Cirrus SR22 type airframe is not good example, because you would not really go anywhere with Cirrus at 80 kts since even best L/D speed is much higher than 80 kts on Cirrus. I understand your comparison is not necessarily to exactly Cirrus, but maybe aicraft with cockpit as roomy as Cirrus has. However, I am not fully convinced that the Cirrus size cockpit will make the aircraft automatically to have best L/D of 10:1 or less (or SR22 with windmilling prop is even worse, gliding it feels like nose is really much down and it is not going anywhere but just about below the plane). If we can make the compromise of flying only 80-85 kts, then we have to maximize cruise L/D for that design point to be 30:1 or better. That will require more aerodynamic shape for cockpit most probably than the Cirrus has, but 30:1 should be possible at 85 kts as evidenced by Pipistrel Taurus G4. Taurus G4 has circa 400 kilometer range. I think that is acceptable compromise for electric airplane with today’s batteries. One could not fly the Pond with it obviously, a range extending generator and fuel would be required, but 400 km range is practical for most flights people actually do in at least here in Finland just for fun. Obviously the long wings will cause problems with hangar space etc. But maybe it could be like sailplane that the long wings would be easy to remove and put to a trailer for winter storage whereas the center section only would be stored in hangar. Not as capable than eg Diamond DA40, but in return, flying it would be almost free vs. 100 eur/h to AVGAS alone (ie 100 pilot hours per year here cost 10000 eur in fuel alone excluding maintenance etc. costs which are considerably higher than on electric plane).
Another interesting category for electric flight would be electric VTOL. It requires a lot of power for short period of time. But since there would be a lot of power available, in realm of 1000 hp from elctric motors realistically (similar to flooring accelerator pedal on Tesla P100D), that power would be only needed for maybe only for 20-30 seconds before transition to horizontal flight as helicopter feature hover is not necessary, and even should not be done, on VTOL. Just enough to clear the trees. The battery pack would need to be lighter than on the 400 km variant. However. I think a practical range of 150 km (Nissan Leaf range) would be just fine for airplane like this and >200 km would be luxury. Because this plane would not require airport for its operations, and locations of airports would not matter. Many consider Hyundai Ioniq EV to be adequate electric car even though it only realistically covers 200 km range. It is not that bad nor impractical if you have charge plugs in both ends of the travel. And the short hopping electric VTOL definately would not need four seats, two would be enough. Joby S2 is a sufficient concept in many ways. It would satisfy my daily commute via air very easily. With the range limitation, the VTOL would be actually safer than normal airplane, in case of nearly running out of energy, the plane could emergency autoland vertically instead of crashing into woods.
Considering the short range, a flight speed of 85 kts would not be that bad, it would not be so long sitting in airplane. As slow as C152 yes, but fraction of energy the C152 uses. On ramp it would use two parking spaces instead of one, but airport fees are typically based on weight and not how large it is.
