The SVR has dropped a few ki­los and is re­ally pick­ing up the pace, DAMIEN REID writes

Geelong Advertiser - Motoring - - CARSGUIDE -

JAGUAR has fired a clear warn­ing shot across the bow of the Ger­mans’ go-fast op­er­a­tions with its fastest F-Type yet, SVR.

The SVR is com­ing age for Jaguar Land Rover’s Spe­cial Ve­hi­cle Op­er­a­tions, which past two years has been hid­ing in the shadows of the JLR empire. Un­til now, SVO worked be­hind scenes on lim­ited build Project 7 Jaguar road­ster as well as Range Rover Au­to­bi­og­ra­phy. The F-Type SVR event in Spain was its first stand­alone launch away from the main­stream range.

With a start­ing price just un­der $300,000, SVR is fastest vol­ume pro­duc­tion Jaguar yet.

Based on F-Type R all-wheel drive, the has been a diet, shed­ding up to 50kg. Its su­per­charged 5.0-litre V8 bumped up to 423kW/700Nm, an ex­tra 8kW and 20Nm. This equates claimed 3.7sec­ond sprint from rest 100km/h and a top speed of 322km/h for the coupe. The con­vert­ible matches it 100km/h with 314km/h.

Those claims make it two-tenths quicker than the Mercedes C63 and BMW M4 in run to 100km/h, while

top speed is much higher than the 250km/h (re­stricted) for BMW 290km/h AMG.

Us­ing the Project 7 as in­spi­ra­tion, the F-Type SVR fea­tures the same en­gine cal­i­bra­tion mods and sim­i­lar front aero en­hance­ments, in­clud­ing

bon­net vents en­larged air in­takes in front bumper to ac­com­mo­date re­vised charged cool­ers. It breathes eas­ier thanks a light­weight ex­haust made of ti­ta­nium and In­conel, a nickel al­loy that re­sists ex­treme heat. Us­ing the al­loy, Jaguar shaved 16kg from the car, halved the wall thick­ness of ex­haust to 0.6mm and re­duced back pres­sure.

New ti­ta­nium valves pro­vide ar­guably best part about an out­stand­ing note.

Once the Dy­namic mode is se­lected to open valves, lift­ing off the throt­tle on over­run re­wards with a se­ries of rapid-fire pops and crack­les, even while idling through towns. It re­calls the sound­track of a big, lazy Amer­i­can V8 that turns into NAS­CAR-like roar with sharp stab of throt­tle. Com­pared F-Type R, the SVR is 25kg lighter. Add a car­bon fi­bre roof and car­bon ce­ramic brakes and that sav­ing dou­bles to 50kg.

The ex­tra weight of 10mm wider Pirelli P Zero tyres is off­set by a 13.8kg sav­ing from new forged al­loy wheels. The rub­ber, com­bined with the 380mm front and 370mm rear ce­ramic discs, pro­vides phe­nom­e­nal grip and stop­ping power on open road.

ex­tra grip also comes cour­tesy of the aero tweaks that com­prise wider

guards with ex­trac­tion vents be­hind front wheels to re­duce lift, a new valance and un­der­tray from Project 7 chan­nels air un­der the car to a rear dif­fuser an ac­tive car­bon-fi­bre wing.

The wing is bit over top from styling point of view but it’s func­tional. It de­ploys at 100km/h on the con­vert­ible and 112km/h the coupe, re­duc­ing both drag lift.

On track in full Dy­namic mode — which trans­fers more drive to rear wheels the SVR was al­lowed stretch its legs speedo on back straight reached 288km/h. That was an ex­treme test of car’s ca­pa­bil­i­ties un­der race con­di­tions but not some­thing you’d ex­pect a top­notch per­for­mance car.

Dur­ing nearly four hours spir­ited, open-road driv­ing on the same day there was never hint of brake fade.

The eight-speed auto has been remapped to pro­vide quicker changes, but the con­sen­sus is that with such per­for­mance, a dou­ble-clutch box would sharpen its re­sponses even more.

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