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It did not state which part of the plane was impacted. The pilot, Donald "Pappy" Hinz, was taken to a local hospital in serious condition, but passed away from his injuries on 30 May. Yes, wait for the facts, the full nasty facts of incompetence. Based on my flight, at 8, feet, for example, we were producing the kind of power the Tornado Alley conversion would produce at around 7, feet. Significant disruption at KSNA after a plane skidded off a runway.
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While largely invisible to the naked eye, the latest improvement, the upgrade to a Continental factory turbocharged engine, is also a big deal. The new engine, the Teledyne Continental TSIOK, provides several very noteworthy quality-of-life, longevity and performance advantages over the Tornado Alley turbo-normalized engine and does it for the same price.
Cirrus will continue to offer the Tornado Alley engine, so customers will be able to select the engine option that best suits their needs or tastes. The new dash number is unique to Cirrus, at least for the time being. Tornado Alley also added its patented GAMIjectors to even out fuel flow and balance cylinder temperatures. The new engine is a lower compression engine, 7.
The lower compression means the -K model has slightly less efficient specific fuel consumption, but it also means it has better detonation margins. It's also covered by a Teledyne Continental factory warranty. Moreover, it also features balanced fuel injection. Continental just doesn't have a trade name for it. While continuing to sell both products, Cirrus is talking about the new engine as a big upgrade. In a press release, Cirrus vice president Pat Waddick said, "In addition to a quieter operation, lower weight, a smoother ride and many other refinements, the new SR22T offers Cirrus customers a high performance, twin turbocharged option with the additional benefit of greater future fuel flexibility.
That last bit — "future fuel flexibility" — is the most intriguing and controversial part. More on that in a bit. The new engine comes with new intercoolers, new NACA inlets, two big air filters and new louvers. The nose does look a bit different.
A change unrelated to the engine is a newly designed nose gear, which features for the first time on a Cirrus an oleo strut, a change that owners will surely welcome and which could be adopted on other Cirrus models over time. Time for a Change? When Cirrus introduced the Turbo it made the unusual decision to go with the same naturally aspirated engine, the ION, that it had been using in the SR22 since the inception but to have it modified by aftermarket turbo specialist Tornado Alley under an STC.
The airplane, the SR22 G3 Turbo, was a big hit, and the Tornado Alley mod seemed a great fit for the '22, providing excellent lean-of-peak fuel flows and remarkable ease of use for pilots. The system is dirt simple to operate. In most instances, you simply push the mixture and power levers full forward on takeoff and leave them there until you level off at your final altitude. The Tornado Alley engine burns about 35 gallons per hour in the climb, though it climbs very strongly, so the total amount of time spent in climb is relatively low.
Once you're at altitude, you simply do what Cirrus owners refer to as "the big pull," reducing the fuel flow to around Engine management in the Tornado Alley engine is that simple. So I was curious to see how the workload would be with the new engine.
I have to admit that since I've been flying the G3 Turbo, I've gotten quite used to not having to fiddle with the mixture. You pretty much set it and forget it.
Would the Continental turbo be more work? I was also curious to see how the Continental engine would deliver on the other highly touted Tornado Alley benefit, more even cooling across the cylinders through its GAMIjectors. I've been impressed by the performance of the GAMIjectors, but to be honest, based on my flying a similar Conti engine last year, I suspected I'd find good cooling performance from the -K model as well. Surprising Performance, Expected Ease I wasn't expecting much of a difference in terms of performance from the new engine as I advanced the power on the '22T and began to roll down 17L at Austin Bergstrom, but I was surprised right off the bat.
In the seat was Cirrus product guru Matt Bergwall, who'd been doing a cross-continent stealth sales tour with the new airplane before its official launch and had amassed more than 30 hours in it since he'd left the Duluth, Minnesota, headquarters of Cirrus a week earlier. In addition to the new get-up-and-go, also noticeable was the lack of cam action toward the end of the throttle travel. As you probably know, the model that Cirrus uses has no prop control, though it does have a constant-speed prop.
Instead of an independent lever control, it uses a cam actuator in the throttle to increase the prop pitch as you push the throttle toward the stop, increasing the prop revolutions per minute to its limit of 2, The new SR22, on the other hand, is limited to 2, rpm, which is arguably the most important change with the new engine option.
Push the throttle forward and you simply get more power without an attendant increase in rpm. I like that a lot. The 2, rpm rating is great in many respects. It makes the airplane quieter both inside and outside the cockpit, it makes it feel noticeably smoother, and it will make it a better neighbor at noise-sensitive airports.
The rated power of the engine, horses, is just five horsepower more than the previous engine has, but nobody thinks it produces just hp. Based on certification quirks, the engine is given, Bergwall told me, a kind of worst-case-scenario rating.
While not quoting numbers, Bergwall said the engine makes substantially more power than hp, and that's why it performs a lot more than a couple of percentage points better than the Tornado Alley engine airplane.
The climb rate with the -K model was noticeably better. It weighs pounds more, but the weight-to-power drops from 8. Speaking of modes, the others mirror those on the 4 E-Hybrid: E-Power, the default which prioritizes electric driving and depletes the battery most freely; Hybrid Auto mode, which blends gas and electric power most efficiently; and the two Sport modes, which both keep the engine on and prioritize electric assist with the non-plus mode maintaining a constant battery level instead of maximizing battery charge.
Later this summer we'll take the helm ourselves to determine whether the Turbo S E-Hybrid is more four-door or crazy-pricey Panamera Turbo. This new hot-vee twin-turbo 4. Its two twin-scroll turbos spool out 1. Those inlet valves enjoy variable timing and lift the exhaust valves get variable timing only , and enabling cylinder deactivation between and 3, rpm greatly reduces throttling losses under light loads lb-ft max.
The sand-cast aluminum block gets a new type of atmospheric plasma-sprayed micron-thick iron coating applied. This, in combination with chrome-nitride-coated piston rings, greatly reduces friction. The basic architecture is shared with the EA V-6 also employed in the Panamera. Developed by Porsche and built by ZF, this box is now standard on all Panameras.
It adds an extra cog and the option of hybridization in essentially the same package envelope as the seven-speed PDK box it replaces with mass increasing by only 3 pounds. The gear ratio spread is an impressive Internal power loss in the transmission is said to be 28 percent less, thanks to friction reductions, a demand-driven lubrication system, the wide gear ratio spread, and optimized electronic control of the gearbox.
This box helps improve fuel economy by 1. This pack features eight modules of 13 prismatic lithium-ion battery cells each on two levels cooled by a dedicated coolant circuit.
Operating voltage is volts, and its peak output is kW hp for 10 seconds. The system is designed to utilize The pack weighs about pounds and measures It's water tight, and it rides outside the bodywork under the rear deck in the space where unelectrified Panameras package a well containing the volt battery and sound-system subwoofer.
These items move into the auxiliary storage cubbies off to either side of the rear of the cargo area, reducing Euro DIN cargo volume from But by the SAE hatchback measuring methods, we don't expect the The hardened aluminum case has been safely crash tested at high speeds, thanks to mounts that direct it to move down and away from the passengers instead of remaining fixed, rupturing, and potentially catching fire. World's Greatest Drag Race 6! Porsche Panamera Sedan Car Reviews.
Manufacturer February 23, See all 73 photos.