Jaguar F-Type SVR

Mean­while, here’s the fastest road-go­ing Jaguar

Auto Today - - Dashboard - Yo­gen­dra Pratap Edi­tor yo­gen­dra.pratap@in­to­ @Yo­genPratap

The JLR put to­gether a small team and in­vested in a new fa­cil­ity to be able to cus­tomise cars and cre­ate halo prod­ucts for its two com­pa­nies just a few years back. This is the Spe­cial Ve­hi­cle Op­er­a­tions (SVO) di­vi­sion and amongst its bag of tricks is an SVR badge that it puts on ve­hi­cles that have been souped up for per­for­mance. There are cur­rently two such SVR badged ve­hi­cles and we have driven both of them in this is­sue start­ing with the Range Rover Sport SVR and fin­ish­ing with the F-type SVR. Amongst the di­vi­sion’s ve­hi­cle port­fo­lio are ar­moured ve­hi­cles, SUVs with ex­treme ca­pa­bil­ity as well as ul­tra-lux­u­ri­ous ve­hi­cles.

The F-type to start with is a sports car with great driv­ing dy­nam­ics as one ex­pects of all Jaguars and hence to be­gin with, it makes for good base ma­te­rial for a per­for­mance ve­hi­cle. There is ac­tu­ally lit­tle to dis­tin­guish this in­cred­i­bly fast F-type from the rest of its sib­lings up front, but a closer in­spec­tion re­veals the huge air in­takes on the sides of the front grille and the tiny SVR logo that sig­ni­fies that this is not a nor­mal car. At the back though, the story is slightly dif­fer­ent. One can’t but help notic­ing the huge car­bon-fi­bre rear wing in place of the de­ploy­able wing on the boot-lid and there are now out­board mounted ti­ta­nium quad ex­haust pipes as well, to com­pli­ment the sound.

Not that the F-type in­te­ri­ors are com­mon place but the SVR takes them to an all to­gether higher plane. Spe­cially-crafted per­for­mance seats, a spe­cial SVR branded cen­tre con­soles ei­ther in dark brushed

alu­minium or car­bon-fi­bre fin­ishes and quilted leather in­serts add to the height­ened sense of ex­pec­ta­tion that is trig­gered off by the rear wing. Not only do the changes make the car look men­ac­ing but they also re­duce the weight of the car.

The magnesium seats for ex­am­ple save 8kg of weight as com­pared to pre­vi­ous mod­els while the forged al­loy wheels used on the SVR save 13.8kg. The ex­haust sys­tem is now ti­ta­nium and In­conel and saves 16kg. The optional front and rear ce­ramic brakes save a to­tal of 21kg be­sides help­ing the ve­hi­cle dy­nam­ics im­mensely be­cause this weight is lost from the un­sprung mass of the car.

A ma­jor­ity of the changes on the car ac­tu­ally can­not be seen. Whether it is the re­place­ment of the sus­pen­sion knuck­les by ti­ta­nium ones (and the sav­ing of over half a kilo as well) or the re­place­ment of the ex­haust sys­tem by a ti­ta­nium one, all the small changes help in shav­ing off the weight of the car mak­ing it more ag­ile hence in­creas­ing per­for­mance.

The big­gest boost to that then comes from the 5-litre su­per­charged en­gine that de­liv­ers 575 max horse­power and peak torque of 700Nm. This is the most pow­er­ful en­gine in the JLR range and also does duty on the Range Rover Sport SVR. The power is trans­ferred to all four wheels us­ing an 8-speed quick­shift au­to­matic gear­box and with the hydraulic multi-plate wet clutch AWD sys­tem, the F-type SVR coupe can get up to 100kmph in 3.7 sec­onds and up to a top speed of 200 miles per hour for the Bri­tish and 322kmph for the rest of us.

Jaguar claims that the AWD sys­tem is unique and uses the com­pany’s own in­tel­li­gent driv­e­line dy­nam­ics to trans­fer torque to wheels that re­quire the torque the most. In nor­mal con­di­tion 90 per cent of the torque is sent to the rear wheels and this can go up to 100 per­cent in ex­cel­lent high grip sit­u­a­tions but in case there is need, the full torque can be sent to the front wheels within a mere 165 mil­lisec­onds. Sav­ing the best for last, as for the drive, it’s ab­so­lute joy to be­hind the wheel of this man-made won­der. The ex­te­ri­ors set your heart rac­ing, the in­te­ri­ors en­hance the feel­ing and the sound of the en­gine makes it all come to­gether ef­fort­lessly. Not that the F-type sounded bad, but the SVR un­leashes such an au­ral sym­phony that blends well with the ex­pec­ta­tions from the car. Steer­ing is quick as we dis­cover on many slalom runs and ac­cel­er­a­tion is bru­tal. What­ever the all wheel drive sys­tem does with switch­ing the torque, there was plenty of grip on of­fer even when we were driv­ing in wet con­di­tions. On the high speed track and the han­dling course is where the car comes into its own. It is rock steady at high speeds and the one re­al­i­sa­tion that comes pretty early on into the driv­ing ex­pe­ri­ence is that the car is not the typ­i­cal un­com­fort­able track ma­chine. The sus­pen­sion is not set to just corner on rails but works pretty well on bad road sur­face as well, so this can be a reg­u­lar use car as well.

1&2. The cock­pit is a com­bi­na­tion of sporty and prac­ti­cal. The 3-spoke de­sign of the steer­ing wheel with pad­dleshifters is de­signed for the driver’s ease. 3&4. Lighter magnesium seats make the SVR al­most 8kgs lighter

5. The ti­ta­nium and In­conel ex­haust sys­tem shaves off 16kg. 6. The per­for­mance of the optional R-Dy­namic calipers is su­perbly pro­gres­sive

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