SVR Archives - CarCostCanada®

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 Jaguar F-Pace SVR Road Test

My gawd this thing is nuts! The power, the insane sound of the supercharged V8’s sport exhaust system, and the near overwhelming sensation of 550 horsepower and 502 lb-ft of torque pressing head and backside into the opulent red and black diamond-pattern leather-upholstered driver’s seat at launch while fingers grasp at the leather-wrapped sport steering wheel rim, there’s really nothing that completely mirrors it in the compact luxury SUV segment.

With a flagship sport utility like the F-Pace SVR you’d think this SUV would be tops in its hotly contested class, and while it’s certainly the best selling model within Jaguar’s range it appears luxury buyers are more interested in being comforted than having their senses wowed by ultimate performance. Truly, F-Pace and most Jaguar models deserve more attention than they get.

For starters, the F-Pace is inarguably attractive no matter which trim we’re talking about, with this SVR amongst the best looking in its category. There’s no crossover SUV I find more attractive, unless the outrageous Lamborghini Urus enters the discussion, or for that matter Audi’s Q8 that shares much of its running gear, but the ultimate Italian, at least, hovers up in a totally different pricing stratosphere with a base price of $240,569 CAD, compared to a mere $89,900 for this 2019 F-Pace SVR.

The cheapest Q8 will save you $7k and change, but the sporty looking German’s $82,350 entry model merely puts out 335 horsepower, and while a superbly comfortable and wholly attractive, well-made urban and freeway cruiser it’s doesn’t even enter the same performance league as the SVR. The equivalent Q8 is the upcoming near 600-hp RS, but that upcoming model will eventually cost you something around $110,000 (its pricing hadn’t been announced before I wrote these words, and it’s bigger mid-size proportions means it doesn’t directly compete).

Targeted rivals in mind, Audi does offer up the 349-hp SQ5 in the F-Pace’s compact luxury SUV segment, and while a fully capable autobahn stormer, its 5.4-second sprint from zero to 100 km/h can’t line up against the SVR’s 4.3 seconds, and I can attest that its 3.0-litre turbo V6 doesn’t come close to sounding as Mephistophelian as the SVR’s supercharged 5.0-litre V8.

A truer F-Pace SVR competitor is the new Mercedes-AMG GLC 63 4Matic+ that makes 503 horsepower and 516 lb-ft of torque from a 4.0-litre twin-turbocharged V8 resulting in a blast from standstill to 100km/h in only 3.8 seconds. The Merc tops out at 280 km/h (174 mph) compared to the Jag’s slightly quicker 283 km/h (176 mph) terminal velocity, so they nearly share their two key bragging rights evenly. All you need do if you desire the Mercedes is to add about five percent or $4k onto your purchase, the AMG available just over $93k, unless you end up purchasing the 2020 F-Pace SVR that is, which is now $92k even.

Top-selling German compact luxury SUVs in mind, the BMW X3 M deserves mention too, thanks to 503 horsepower (in the Competition model), 442 lb-ft of torque, and a 4.1-second sprint from standstill to 100 km/h, all from an inline TwinPower turbo six-cylinder. The top-tier Competition model will set you back $93,500 plus fees, while the 473 horsepower base X3 M costs just $83,200.

See all pricing for the 2019 and 2020 F-Pace (or any of the SUVs mentioned) right here at CarCostCanada, including trims, packages and standalone options, while you can also access manufacturer rebate info, plus special deals including factory leasing and financing rates from zero percent (at the time of writing), as well as dealer invoice pricing that could save you thousands (there’s up to $3,075 in additional incentives on 2020 models right now) when becoming a member.

I haven’t driven the BMW X3 M or the GLC 63 4Matic+, but I’ve driven a lot of six-cylinder BMW Ms and AMG V8s, and while brilliant in their own rights, neither sounds as malevolent as Jaguar’s V8. Sure, the zero to 100km/h numbers are better and their prices aren’t much higher, but performance fans will know how important the auditory experience is to the thrill of high-speed driving. As for measuring the few milliseconds of sprint time differences, that’s downright impossible from the seat of the pants.

Using the Mercedes for comparison, both of these compact luxury SUVs provide nearly identical wheelbases of 2,874 millimetres for the SVR and 2,873 mm for the AMG, while their tracks are nearly the same too, the Jag measuring 1,641 mm up front and 1,654 mm in the rear and the Merc spanning 1,660 mm at both axles, but despite the F-Pace being 52 mm lengthier at 4,731 mm, 79 mm wider (mirrors included) at 2,175 mm, and 42 mm taller at 1,667 mm, plus having 100 litres of extra cargo capacity behind the back seats at 650 litres, it tips the scales 67 kilos lighter at just 1,995 kg. That’s thanks to its mostly aluminum body and chassis over Mercedes’ mix of steels and alloys.

I can’t move past this point without mentioning two more compact SUVs capable of contending in this ultra-fast compact luxury SUV category, these being the Porsche Macan Turbo and the Alfa Romeo Stelvio Quadrifoglio, the German making 400 or 440 horsepower depending on whether you’re looking at the outgoing 2019 model or the new second-generation 2020 variety, or for that matter choosing the older Macan with its Performance Package upgrade (which also puts out 440-hp). The more potent engine options make this German SUV’s acceleration similar to the F-Pace SVR, yet it’s pricing delves into six figures, while the zippy Italian produces 505 horsepower and sprints to 100 km/h in just 4.0 seconds, while its price starts at $95k. These two SUVs are impressive as well, but once again their turbocharged V6 engines, while brilliant, can’t measure up to the sonorous delights of Jaguar’s big, hairy V8.

Truly, you’ve got to hear it at full song to appreciate what I’m talking about. It’s giggle-inducing joy on one hand and devilish horror on the other, particularly after pressing the exhaust button that provides a freer flow resulting in more snap, crackle and pop from its backside when lifting off the gas pedal.

You’d think with this level of dark, malevolent behaviour its interior would be a hard stone dungeon of dank sombreness, and while some trim pulls thoughts of red hot hellfire, the SVR’s cabin gets raised the level of super SUVs from more exotic names. It’s also capable of loading in the kiddies and lots of family gear, thanks to that aforementioned cargo hauling capacity.

You can also experience some light off-roading, as long as you’re willing to change out my testers optional 22-inch black-painted rims and 265/40 front and 295/35 rear Pirelli Scorpion Zero all-season tires to something more useful off pavement. I’d recommend something around 18 inches in diameter with a higher sidewall and much more tread grip, but then again you’re probably not buying this SUV for scaling the Rubicon trail. No, it’s much more capable of turning winding side roads into straight stretches roadway, or at least its near flat stance at breathtaking speeds makes them feel as if they were straight.

The F-Pace SVR’s wide track and lighter than average weight (for its length, big powerplant and over-the-top luxury upgrades), plus the just-mentioned Pirelli rubber (you can get even better performance from a set of Jaguar-specified P Zeros, available from tire retailers) and its stiffer aluminum-intensive front strut and rear multi-link suspension featuring sportier tuning to its adaptive setup, plus sharper electric power-steering tuning, all come together for about as much sports car feel as most any SUV can provide (Urus aside).

The SVR shines on the types of narrow, undulating, ribbons of asphalt that the mind conjures up when looking at an F-Type SVR, but I have to say I really appreciated the added ride height this SUV provided over any low-slung sports car when coursing through heavily treed backroads. To be clear, the F-Type remains the Jaguar to beat through winding roads, not to mention road courses, but when visibility around curves or over sharp declines becomes difficult, the extra few inches of added sight line makes for a bit more confidence at high speeds, as does the wheel travel and more compliant suspension of the bigger, heavier SUV. Both SVRs work best when their previously noted Dynamic driving modes are selected, over their more comforting and economical options at least, this more assertive adaptive suspension setup stopping its tall body from pitching and rolling.

Of course, I didn’t drive it like I stole it during my entire weeklong test, and not just because of the otherworldly fuel cost. Transport Canada estimates a 14.5 L/100km city, with 11.0 highway and 12.7 combined, which not too bad considering its outrageous power. Alfa Romeo’s most formidable Stelvio is rated at 14.1, 10.4 and 12.4 respectively, while the new 2020 Macan Turbo manages 14.2 in the city, 10.1 on the highway and 12.0 combined. How about the Merc-AMG GLC 63? It’s pretty bad at 15.0 L/100km in the city, 10.9 on the highway and 13.2 combined, but BMW’s X3 M is the least fuel conscious amongst all rivals with an embarrassing rating of 16.6 city, 12.1 highway and 14.2 combined, if buyers in this class actually care.

Together with the SVR’s Dynamic sport mode mentioned before, which I kept engaged most of my test week, there’s also a Comfort mode for rougher road surfaces or more relaxing moods, plus an Eco mode, which I likely should have chosen more often for overcoming the fuel economy noted above. The latter two drive modes let the engine turn off when it would otherwise be idling, saving fuel and reducing emissions. The big Eco screen that estimated how much fuel I saved while using its most economical driving mode was a bit humourous in this beast of an SUV, but fortunately the centre display offers up a Performance panel too, which I found much more useful.

Unlike most in this class, the F-Pace only uses a touchscreen for accessing infotainment, which will put off those who prefer to make commands via a lower console-mounted controller. I like touchscreens so it’s not an issue, and even better Jaguar’s interface has wholly improved in recent years. The display itself is fairly big at just over 10 inches, while the digital interface is divided into three big tiles for navigation/route guidance/maps, media, and phone, or whatever functions you choose as it can be organized for personal preferences. Swipe the display to the left and a second panel with nine smaller tiles shows up, providing access to most any function you could want. It’s a simple, straightforward system and thus user-friendly, with its just-mentioned swipe gesture control accompanied by the usual smartphone/tablet-type tap and pinch capabilities, the latter helpful when using the nav system’s map. Android Auto and Apple CarPlay smartphone integration apps are included too, as are myriad additional features (although you’ll need to pay more for satellite radio), Jaguar’s system being fully up to the class standards.

Better yet, the SVR’s 12.3-inch Interactive Driver Display (a.k.a. digital instrument cluster) is wonderful. It’s fully configurable, with the ability to appear like a classic two-dial primary gauge package, a single driving dial with a numeric speed readout surrounded by a graphical tach at centre with a panel filled with alternative info to each side, while you can also transform the entire cluster into a giant map. Go ahead an configure almost any way you want, while an available head-up display can provide even more key info right on the windshield.

There’s decent device connectivity within a minuscule centre bin, including dual USB-A ports, a Micro SD card slot, plus a 12-volt charger. Why Jaguar didn’t include a wireless charging as part of the rubberized pad ahead of the shifter that fit my Samsung S9 perfectly is anyone’s guess, but such is life. Oddly it’s not even available as an option for 2019 or 2020, so ask your dealer if there’s an aftermarket solution.

From the quality of electronics to the quality of the F-Pace SVR’s interior materials, not to mention interior quality and style of the five compact luxury SUVs discussed in this review, it’ll come down to personally taste, with all presenting fairly dramatic interior designs packed with better than average materials quality and worthwhile digital screen time. Having spent time with each of these vehicles in lesser trims for weeks apiece, I’d probably give the overall quality nod to Porsche quickly followed by BMW and Mercedes, with Jaguar SUVs seeming to have conceded the ultimate interior mantle to its Land Rover sister brand. The F-Pace is related to the Range Rover Velar, which provides a far more appealing cabin), whereas my Stelvio tester was the only vehicle in 20 years of reviewing cars that’s ever left its ultra-cheap hood release lever in my hand after trying to take a look at the engine (which I unfortunately never saw or photographed due to this bizarre malfunction).

The SVR does up the quality of its cabin materials plus its overall sense of occasion when compared to lesser F-Pace trims, especially when the optional black Suedecloth roofliner and pillars get added. Contrast stitched premium leather can be found just about everywhere else, the bottom portion my test model’s dash and centre console, plus its armrests and seat bolsters finished in a rich Pimento red colour, while Ebony Lozenge hides covered most other surfaces, including the quilted leather seat inserts. It’s an eye-catching design, but I personally would want something less red. I loved the carbon-fibre detailing elsewhere, mind you (this being an upgrade over the standard textured Weave aluminum inlays), while plenty of piano black lacquer glitz things up further. Ditto for brushed aluminum trim, the SVR replete with genuine aluminum accents, my favourite bits being seat backrest cutouts front and back.

While some in the super-SUV class only provide space for four, the F-Pace SVR includes a middle seat in back, but I personally wouldn’t want to sit on top of it, as it’s little more than a padded bump between two wonderfully sculpted outboard seats. For those who need somewhere to strap in a smaller child, it could be a dealmaker, but bigger kids and adults alike will be snapping up the window seats first, which provide excellent support all-round. Rear passengers can also benefit from as-tested available quad-zone automatic climate control, featuring its own control panel on the backside of the front console. Included are switches for the rear outboard seats’ three-way heated and ventilated cushions.

Another dealmaker is the rear passenger/cargo configuration, featuring a 40/20/40-split down the seatbacks. This means you wont be forced to stick one child (or friend) on the centre hump when heading to the ski hill, which might end up in some heated arguments when factoring in those just-noted seat warmers. Jaguar also offers cargo wall levers for folding down those seats automatically, but you’ll need to pay a bit extra for them.

I know I’m sounding all practical in a review that should really be more about power and performance, but if you only wanted to go as fast as possible you’d probably be reading one of my F-Type SVR reviews. The F-Pace SVR is a best of all worlds alternative, with one of the best sounding engines currently being made. If you’re wishing our compact SUV looked and felt more like a supercar, Jaguar’s F-Pace SVR might be just the ticket.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Jaguar F-Type Coupe SVR Road Test

I’m not going to lie to you. As curious as I am to spend a given week with seriously important big market cars like the recently redesigned Toyota Corolla, and as interested as I am to find out how far I can go on a single charge with Kia’s latest Soul EV, nothing gets me out of my editor’s chair as quickly or as enthusiastically as a hopped up muscle car, a high-revving super-exotic, or something along the lines of Jaguar’s F-Type SVR, which might be the perfect combination of both.

Regular readers will remember that I spent a blissful week with this very same car last year in its more eye-arresting Ultra Blue paintwork, so having this 2019 model gifted to me for yet another seven heavenly days was a welcome surprise made better due to its stealth Santorini Black bodywork that thankfully doesn’t attract quite as much attention.

It’s not that I was embarrassed to be seen in it, quite the opposite of course, but rather that this car coaxes my most juvenile impulses from their hardly deep recesses all too easily, which can quickly get a person deep into trouble.

How quickly? Well that depends on whether you’re thrown into a stupor or moved into action when first laying eyes on the F-Type SVR, as well as which sense moves you most. If you’re visually stimulated first and foremost, you might be stopped dead in your tracks as soon as it comes into view, but then again if your receptors respond more to an auditory trigger you’ll move right past first sight to initial startup, resulting in the rasp of one of the more sensational exhaust notes in autodom, which will either send you to the moon in a momentary daze or turn you toward the street to put some of that wound up energy to good use.

I’m jaded, or maybe it’s just that experience tells me not to waste a moment gawking inanely at something I can relive later in pictures. Certainly one can recall memories of moments well spent, but the more one collects such moments makes recalling them a helluvalot easier. A quick glance of appreciation, out of respect, immediately followed by a quicker descent into a familiar body hug, the SVR’s performance seats are as wholly enveloping as they’re sinfully comfortable. Foot on brake pedal, finger on start button, mechanical machinations ignited and ahhh… glory hallelujah! What a sound!

Nothing roadworthy this side of an XJR-15 sounds as brutally raw, as purely visceral as an F-Type SVR being brought to life, that is until you’ve given the throttle a few more blips after opening up its two-mode titanium and Inconel active exhaust system via a wee little console-mounted button that makes a great big noise. Any sort of right foot twitch capable of spinning the crank above 4,000 revolutions per minute lets loose a cacophony of crackling barks and blats, the kind of song that’ll have gearheads singing along in dissonant unity, and zero emissions folks sneering.

Allowing spent gases to exit more freely isn’t exactly the Tesla mantra, and to think the minds behind this wondrous high-test glutton are the very crew responsible for the Model X-beating I-Pace (well, it beats the entry-level Tesla crossover, at least). We’ve all got to love the bizarre dichotomy running rampant in today’s automotive market, where the cars we all lust after are paying for the ones that government mandates are forcing down our throats.

Of course, thanks to companies like Jaguar and Tesla we’re all beginning to realize that going electric isn’t the end of motorized fun, but potentially a new beginning. Could there be an electrified F-Type in our future? Likely, and it’ll be the quickest Jaguar sports car ever. Still, the good folks at Castle Bromwich will need to expend terahertz levels of energy in their artificial sound lab to recreate the auditory ecstasy this SVR composes. Let’s hope they succeed, because we all know that as sensational as this 5.0-litre supercharged V8 sounds, and as fabulously fast as this Jaguar becomes when powered by it, the still impressive yet nevertheless 23-year-old AJ-8 power unit’s days are numbered.

As it is, this 575 horsepower beast catapults from naught to 100km/h in just 3.7 seconds before attaining the seemingly unattainable terminal velocity of 322 km/h (200 mph)—that’s 1.1 seconds quicker and 122 km/h (75.8 mph) faster than the I-Pace, in case you were wondering. Certainly a driver’s license would be unobtainable for the remainder of my sorry life if I were so foolish as to attempt the former speed on public roads, and being that no such track is long enough within close proximity of my home we’ll all just need to take Jaguar’s word for it. Suffice to say that zero to all other cars at the stoplight looking like tiny coloured dots happens all of a shockingly sudden, so you’d better gather your stunned thoughts, get into the game and prepare for upcoming corners or you’ll fast be shuffled off this mortal coil.

Fortunately the F-Type SVR manages all roads serpentine as easily as it’s guided down the straight and narrow, its brilliantly quick-shifting eight-speed automatic as ideally suited to flicking up through the gears as for rev-matched downshifts. Remember when I mentioned muscle car credentials earlier? That was strictly referencing the engine, its prowess over undulating, curving backroads the stuff of mid-engine exotica. Just look at the meaty 305-section Pirelli P-Zero rubber at back and plentiful 265/35s up front, both ends supported by the lightweight aluminum chassis and riveted, bonded body shell noted earlier, and then factor in that suspension’s Adaptive Dynamics system, the electronic active rear differential, and the brake-sourced torque vectoring. Tap the carbon ceramic brakes to load up the front tires, enter the apex, add throttle and enjoy as the SVR’s backside locks into place while catapulting this leather-lined beast toward the next bend, a process I repeated over and over, as often as opportunity would allow.

All said, you’d think something as fabulously fast as the F-Type SVR would be a handful around town, but that’s where its exotic nature ends and more upright practicality enters. It’s actually a very comfortable coupe to spend time in, while visibility is quite good considering its sleek greenhouse and thick C pillars. The 12-way powered driver’s seat and steering column fit my long-legged, short torso five-foot-eight frame well, and due to much more movement in all directions should provide good adjustability for all sorts of body types, and I certainly had no complaints from my various co-drivers.

On the practicality question, Jaguar provides a large hatch opening for loading in all kinds of gear, with up to 408 litres (14.4 cubic feet) in total and about half that below the removable hard cargo cover. It’s beautifully finished, as one would expect in this class, but remember that unlike the old XK the F-Type is strictly a two-seater with no rear seats to fold, so there’s no way you’ll be able to fit skis or any other long items aboard, unless you slot them down the middle between driver and front passenger.

I remember stuffing my significant other and kids into an XKR coupe years ago, and while its 2+2 grand touring profile wasn’t carried forward into the F-Type’s design, the interior’s fine workmanship and beautiful attention to detail continues. In fact, I’d say this SVR’s cabin is even better, with rich red stitching and piping providing colour to the otherwise black Suedecloth and quilted leather surfaces, while its electronic interfaces are beyond comparison.

Classic analogue dials flank a large 5.0-inch colour TFT multi-information display at centre, unchanged from past years, albeit the Touch Pro infotainment touchscreen on the centre stack is all new for 2019, growing from 8.0 to 10.0 inches in diameter and now flush-mounted without buttons down each side. It’s properly outfitted with navigation, a backup camera with active guidelines, Pro Services, InControl Apps, 770-watt 12- speaker Meridian surround audio, satellite and HD radio, and the list goes on, while Jaguar also added Apple CarPlay and Android Auto for $300.

You can get into a 2019 F-Type Coupe SVR for just $140,500, or go topless for an extra $3,000, either of which is a bargain when compared to the Porsche 911 Turbo that will set you back $43,700 more for the hardtop or an additional $54,700 for the drop-top. That easily pays for the aforementioned $13,260 Carbon Ceramic Brake Pack with plenty left over, which includes 398 millimetre rotors up front and 380 mm discs at back, plus massive yellow calipers encircled by a stunning set of 10-spoke 20-inch diamond-turned alloys. Plenty of options were included with my test car and a yet more, like LED headlights, a heated steering wheel, rain-sensing wipers, auto-dimming centre and side mirrors, auto climate control, front and rear parking sensors, autonomous emergency braking, and lane keeping assist, comes standard, so make sure to check out all the 2019 F-Type trims, packages and options at CarCostCanada, not to mention rebate info and dealer invoice pricing that could save you thousands.

It’s difficult not to write an epic for such a phenomenal sports car, but instead of running on at the mouth I recommend you head to your local Jaguar retailer and ask them to start one up in the showroom or on the lot, turn on the switchable active exhaust, rev the throttle and then listen to the snap, crackle and pop of the exhaust. If you’re not raring to go for a drive after that, you might be better off moseying down the road to the Lexus store for a smooth, comfortable ride in ES 300 hybrid.

Story credits: Trevor Hofmann

Photo credits: Trevor Hofmann and Karen Tuggay