Cirrus Vision pilot reported an engine failure in cruise. The pilot requested priority handling and diverted to make a precautionary landing.

Narrative

On Date; I was conducting a flight from ZZZ1 to ZZZ2. My flight departed at approximately XA30. While climbing to FL260 hear a loud noise from the engine section at around FL255. After hearing the noise; the engine went silent. I checked my EIS for the engine status. The power percentage was at zero as well as the N2 section. As per the emergency checklist I put on my oxygen mask while descending at best glide; approximately 120 knots. I pulled up the 'Engine Failure In Flight' checklist and started the process. This checklist notes that if you hear a noise that if may not be safe to restart. Although I heard a noise I wanted to see if a restart was possible. Knowing that the 'Air Start' should not be attempted above FL180; I decided to concentrate on selecting the most suitable place to land. At the point that I lost the engine I was on the south side of some mountains. With the noise I knew that an air start was not likely I decided to choose an airport on the south side at a lower altitude just in case I needed to pull Cirrus Airframe Protection System (CAPS). I chose an airport that was same direction I was headed to avoid unnecessary directional changes. The best option I found was ZZZ3. ZZZ3 had 2 runways; one of which is 5;000 ft.; and an FBO with services. I told ATC that I had selected ZZZ3 and was headed there to attempt an engine out landing. While at altitude I tried to engage the Autopilot to help with best glide. I selected an altitude of 3;000 ft. AGL to set a descent trend indication on my map to keep the CAPS envelope as part of my contingency plan and to check that I could make the airport. Once I was confident that I could make ZZZ3 I started working on a possible air start.Below 18;000 ft. at approximately 17;500 ft.; I referred to the 'Air Start' checklist. The first steps in the checklist ask to turn the engine knob to off and attempt to get N2 to move. When I pressed the power button N2 showed no movement and stayed at 0%. I gave a second attempt at moving N2 and other than a noise there was still no N2 rotation. With no rotation I knew an air start was not likely.With no change of air start I focused on making the approach to the airport. While continuing to speak with ATC I had the airport visually at 15;000 ft. I told ATC that the airport was in sight and started a circular pattern on the south side of the airport for an attempt at left traffic for Runway XX. While descending I was getting about 1;400 ft. per 360 turn. With a target of 800 ft. on short final I calculated that I would need 4 ½ turns to meet this target. I decided to cut one turn short and reverse to a right traffic landing. When on my last turn I was a little high which was intentional. I decided to commit to the landing and extended my landing gear and flaps 50%. When turning final and landing was assured; I deployed flaps 100%. When on final I was high as planned and side slipped to get on glide for the landing. I touched down approximately 1;000 ft. down the runway. With 4;000 ft. remaining I used my momentum to exit the runway. I was meet by the emergency response team and airport manager.I believe there was a mechanical failure in the engine. There are no real preventive measures. The aircraft was well maintained.