For over R2 mil­lion, is the BWM M4 GTS the best buy, or the Nis­san GT-R Black Edi­tion, or the Jaguar F-Type SVR? De­cide which is your dream car after you check­ing their stats

Jaguar de­liv­ered lighter, stiffer and more pre­cise in its ‘ul­ti­mate coupe’ F-Type SVR The su­per­car slayer you can do the school run in, for an adren­a­line drive each time

The Witness - Wheels - - FRONT PAGE -

THE F-Type SVR fea­tures the lat­est evo­lu­tion of Jaguar’s 5.0-litre su­per­charged V8 to de­liver what Jaguar said is “the ul­ti­mate in per­for­mance and driver re­ward”.

Changes to the en­gine’s cal­i­bra­tion — adopted from the F-Type Project 7 — de­liver power and torque rat­ings of 423 kW and 700 Nm.

To make the most of the in­creased en­gine out­put, the eight­speed Quick­shift trans­mis­sion gains a new cal­i­bra­tion. To­gether with the ex­tra grip de­liv­ered by the wider, 265- and 305-sec­tion front and rear tyres and op­ti­mis­ing the torque on-de­mand all­wheel drive sys­tem’s In­tel­li­gent Driv­e­line Dy­nam­ics (IDD) con­trol tech­nol­ogy, this de­liv­ers the F-Type SVR’s out­stand­ing launch be­hav­iour and im­me­di­acy of re­sponse.

The changes to IDD and re­fine­ments to the rear elec­tronic ac­tive dif­fer­en­tial (EAD) en­sure op­ti­mum torque dis­tri­bu­tion be­tween the front and rear axles and across the rear axle.

Com­bined with a unique cal­i­bra­tion for the Dy­namic Sta­bil­ity Con­trol (DSC) sys­tem, this en­hances trac­tion and dy­nam­ics — on all sur­faces and in all weath­ers — while pre­serv­ing the F-Type SVR’s rear-wheel drive char­ac­ter and han­dling bal­ance.

Se­lect­ing Dy­namic mode will en­able the en­thu­si­ast driver to fully ex­plore the F-Type SVR’s ca­pa­bil­ity, es­pe­cially with the sta­bil­ity con­trol set to TracDSC or switched off com­pletely.

Un­der these con­di­tions, IDD will use the most ex­treme cal­i­bra­tions for the AWD sys­tem and for the ac­tive diff to fully ex­ploit the avail­able grip.

The gains in per­for­mance and drive­abil­ity do not come at the ex­pense of fuel con­sump­tion and CO2 emis­sions: com­pared to the F-Type R, the fig­ures on the com­bined cy­cle re­main un­changed at 11,3 litres/100 km and 269 g/km re­spec­tively.

The en­hance­ments made to the powertrain and driv­e­line are matched by the mod­i­fi­ca­tions made to the chas­sis.

De­signed to take the SVR’s dy­namic ca­pa­bil­ity to the next level, and de­liver ul­ti­mate chas­sis agility, pre­ci­sion, con­trol and re­sponse, the changes nev­er­the­less pre­serve the F-Type’s ride qual­ity and in­her­ent dual­ity of char­ac­ter — day-to-day us­abil­ity and com­fort have not been com­pro­mised.

The F-Type’s alu­minium dou­ble wish­bone front and rear sus­pen­sion and state-ofthe-art elec­tric power-as­sisted steer­ing (EPAS) sys­tem gave the Spe­cial Ve­hi­cle Op­er­a­tions (SVO) team the best pos­si­ble start­ing point for de­vel­op­ing the SVR’s ve­hi­cle dy­nam­ics.

That the ve­hi­cle is 25 kg lighter as stan­dard than the AWD F-Type R — and 50 kg lighter with op­tions in­clud­ing the Car­bon Ceramic Ma­trix brake sys­tem and car­bon fi­bre roof — brings im­me­di­ate ben­e­fits in terms of han­dling.

Op­ti­mised aero­dy­nam­ics pro­duce fur­ther gains: the rear wing de­liv­ers re­duc­tions in lift whether in the raised or low­ered po­si­tion.

These fun­da­men­tal im­prove­ments are matched by a raft of other hard­ware and soft­ware changes de­signed to ex­tract the full po­ten­tial from ev­ery part of the chas­sis. The rear anti-roll bar is thicker. The valves in­side the con­tin­u­ously vari­able dampers have been re­vised and the con­trol soft­ware — the heart of Jaguar’s Adap­tive Dy­nam­ics sys­tem — has been re­cal­i­brated.

The over­all ef­fect is that both low speed com­fort and high­speed con­trol are im­proved.

Fit­ted as stan­dard with Jaguar’s Su­per Per­for­mance brak­ing sys­tem fea­tur­ing large, 380 mm and 376 mm front and rear brake discs, the F-Type SVR can be spec­i­fied with Jaguar’s Car­bon Ceramic Ma­trix (CCM) brak­ing sys­tem.

The wider, spe­cially de­vel­oped 265/35/ZR20 and 305/30/ZR20 tyres pro­vide ex­cep­tional lev­els of grip with no detri­ment to ride qual­ity or re­fine­ment.

NIS­SAN is proud to an­nounce the new 2017 Nis­san GT-R is the most pow­er­ful, yet most re­fined ver­sion of the R35 to date.

The new Nis­san GT-R of­fers a range of styling, me­chan­i­cal, lux­ury and per­for­mance up­grades that makes it a more ac­com­plished ev­ery­day su­per­car, with a ma­jor im­prove­ment in its ev­ery­day drive­abil­ity and more power on tap at mi­dand high-en­gine speeds.

The in­te­rior of the GT-R was be­gin­ning to look a lot like the cabin from the 1980s car show Knightrider but the 2016 edi­tion re­ceived a com­pre­hen­sive re­make, with Nis­san say­ing all fea­tures of­fer a per­for­mance ben­e­fit as well.

The dash­board has been re­designed to be more el­e­gant and sim­ple, with the num­ber of but­tons in view of the driver re­duced from 27 to 11.

This was made pos­si­ble by mov­ing many of the con­trol func­tions to the new, larger eight-inch ca­pac­i­tive touch­screen with Nis­san’s pro­pri­etary Dis­play Com­mand sys­tem.

The dash­board it­self is up­hol­stered in a large, sin­gle piece of hand-se­lected soft nappa leather.

The slight in­crease in weight of this leather cladding is more than off­set by a new type of cush­ion­ing ma­te­rial, which is lighter than the ma­te­rial pre­vi­ously used.

The new GT-R now fea­tures steer­ing wheel mounted pad­dle shifts for the dual-clutch gear­box.

The new set-up al­lows for eas­ier mid-turn gearshifts. Both the gear shift pad­dles and air vent con­trols have been re-en­gi­neered for a more positive tac­tile feel.

The seats are also up­hol­stered in nappa leather and fea­ture a new car­bon fi­bre chas­sis for an ad­di­tional weight re­duc­tion, while new sound damp­en­ing and an acoustic glass wind­shield keep un­wanted road and wind noise from the cabin.

The hand-built VR38DETT V6 en­gine re­mains the heart of the 2017 R35, but it has been fur­ther re­fined and im­proved for this model.

Torque de­liv­ery now peaks at 632 Nm (up from 628 Nm) at a wider band from 3 300 rpm to 5 800 rpm. The kilo­watts have in­creased from 397 to 408 at 6 800 rpm.

A key in­gre­di­ent in the 2017 GT-R’s blis­ter­ing 0-100 km/h run is its launch con­trol sys­tem and an im­proved gear­box.

The six-speed dual clutch au­to­mat­i­cally ac­tu­ated gear­box re­mains fit­ted above the rear axle and is con­nected to the en­gine with a car­bon fi­bre shaft, but the shift­ing has been re­fined to be smoother and less au­di­ble.

The GT-R also fea­tures a new ti­ta­nium ex­haust sys­tem that has been tuned for im­proved per­for­mance and a more ap­peal­ing me­chan­i­cal sound.

This is en­hanced through Nis­san’s Ac­tive Sound En­hance­ment sys­tem.

To get around cor­ners, the GT-R is equipped with new 20inch forged al­loy wheels that are shod with Dun­lop SP Sport 600 DSST ul­tra-high per­for­mance tyres. These tyres were de­vel­oped in part­ner­ship with Nis­san for the GT-R and fea­ture RunOnFlat tech­nol­ogy.

Up­grades to the sus­pen­sion and a more rigid sus­pen­sion struc­ture mean that the GT-R now ex­hibits even bet­ter sta­bil­ity and grip through quick lat­eral tran­si­tions, such as on a fast switch­back or hair­pin on a race track. Along with these dy­namic im­prove­ments, the en­gi­neers at Nis­san have spent con­sid­er­able re­sources and time on mak­ing the GT-R an even bet­ter per­former at ev­ery­day speeds.

In do­ing so, they have en­sured that the 2017 GT-R ex­hibits none of the quirks that make other su­per­cars a taxing drive on ev­ery­day com­mutes.

The new GT-R can be or­dered at Nis­san High Per­for­mance Cen­tres. The first con­sign­ment of ve­hi­cles has al­ready been sold out. — WR.

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