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2020 Jaguar F-Type SVR Convertible Road Test

Life is made up of choices, some being of a more practical nature and others less so. The 2020 Jaguar F-Type SVR Convertible could be seen as the antitheses of the latter category, although it represents such great value for what it is, that you might think otherwise after reading this review.

Fortunately, over my 20-plus-year writing career I’ve had opportunity to test some of the most coveted sports cars available, from tiny, high-revving Lotus to thundering Vipers, plus others like the relatively inexpensive Mazda MX-5 to a somewhat otherworldly $2 million-plus Bugatti, so therefore with all this in perspective the 2020 F-Type SVR’s entry price of $141,700 for the Coupe and $144,700 for the Convertible merely sits on the lower side of high-end, and thus quite reasonable.

Right about now, some will look at the SVR’s mid-six-figure price range and eagerly want to read on, possibly learning for the first time just how affordable this fabulous looking, potently-powered sports car is, while others my just continue to read out of interest, knowing there’s absolutely no way they’d spend the equivalent of a house down-payment on a car, at least not until some of their key investments start paying dividends again.

Speaking of iconic six-figure performance cars, I’ve enjoyed many Porsche 911 Turbos over the years, not to mention a plethora of other body styles and trims stemming from this quintessential sports car, and all have provided thrills aplenty. The 911 is a key rival to the F-Type, with the Turbo and Turbo S its pinnacle trim lines. The SVR is the same for Jaguar’s F-Type, and I’ve spent many weeks behind the wheel of the latter as well. In fact, I’ve enjoyed weeklong tests with 2018, 2019 and 2020 F-Type SVR models, the first two being coupes and the most recent a convertible.

I personally tend to lean toward coupes more often than their open-air variants, mostly because the aesthetics of a fixed roof appeal to my senses, but also because I (like you) live in Canada, and only have opportunity to drop the top a few months of the year (especially lately, as our winters have been colder and summers shorter). Still, there are a number of reasons I could be pulled in the direction of this Madagascar Orange-painted F-Type SVR Convertible, the sound emanating from its tailpipes certainly high on the list.

Don’t get me wrong, the hardtop version provided nearly the same rasping exhaust note from its titanium Inconel tailpipes, but it was easier to hear when the triple-layer Thinsulate fabric roof was powered down. Both squeeze Jaguar’s 5.0-litre V8 between the strut towers as well, but the wind-in-the-hair sensation provided by the roadster somehow makes its 575 horsepower and 516 lb-ft of torque feel stronger.

I drove with the top down through most of my summer sun-soaked test week, and while I wasn’t ever tempted to find out what category of whirlwinds ensued inside the cabin after 3.7 seconds of zero-to-100-km/h sprint time was quickly left behind and its 314-km/h (195-mph) top track speed was attained (the coupe is good for 322 km/h or 200 mph), it nonetheless provided nonstop stoplight thrills, outrageously quick highway passing manoeuvres, and canyon careening capabilities like few cars available.

Power comes from Jaguar’s AJ-8 eight-cylinder engine, a well-seasoned veteran that’s been around (in one form or another) since 1997, and while fuel economy isn’t its strong suit (if anyone driving this car cares, it’s rated at 15.6 L/100km in the city, 10.4 on the highway and 13.3 combined), straight-line performance and an adrenaline-inducing exhaust note are.

As you can clearly see, styling is another F-Type strength, even when this car’s long, reverse-hinged “bonnet” is lightly filled with its standard turbo-four, but the SVR delivers even more visual highlights than lower-end models thanks to a generous helping of aerodynamic components and trim made from ultra-light, super-strong carbon fibre.

Likewise, for the interior that comes standard with a greater sense of occasion than most peers. It’s downright stunning thanks to perforated Windsor leather that’s quilted into a gorgeous diamond-like pattern on both the inner seat panels and door insets, as well as solid leather with contrast stitching elsewhere. What’s more, a plush suede-like micro-fibre covers much of the dashtop, headliner and each sun visor, while carbon fibre and beautifully detailed brushed and bright metals tastefully highlight all the right places. The F-Type SVR’s cabin clearly looks British, but its design is more modern (there’s no wood) than the old parlour club atmosphere the brand used to be known for.

Jaguar has made even longer strides in digital infotainment in recent years, with the F-Type’s primary instruments not yet wholly digital yet still filled with a large, colourful multi-info display stuffed between a glorious set of analogue dials. It includes the majority of functions found on the centre touchscreen, is no problem to read, and easy to scroll through with the steering wheel switchgear.

The just-noted centre-mounted infotainment system is even easier to use and filled with attractive high-definition graphics, as well as loads of useful functions such as navigation, audio/media with satellite radio, Bluetooth, climate controls, a multi-view camera, apps, and Android Auto or Apple CarPlay.

Even better, Jaguar’s My Dynamic Setup page allows the setup of individual drive system combinations, so you can have top performance of the engine and transmission, along with a softer suspension setting, or vice versa. This can be ideal for fast-paced travel on rougher roads, where a firmer suspension would actually slow you down.

Although similarly powerful, the Porsche Turbo I mentioned earlier is quite a bit faster than the F-Type SVR off the line, and both feel very different when pushed hard on the track or on a winding country backroad. This said the German car isn’t necessarily more fun to drive quickly, especially if a car’s engine and exhaust note makes a difference to your driving enjoyment.

I’ve gone on about the F-Type SVR’s auditory delights too much already, so for now will focus on the car’s lightweight, rigid aluminum body structure and nicely sorted aluminum suspension setup, that’s wonderfully reactive to subtle inputs at high speeds. Likewise, my tester’s optional carbon ceramic brakes combined ideally with the SVR’s 20-inch alloy wheel/performance tire combo to stop the car in short order, making brake fade a non-issue. The F-Type SVR is an amazingly capable car if you’re bold enough to test its outer limits, but once again I’m not going to imply it’s at the same level of extreme performance as a current 911 Turbo. Still, for those with performance driving skills, the Jaguar can be even more fun.

Now that we’re comparing the two cars (and there are a number of others that could be added to the list, so by all means don’t limit your shopping to just two), the 2020 F-Type SVR is a superb deal when placed beside the new 911 Turbo. As noted earlier, the British car starts at a mere $141,700 in Coupe form or $144,700 as a Convertible, compared to a respective $194,400 and $209,000 for the regular Porsche Turbo (there’s an even quicker Turbo S above this that costs considerably more). As noted, the 911 Turbo is much faster off the line, with the F-Type SVR more in line with Porsche’s 911 Carrera S and 4S models that start at $132,700, but let’s not forget that there’s a great deal more to sports cars like these than performance.

Case in point, some much less expensive Ford Mustangs are equally fast, while the all-new mid-engine Chevy Corvette can sprint from zero to 100km/h in the high-two range. Of course, I’m not trying to compare the F-Type or 911 to a Mustang or even the ‘Vette, but I’m sure you understand what I’m getting at. Along with its strong performance, the F-Type SVR provides a level of decadent luxury few cars in any price range can compete with, not to mention beautifully crafted metals, exposed carbon fibre trim inside and out, plus much more.

Making things better, a quick glance at our 2020 Jaguar F-Type Canada Prices page shows up to $8,950 in additional incentives available to those purchasing the car right now. If you’d rather go with the mid-cycle updated 2021 F-Type, it’s already being offered with up to $6,000 off, and while we’re talking about the 2021, Jaguar isn’t offering an SVR version yet, but instead boasts the same 575-hp V8 in the lesser F-Type R. This trim starts $20,400 lower down the price range for the coupe too, or $20,800 for the 2021 R Convertible, but don’t expect to get all of the SVR’s upgrades. I’m guessing a more formidable F-Type SVR will arrive soon, so stay tuned.

All in all, today’s 2020 Jaguar F-Type SVR is a superb offering from one of the oldest, most respected premium brands in the industry, and I think it’s very well priced for everything you’re getting.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

CarCostCanada

2019 Mini Cooper S Convertible Road Test

Some brands are so small they don’t really get the press they deserve, and Mini fits into that mould both figuratively and literally.

Ok, I just had a little fun with a small play on words. The just-used term “literally” was straight-forward, in that Mini’s lineup of cars and its single crossover are made up of subcompacts and compacts (they’re small), while the word figuratively should actually be used as a substitute for metaphorically, but instead I improperly chose it for its root word “figure” in order suggest that Mini’s sales figures reside on the smaller side of the scale as well (they only delivered 4,466 3-Door Hatch, 5-Door Hatch, Convertible and Clubman models last year). Clever? Not really. Grasping at straws for a witty opener? Guilty as charged.

In reality, however, I almost completely forget Mini exists as a brand until checking my schedule on a given Sunday evening, at which point I’m reminded that one of their cars will be in my weeklong possession starting the following day. That’s when I get giddy with excitement and start planning my week to make sure I have time to drive somewhere unpopulated on the side of a body of water (ocean, lake or river), a mountain, or anywhere else with ribbons of winding black asphalt.

Truly, their cars are so much fun they’re addictive, especially when the model loaned out is tuned to “S” specification or better, and has its hardtop replaced by a slick power-operated retractable cloth top. Such is the car before you, the 2019 Mini Cooper S Convertible, which is upgraded further with this year’s special $2,900 Starlight Blue Edition Package, meaning that it receives a special coat of stunning Starlight Blue Metallic paint, as well as unique 17-inch machine-finished Rail Spoke alloys featuring black painted pockets on 205/45 all-season runflat rubber, piano Black Line exterior trim replacing most of the chrome, including the front grille surround plus headlamp, taillight and outside mirror surrounds, etcetera.

The “more” that I just noted includes rain-sensing automatic on/off LED headlights with active cornering, LED fog lamps, piano black lacquered interior detailing, a two-zone auto HVAC system, an accurate Connected Navigation Plus GPS routing system housed within Mini’s already superb infotainment system, a wonderful sounding Harman Kardon audio system, Sirius/XM satellite radio, stylish Carbon Black leatherette upholstery, and heated front seat cushions, while my test model’s only standalone option was a $1,400 six-speed automatic transmission, with all of the above upping the Mini Cooper S Convertible base price of $33,990 to $38,290, plus a destination charge and additional fees.

To be clear, you can purchase the new 2019 Mini Cooper Convertible (sans S) for as little as $29,640 before any discount, or you can spend the slightly pricier amount noted above for my tester’s sportier and more feature-filled “S” trim. Alternatively, you could choose a base 3-Door Hatch (hardtop) for as little as $23,090, while other models in the Mini lineup include the Cooper 5-Door available from $24,390, a six-door Clubman that starts at $28,690, and the Countryman crossover that can be had for as little as $31,090, plus destination charges of course.

Incidentally, all 2019 Mini prices, including trims, options and standalone features, were sourced right here on CarCostCanada, where you can also get otherwise difficult to find manufacturer rebate info, plus dealer invoice pricing that could save you thousands.

Before I share what makes this Cooper S Convertible and all Minis so enjoyable to live with, I need to focus on the quality of the Mini product overall. Mini’s acceptance as a premium brand is questionable, which makes sense when you can buy one for a mere $23k, but nevertheless quality of materials, fit and finish and features found in each Mini model is much better than average when comparing most subcompact and compact rivals, especially when discussing mainstream brands.

Just the same, the majority of high-volume compact models have been on a refinement trend as of late, with the most-recent Mazda3 getting closest to premium status without raising its pricing into the stratosphere, but like its compact sedan and hatchback competitors (such as the Honda Civic, Toyota Corolla, Hyundai Elantra, et al) the 3 is quite a bit larger than all Mini models this side of the Clubman and Countryman, and therefore when comparing a regular Cooper to any top-selling mainstream subcompact rival (like a Hyundai Accent, Honda Fit or Toyota Yaris), the Mini’s finishing and performance is on a much higher scale.

The Cooper S Convertible before you, for example, is very well made, from its outer fit to its inner detailing. The paint finish is excellent and other exterior embellishments impressive, from my tester’s eye-catching LED headlamps and Union Jack-emblazoned taillights, to its nicely crafted leather-clad steering wheel and stitched leather-wrapped shift knob, as well as its primary instrument pods hovering overtop the steering column, the ever-changing circle of colour lights rounding the high-definition 8.8-inch infotainment display, the row of brightly chromed toggles and red ignition switch in the middle of the centre stack, and the similarly retrospective line of toggles overhead, it’s a car that completely separates itself from everything else on the market. Those who love retro-cool designs and brilliantly artistic attention to detail will adore today’s Minis.

As grand as everything about this car sounds so far, the Mini Cooper S Convertible is at its best when in its element, on the road—prefe¬rably a winding road. S trimmed Coopers begin with a sonorously high-revving 16-valve twin-scroll turbocharged 2.0-litre four-cylinder engine capable of 189 horsepower and 207 lb-ft of torque, which is a sizeable 55 hp and 45 lb-ft more than the base Cooper’s 1.5-litre three-cylinder turbocharged powerplant. This allows the S to slice 1.6 seconds off of the base model’s 0 to 100km/h acceleration time, dropping it from 8.8 to 7.2 seconds with the manual, or from 8.7 to 7.1 with my tester’s six-speed automatic transmission.

If more speed is still required you can ante up for the John Cooper Works Convertible, which reduces its zero to 100km/h time down to 6.5 seconds by way of a more formidable 228 horsepower version of the 2.0-litre TwinPower Turbo four-cylinder engine, featuring a much more robust 236 lb-ft of torque. It starts much higher up the affordability ladder at $41,490, yet thanks to sport suspension improvements that include larger wheels and tires, plus more standard styling, luxury and convenience upgrades, most Mini fans will find it well worth the price of entry.

Then again, even the mighty John Cooper Works won’t cause Honda Civic Type R drivers to quiver from fear in their form-fitting Recaro racing seats, but lower the roof and drop the clutch of a JCW or this Cooper S Convertible and you’ll quickly be enjoying your drive much more than you might expect, while never worrying about draining the bank account at the pump.

Mini claims a very reasonable fuel economy rating of 10.2 L/100km city, 7.4 highway and 9.0 combined with the manual, or 9.4, 7.2 and 8.4 respectively with the automatic when upgraded to S trim, while the base Cooper Convertible manages a mere 8.4 L/100km in the city, 6.3 on the highway and 7.5 combined with its manual, or 8.8, 6.8 and 7.9 respectively with its autobox.

Together with the performance upgrade, going from base to Cooper S adds some performance-focused items like default “MID”, “GREEN” and “SPORT” driver-selectable modes, the latter perfect for boosting takeoff and enhancing responsiveness all-round, while Mini also provides this trim with sportier front seats featuring heated cushions. And just in case going topless isn’t your thing, hardtop Cooper S trims receive a big panoramic sunroof as standard equipment.

That just-noted Sport mode does a great job of increasing the Cooper S Convertible’s get-up-and-go while enhancing the quick-shifting nature of its transmission, while take note that its front-wheel drive system is never overpowered from torque steer, even when pounding on the throttle from an angled standing start. Those who read me often will know that I’d rather have any Mini with the brand’s wonderfully notchy manual gearbox, but nevertheless this automatic delivered strong performance while its manual mode, despite only being swappable via the gear lever, is plenty responsive.

Yes, that means it has no steering wheel mounted paddles, which is strange for this sportier S model. The current JCW autobox doesn’t come with paddle-shifters either, but reportedly Mini will rectify this shortcoming in 2020 with respect to the Clubman and Countryman JCW models, which are said to be fitted with a new eight-speed auto and much quicker 301-hp 2.0-litre engine making 331 lb-ft of torque, so it’s possible that in time we’ll see paddles on lesser trims as well. As it is, I left the autobox to its own devices more often than not, being that it shifts smoothly and was therefore ideal for congested city streets. Still, when the road opened up and consecutive curves arrived I found that manual mode significantly increased the fun factor, while helping to increase control.

Just like with all Minis, the Cooper S Convertible comes standard with a brilliantly sorted fully independent front strut and multi-link rear suspension setup that can humble most front-drive rivals, other than those enjoying the aforementioned Civic Type R. Still, it slices and dices up serpentine tarmac like it’s some sort of front-drive BMW, jest intended.

Those in the know (yes, we car nerds) will already be aware that second-generation Minis share UKL platform underpinnings with some modern-day BMWs. To be clear, however, the UKL platform is divided into UKL1 and UKL2 architectures, the former only used for Minis thus far (including the 3- and 5-door F56 Hatch plus this F57 Convertible), and the latter for larger Minis (the F54 Clubman and F60 Countryman) as well as the global-market BMW 1 Series Sedan (F52), 1 Series 5-door hatch (F40), 2 Series Active Tourer (F45), 2 Series Gran Tourer (F46), X1 crossover SUV (F48), X2 crossover coupe (F39) and Brilliance-BMW Zinoro 60H (a Chinese-market X1/F48 crossover with unique sheetmetal).

We don’t have the 1 Series or 2 Series Active Tourer here in Canada, and so far I haven’t been able to get behind the wheel of these two while parked in my second Manila, Philippines home, so I can’t say anything useful about their driving dynamics compared to counterparts from Mini, but I truly don’t believe they could be much better than a Cooper 3- or 5-Door Hatch or Clubman. I can attest to the Countryman S and the new Countryman S E ALL4 plug-in hybrid being more planted at high speeds than the latest BMW X1 xDrive28i, however, the latter seeming to have been designed as more of a comfort-oriented, practical alternative.

The Cooper S Convertible, on the other hand, is hardly as big and accommodating inside or out, its rear passenger area and luggage compartment actually the tightest in the entire Mini line. The back seats are probably best used for smaller adults and/or children, whereas the trunk measures 160 litres when the divider is moved lower and top is down, or 215 litres with the top up and moveable divider raised. It’s only accessible through a smallish opening too, but on the positive loading is assisted thanks to a really useful wagon-style folding tailgate that provides a temporary shelf for placing cargo before shifting it inside, while you can expand on cargo capability via 50/50 split-folding rear seatbacks when hauling longer cargo such as skis or snowboards is required. All in all, the Cooper Convertible’s passenger/cargo capability is fairly flexible when put up against most rival ragtops, especially similarly priced roadsters like the Mazda MX-5 or Fiat 124 Spider.

Of note, Mini’s cloth top is a very well insulated “3-in-1” design that’s truly quiet, not to mention capable of retracting or closing in just 18 seconds via an almost completely automated process (you just need to keep holding the overhead toggle switch). When opening, it first stops halfway to form a big sunroof, which is perfect for those times when totally dropping the top isn’t ideal. Pressing and holding it again causes the roof to completely retract, while repeating the same two-step process in reverse powers the top upwards. The convertible can be opened or closed while driving up to 30 km/h, so don’t worry about how much time you have while waiting at a stoplight. Additionally you can open or close the roof from your key fob while outside, handy if you left the interior exposed in your driveway when it unexpectedly starts to rain.

The Cooper S Convertible isn’t without competition, the soon to be discontinued Volkswagen Beetle Convertible and cute little Fiat 500 Cabrio (which is available in sporty Abarth trim) being the closest four-seat rivals, but most would agree that the car on this page offers more luxury and performance than either European challenger.

In short, Mini’s drop-top is a comparatively roomy four-place convertible with decent stowage, premium-like interior refinements, excellent onboard electronics, agreeable fuel-efficiency, and a fun-to-drive personality that’s hard to beat, all for a competitive price when adding up all its positive attributes. Those who simply want to own a really well made car that’s an absolute blast to drive each and every day will likely love the Mini Cooper S Convertible.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay