Like the G6 SR22, a major upgrade to the new SR20 is the external lighting system and upswept wingtips. The boost pump is switched on during takeoff, climb, landing and while switching fuel tanks. The SR20 holds 58.5 gallons of fuel (56 gallons are usable) and managing the system is stone simple with a left/right/off tank selector mounted aft of the throttle and mixture control in the center console.
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The maximum allowable loading in the baggage area is 130 pounds.Ĭirrus pegs the cabin payload at 776 pounds when loaded with three hours of trip fuel, plus the typical 45-minute IFR reserves. Like the SR22, the SR20 has a 60/40 folding rear seat configuration, which from our experience really simplifies loading items like snowboards and golf clubs into the cabin. With as much as 150 pounds increase in useful load (1030 pounds), you can haul around another passenger, or more of your stuff. With the new engine (and lighter avionics), Cirrus was able to change the maximum gross takeoff weight to 3150 pounds-an increase of 100 pounds from the old airplane. While the Lycoming IO-390-C3B6 has two fewer cylinders than the Continental IO-360ES, the re-engined SR20 G6 still benefits from a boost in power-up to 215 HP versus 200 HP for the Continental.Ĭirrus also certified the airplane with a lightweight Hartzell composite prop (it’s optional), which shaves nearly 30 pounds from the airplane. As Cirrus’ senior line manager Ivy McIver put it, “From a maintenance and operational perspective, the four-cylinder Lycoming in the new SR20 is simpler and will be less expensive to maintain just because it has fewer parts.” More Horses and Utility After all, there are two fewer cylinders to worry about. In many ways, the SR20 is a good choice for pilots who aren’t ready for the faster and less forgiving SR22, without having to sacrifice styling, avionics capability and safety systems.Īdditionally, the new Lycoming adds a layer of simplicity that perhaps didn’t exist with the Continental-powered SR20.
Just like the flagship G6 SR22, the new SR20 is available in upgraded paint schemes (and Cirrus’ paint and interior Personalization design), plus it has Garmin’s new G1000 Perspective+ integrated avionics. Park a G6 SR20 nose-to-nose with a new SR22 and you’ll be hard-pressed to tell the difference, save for the single exhaust stack on the SR20, compared to the twin pipes on the SR22.įorget everything you know about earlier cookie-cutter SR20s. Those who can handle the SR20’s typically equipped starting price (low $400,000) can likely afford the SR22, which starts at around $539,900. On the other hand, buyers might struggle with pricing. That role includes traveling and training- which we think well suits the SR20. In our view, the SR20 has been overshadowed by the flagship SR22, despite the company’s efforts to market it as a dual-role aircraft.
To see how the G6 SR20 compares to the previous model, we flew one during a recent visit to the Cirrus Vision Center in Knoxville, Tennessee. Moreover, the IO-390 substantially reduces weight, while also stretching the TBO for high-use operations. For one, it plans to aggressively market the aircraft to fleet operators who’ve expressed a strong preference for a four-cylinder Lycoming over a six-cylinder Continental. For the 2017 model year, Cirrus released the G6 SR20, which gets both an avionics upgrade and a new IO-390 Lycoming engine.Ĭirrus said its decision to re-engine the entry-level SR20 is significant for a couple of reasons.
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