White Bear, your 150hrs/year is way way above the UK GA average!
The glass cockpits are as analog as anything else in the way the stuff is displayed. One criticism (voiced by a number of reviewers) is that the presentation is very cluttered, with a lot of small size text, too small to read from a normal pilot position, by someone aged say 50+. My own dislike is that the designers have failed to grasp a greap opportunity to address a major long-term failure mode of conventional avionics: susceptibility to moisture and vibration. The G1000 is not sealed in any way, so it will rot nicely when the plane is parked outdoors. Car makers learnt this 20-30 years ago. They should have made a totally airtight module, but that is a much bigger technical challenge, for various reasons. So a G1000 concentrates the failures into one module, and if it goes you lose a lot of stuff all in one go. This isn't bizjet/airliner-quality avionics; this is stuff with a home-PC build quality, cheap connectors...
There is also little or no extra functionality; a G1000 basically combines a GNS530 with a bunch of engine instruments.
Socata make vastly more money on selling the TBM range. People here may say they can't afford a 1M quid plane but the fact is that loads of people can. Sales of new piston VFR/IFR tourers are very low in Europe, although Cirrus and Diamond look like they will turn things around. But nothing makes as much dosh as turboprops. Having said that, that market might get a bit crowded, with everybody developing the light jets.
Ian, sorry for the error. It must have been recently that SMA were tied up in the Socata group; perhaps EADS disposed of them.