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If you're paying attention to the data, the marketplace growth story is supposed to be jets and turboprops. Clearly piston OEMs didn't get the memo. Piston airplane shipments in Q1 2026 climbed 6.4% to 381 units, leading the single aircraft category by volume this past quarter according to a recent GAMA Shipment andamp; Billing Report. Cirrus led the charge with 196 airplanes delivered — more than any other manufacturer. With new buyers typically paying list price, used values have a higher floor to work with.And when you're shopping for a high performance single, the Cirrus SR22 is the plane to watch. It's led the market for the past two decades with no signs of slowing down. That gives a wide range of buyers plenty of options to work with. The real question is which generation is the right fit for your mission and wallet. Why the SR22 is the number to watchCirrus has been producing the SR22 airframe in volume since 2001 with roughly four-year refresh intervals in between models. Those refreshes typically offer a recognizable equipment and capability delta over the last. Regardless of the generation, even the oldest rungs tend to hold their value (with the exception of one). The macro view is simple: there are six distinct generational value propositions and each looks similar from the outside, so a peek inside is telling.The original airframe, the "G1"Manufactured from 2001-2003 and quite possibly the only problem child in the fleet. These models come with the most caveats. The earliest version came with an old-school steam gauge six-pack installed. Starting in 2003, the first glass cockpit version arrived with Avidyne Entegra avionics upgrade. That feature is a noteworthy OPEX line item due to its poor reliability, support and upgrade challenges.Then there's the repack schedule for the CAPS whole-airframe parachute system, which is every 10 years. Both G1 and G2 models require composite fuselage work to access the parachute. That will typically set you back from $24,000 to $35,000 . Or about $10,000 more than the newer systems according to Aviation Consumer reporting. There's also a line-cutter replacement on a shorter maintenance schedule for these early models as well. In return for these compromises, you get an airframe that can be purchased for under $200K. It's a low budget floor with a high maintenance ceiling.The G2 and G3: where most buyers startThe earliest examples that make more sense to own are the second and third generations, built from the mid-2000s through 2012. Clean G2 and G3 airframes run roughly $250,000 to $405,000, and that band is where most first-time Cirrus buyers start. Included are the standard features the SR22 is known for: CAPS and the Continental IO-550.But the G3 added a wider wing along with a higher fuel capacity and useful load. A Cirrus Perspective Garmin glass panel was optional and can be found on some versions. That alone is worthy of consideration when comparing value between the two models.Both models should be in play for a pilot stepping up from a Cessna 182 or an older retractable like the Mooney M20J 201. What you collectively get is modern safety architecture along with a spacious cabin that feels like it came out of a BMW 3-series. Even if the avionics are a few generations back along with the paint and interior. The price of entry should account for those trade-offs.The G5: more useful load and five occupantsIn case you were wondering, there is no G4. Four is considered an unlucky number in East Asia (a growing Cirrus market at the time). It was widely reported that a decision was made to skip it, and so in 2013, the SR22 G5 was born. Cirrus increased the G5's gross weight to 3,600 pounds and the additional useful load could now credibly carry five people or four with bags. They also added a longer-range option along with a more advanced Garmin Perspective flight deck. As expected, all those extras will cost you when comparing to earlier models. If you regularly fly with four or five occupants, the G5 is the first generation that can be added to your consideration list. The G6: Perspective+ and the value sweet spotThe sixth generation, introduced in 2017, is the pre-owned sweet spot. Included is the Perspective+ avionics suite with much faster processing (boot times, map-loading, etc.), a higher-resolution display, a QWERTY keyboard on the console, and wireless connectivity for Wi-Fi database updates, flight plan syncs and weather. If your mission typically keeps you under 10,000 feet and 700 nautical miles, then the normally aspirated G6 is the model is for you. But note that they are typically the fastest movers as they hit the right balance of what most owners want.The turbo question: the SR22T G6The turbocharged SR22T is simply all that and more. More altitude, more access and more money. Lots more. SR22T G6 examples span roughly $610,000 to $1.07 million which puts the turbo premium in plain sight. A reminder that the premium doesn't end there. The turbocharged TSIO-550 runs hotter and asks more from the pilot. As expected, the overhaul reserve is higher than the standard engine. If you fly in the West, the turbo is a viable tool to both fly above the weather, mountains and open doors to airfields otherwise inaccessible. For all others, consider sticking with the standard G6.The G7: newest, priciest, fewest availableThe seventh generation is still in production so you're typically only going to find low-hour models on the used market. For the handful of G7s available, expect to see listings in the $1.04 million to $1.15 million range, close enough to new pricing that the decision mostly comes down to delivery position rather than dollars. The additional features that can be found in the G7 model include a redesigned flight deck and cabin.If you're looking for value, the smart money move is starting your search one generation back. The costs buyers underestimateAs with any aircraft, the price paid is for admission to the club only. Maintenance is always a consideration and the SR22 has a few unexpected extras that you'll want to consider before taking the plunge. The aforementioned 10-year CAPS repack schedule tops the list. Because it's based on a fixed schedule and not total time, the math is easy, even if not mentioned in the listing. The closer you are to that interval, the more you should consider it against the asking price. The next variable is standard fare: the Continental IO-550 carries a 2,000-hour TBO with a field overhaul that typically runs $40,000 to $60,000. The turbocharged TSIO-550 is yet higher at $45,000 to $70,000. An owner should set aside a per-hour reserve from day one rather than absorbing the overhaul as a single shock near TBO.Insurance is likely the biggest surprise, especially from low-time buyers transitioning from a lower horsepower single. Expect to see higher premiums based on a higher underwriting risk for the first couple of years. Cirrus factory transition training through the CSIP network will help bring that number down. What buyers should watchThe piston strength behind the GAMA numbers should translate to used pricing across all generations holding firm. Whenever the time comes that new-piston demand cools, the earliest generations will be the first to open to a lower budget tier. Either way, the same rules apply: match the generation to the mission, reserve for the costs that arrive after the sale, and the SR22 remains the most rational airplane in its class to buy and to resell.Browse current Cirrus SR22 listings on GlobalAir.com