It prowls the streets with a ferocious growl, while its bite seems to melt rubber and asphalt. It has a very angry face, blogs Dan Scanlan.
Power is available at throttle tip-in, getting to the ground via on-demand all-wheel drive. That meant our 7,000-mile-old Jag pinned us in our seats en route to 60-mph in 3.3 seconds, and 100-mph in 7.8 seconds. All four tires grabbed and went, with no wheelspin, as the quad exhaust wailed a seductive battle cry. The gearbox executed neat, fast downshifts with a throttle blip before each in Dynamic mode.
The F-Type also has adaptive dynamics, torque vectoring and dynamic stability control, with an upgraded chassis, new dampers and anti-roll bars, wider tires on lightweight 20-inch forged wheels and new, stiffer rear suspension knuckles. Add in forged aluminum double wishbone suspension up front and multilink in back with adaptive damping that reads the car’s body motion, roll and pitch to firm up or soften as needed.
The result was a firm but comfortable ride in normal mode; the coupe quiet and supple at speed except for some tire noise. In Dynamic mode, the ride got very firm but surprisingly forgiving, each bump quickly handled, rebound at full compression nicely buffered. The SVR really carved its way into curves, both ends grabbing and going with super tight control. Power out of a turn in Dynamic, which backs off stability control, and some playful rear-wheel-drive tendencies would appear as the rear Pirellis came out a bit.
The electric power-assisted steering was scalpel sharp, no play dead-center, with a very direct feel. And with the huge (15.6-inch front/15-inch rear) cross-drilled carbon ceramic matrix disc brakes with six and four-piston monobloc calipers, the Jag stopped clean and straight from any speed, no brake squeak or noise. Hard repeated use on the street saw no fade at all.
If the base F-Type is sleek, the SVR is slick and even a bit evil looking, with hints of classic E-Type in the long hood, fastback rear roofline and rounded flanks. Its short front and shorter rear overhangs live on a relatively long (103.2-in.) wheelbase. But the SVR redesign adds 1.5 inches in width, while all the carbon fiber and carbon ceramic brakes subtract 110 pounds. The snarling cat’s face emblem lives on a gloss black grille. There’s a wider lower intake with carbon fiber air dams for reduced drag and added engine cooling.
More SVR touches include carbon fiber bonnet vents so hot air can exit from the supercharged V-8 and slit side vents inside the wheel arches to smooth side airflow and reduce front lift. The front bumper was extended outward over aggressive low-profile P265/35ZR20-inch Pirelli P-ZERO rubber to also aid airflow. They roll on lighter 10-spoke satin alloy and black wheels framing those huge cross-drilled carbon ceramic disc brakes with yellow Jaguar-badged calipers. The side mirrors behind thin A-pillars are carbon fiber too.
The rear fenders flare wide over meatier P305/30ZR20-inch rubber before wrapping around the short tail. There is where slit LED taillights with cat’s eyes mimic the classic E-Type. The roof panel is more glossy carbon fiber weave, part of a low roofline that flows down a small fastback rear window. The tail is capped by a huge carbon fiber rear wing that rises at 70 mph to help reduce lift by 15 percent, according to Jaguar. The sculpted gloss lower aero piece has a carbon fiber diffuser to aid underbody aero control.
A base rear-wheel-drive Jaguar F-Type with 340-horsepower V-6 starts at $61,400 for the coupe and $65,400 for the convertible. But you basically double that for our 575-horsepower, all-wheel-drive SVR - $125,950, with the convertible version starting at $128,800. But that price includes everything we’ve mentioned here, including all the carbon fiber and carbon ceramic brakes, for a final price of $126,945 with destination.
And that sound!
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