) do appear to be optional and of course BRS is not an option at all.
And my point is that a cabin-class aircraft with similar performance and a six-person useful load, is a step up as a general proposition. When that aircraft is priced about the same, it limits the future price increases that Cirrus can justify. And once you get into cabin-class aircraft, the BRS isn’t an option for any of them to my knowledge - other than the SF50. And we are seeing now in that forum that the chute is getting interesting from a flight testing Perspective.
Don’t get me wrong - I am not saying it’s a better airplane necessarily or that but there is a practical limit now in my opinion to what Cirrus can charge at the top of its line. And that will have an effect on the design choices for their next generation of aircraft.
I think the biggest plus could be if a g6 could simply seat 5 adults and have enough useful load to fly them a substantial distance (700-900 nautical miles). It’s the age old question why even put 5 or 6 seats in a plane when it can only really fly 3 people.
In the FWIW column, FADEC was designed and available 10 years ago for our 550. The market apparently didn’t want it and it was shelved. It was a waste of Continentals R&D, which is too bad because they don’t have enough of that to do all the R&D we would like. There is one Cirrus flying around with no red knob and a button that says “best power” and “best economy”. From there it is set and forget.
On one hand it is a shame because many pilots haven’t a clue what to do with the red knob. OTOH, I’m not buying one. Ever.
Your comment reminds me about the heated discussion stick shift vs. automatic / PDK car transmissions. Stick shift is fun and engaging for some very experienced drivers, automatic transmissions even in Ferrari or Porsche cars have more than 90% market share. I think the typical Cirrus driver prefers simplicity over lets say complexity. I would love to focus more on the outside than CHF, FF and TIT temps and not worry about hot starts anymore.
Not sure I would use the word “typical”. But a growing population does. Why didn’t enough people like you make a market? More newer pilots and younger buyers want simplicity. I get that even though I do not want it for my plane. The truth is CMI couldn’t get any airframe manufacturers to install it.
ps, I love a stick but don’t have one anymore. If I bought a sports car it would have a stick.
Thank you for you comment, I am no specialist to why we don’t have a faded controlled IO 550 yet? I assume that the FAA makes certification not so easy, glas panel avionics were more important and available, but I think the consumer now wants 20th centure engine technology, its long overdue.
It wasn’t easy but Continental did have it approved. Buyers and airframe makers wouldn’t move ahead with it. I saw it. It had a lot of wires and sensors. Given our track record with connectors that scared me just a little. I was skeptical about reliability and field support. But some day it will be SOP in piston aircraft.
I would prefer a Cirrus with FADEC. I think it actually would be a good thing for the SR20 in particular as a “starter Cirrus.” But overall, I think simpler is better. FADEC will create better overall efficiencies. Single lever would be nice. I think that’s actually a likely item for the next generation, perhaps as an option.
As I said, I do think there are buyers that want that. The SR 20 is about as simple as it gets with the aneroid self compensating fuel pump. In theory the red knob is only used for idle to lean, full forward for all high power ops, to shut it off and finally if you want to run LOP (which is optional). Electronic ignition would be a welcome addition to any Cirrus. I don’t think they are working on that (at least for gas powered pistons), its probably something that would make into a next generation engine, probably a diesel.
OTOH, they tend to run hot and do need a close eye on CHT’s. FADEC wouldn’t fix that.
Roger, I have always wondered why the IO-360 seems to run so much hotter than the IO-550 inside the same engine compartment. Naively I would tend to think that the IO-550 would produce more heat AND occupy more space, leaving less room for cooling airflow. What’s your assessment?
I assume because the SR20 is much lower power with the same general airframe, they needed to sharpen their pencils with respect to cooling drag. Running an engine cooler takes more cooling air. Cooling air is basically ambient air that is sitting around, then suddenly get accelerated to cruise speed, heated briefly then dumped overboard. The more you take in, the more you have to accelerate, and the more drag.
Climb rate is excess thrust over drag, so even slight increases in drag can have a dramatic effect on climb rates, particularly when thrust is limited as in the SR20.
OTOH, on occasion I have heard Dale grump that the SR22 is *over-*cooled!
Electronic ignition and engine control wil not increase efficiency of a 550 or 540 much. its been done. Does improve starting, though, to the tune of tens of burnt-through starters and ruined batteries.
IMHO, engine innovation will come with the big Continental diesel (née Thielert) if (big if) they can figure out a way to make the gear box hold up.If not, maybe EPS will step in.
FWIW, I absolutely loved the G2000 in the TTx. Best thing about the airplane.
Don’t forget comfy seats. I mean really comfortable seats 
Kevin,
Curt answered this correctly already. BTW, if you recall way back the SR20 was supposed to be a 160 it airplane. They were pretty far from the mark already so keeping drag to a minimum was important. I do think they over cowl the early 22’s. Mine runs too cool.
Well Roger, sometimes things keep being worked. At Sun-n-fun, Lancair will showcase the first customer delivery of the Evolution with IE2 engine.
I think that airplane with that engine might take Cirrus sales away. Pressurized, faster, long rang, and more useful load.
And a Lycoming engine. Less likely to need the parachute [6]
Two of my three engine failures were with Lycomings.
Anecdotal, but still…