Gary: you asked for '2-0 owner to respond, but I figured I’d add a little perspective from a happy '22 owner.
the speed difference is probably about 25 knots. I tend to fly LOP which usually gives me TAS between 160 and 170 ktas. I do so on around 11.5 - 12.5 GPH. So what I am getting is a few knots faster than an SR20 at about 1-2 GPH more. No big difference at the end of a 3 hour trip.
There are some SR22 drivers who fly Ba*** to the wall and get 175-185 KTAS at I would guess 18 GPH. On the same 500 mile flight, they may arrive 10 -20 minutes earlier and pay for it with about 15 gallons of gas.
IMHO, the REAl advantages of the SR22:
Rate of climb. I typically make a stabilized climb at about 120 - 140 kts with a 1,000 fpm through 8 - 10,000’. If it is cold or I am way under gross, 1,500-1,600 fpm is easy. The rate of climb is important to me as it gets me to the crusie altitude a lot sooner.
Engine Temps: The new cowling in the '20 is supposed to fix this, but I have never had temp problems in cruise or climb regardless of the OAT in my '22.
Useful load: Again, I can’t speak accurately about the new SR20’s, but I can get 670 lbs of payload (full fuel) and more if I 'd like to leave fuel behind. With only 70 (11 under max) gallons in the tanks, I am comfortable planning a 500 mile trip with tons (well over 1 hour) reserve. With 70 gallons in the tanks, I can carry almost 740 lbs in the cockpit which is 2 hefty, 200 lb men, two average women, 135 (I shouldn’t have said that!) 10 lbs. of flight gear and 60 lbs of luggage. Hard to beat without a Cherokee 6 or Cessna 206!
Power: Yes, I DO like Tim Allen, but the benefit is performance on go arounds, missed approaches and punching through a thin layer of clouds when icing may be present.
Which is important to me? The Useful Load is by far the most important, but the power and climb are a lot of fun!
You need to determine what your typical flight needs are and compare it to your budget. For me, the '22 was a stretch, but I have not minded eating only two meals a week!