F-Type | The Car Magazine

When choosing a sports car, plenty of variables come into play. Is it all about styling or performance? How does luxury enter the picture? Of course, hard numbers aside, these are subjective questions…

New Car Reviews

2020 Jaguar F-Type SVR Convertible Road Test

When choosing a sports car, plenty of variables come into play. Is it all about styling or performance? How does luxury enter the picture? Of course, hard numbers aside, these are subjective questions that can only be answered by an individual after contemplating personal preferences. We all have differing tastes, which is why so many competing brands and models exist.

While similarly powerful, a Porsche Turbo provides much quicker acceleration than the Jaguar F-Type SVR being reviewed here, and both are dramatically different through fast-paced curves, with the rear-engine German providing a wholly unique feel when raced side-by-side against the front-engine Brit, and most agreeing the former is more capable at the limit. Nevertheless, the Porsche Turbo is not necessarily more fun to drive.

I’ve enjoyed many Turbos over the years, not to mention a plethora of other 911 models, and all have provided thrills aplenty. Likewise, for F-Type SVRs, having spent a week with 2018, 2019 and 2020 models, the first two coupes and the most recent a convertible. I tend to lean toward coupes more often than open air, mostly because the aesthetics of a fixed roof appeal to my senses. Still, there are a number of reasons I’d 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.

Sure, the coupe provided an identical rasping soundtrack from the same titanium Inconel exhaust system, it was just easier to hear with the triple-layer Thinsulate-insulated cloth top down. Likewise, the source of the noise, Jaguar’s 5.0-litre “AJ-8” V8, making 575 horsepower and 516 lb-ft of torque, has been stuffed between the SVR’s front struts all along, but somehow it feels more visceral when accompanied by gusts of wind.

That’s how I drove it throughout most of my sun-drenched test week, and while I was never tempted to see how stormy its interior would become with the throttle pinned for a 314 km/h (195 mph) top track speed test (322 km/h or 200 mph with the coupe), I certainly dabbled with its zero to hero claim of 3.7 seconds from standstill to 100 km/h in either body style.

Yes, I know this is a very “well-proven” engine (auto code for old), having been offered by Jaguar since 1997 in one form or another, but I could care less because it sounds so fabulous and delivers such scintillating performance, fuel economy be damned.

As for styling, the F-Type is eye-candy no matter which powertrain is chosen, Jaguar even offering an impressively spirited turbocharged four-cylinder in base trims. Of course, along with its sensational straight-line performance, the SVR provides more visual treats in the way of carbon fibre aero aids and trim.

The same goes for the interior, which offers a level of exoticism that sports cars in this class simply can’t match. It’s downright sensational, featuring perforated Windsor leather quilted into a ritzy diamond-style pattern on both the seat inserts and door panels, plus contrast-stitched solid leather on most other surfaces. Additionally, a rich psuede micro-fibre stretches across much of the dash-top, headliner and sun visors, while carbon-fibre and beautifully finished brushed and bright metalwork highlights key areas. The interior clearly appears British in look and feel, yet it’s more modernist than steeped in parlour club tradition (i.e. there’s no wood).

Jaguar infotainment has improved a lot with each new generation too, the F-Type not receiving a full digital cluster, but nevertheless boasting a big, colourful multi-information display between a gorgeous set of primary analogue gauges. It gets most of the functions found in the centre display, is easily legible and no problem to scroll through via steering wheel controls. Similarly, the just-mentioned centre display is a user-friendly touchscreen jam-packed with stylish high-resolution graphics plus plenty of useful features like a navigation interface with detailed mapping and simple directions settings, an audio/media page with satellite radio, a Bluetooth phone connectivity section, a graphically organized climate panel, an camera interface with many exterior views, an apps section with some pre-downloaded and available downloadable applications, and last but not least, Apple CarPlay and Android Auto smartphone integration.

One more page not yet mentioned is the My Dynamic Setup interface that lets you set up your own individual drive system calibrations. What I mean is, after fine-tuning the SVR’s engine, transmission, suspension and steering dynamics in order to suit outside conditions as best as possible, not to mention your mood, you can mix and match them as much as you like. For instance, you can go for snappier engine response and a quicker shifting transmission along with a more compliant suspension setup, which may be ideal for driving fast over the kind of rough pavement you might find in the types of rural settings that’ll allow you to really open up the car’s performance. For this reason, I’m not a fan of sport settings that automatically firm up the chassis, because a rock-solid suspension setup only works well when coursing over the kind of unblemished tarmac found on recently paved tracks, not real-world patchwork asphalt hack jobs.

This is an apropos descriptor for the roads used when pushing my F-Type SVR Convertible tester near its limits, the car’s unbridled power ideally matched to a particularly stiff, light and well-sorted aluminum body structure, chassis and suspension design. Steering response is quick and the rear wheels follow ideally, no matter how much I applied the throttle. Certainly, it was important to remain smooth, other than applying slightly more than needed when wanting to induce oversteer. The massive yellow calipers signify that Jaguar’s available carbon ceramic brakes fill the SVR’s 20-inch alloys, these being brilliant when it comes to quick stops in succession with barely any fade. Yes, this is a wonderfully capable roadster if you’ve got the confidence to push its limits, but I wouldn’t say it provides the same level of high-speed control as a recent Porsche 911 Turbo. This means the Jag can be even more fun for those with performance driving experience.

I should mention here that Jaguar’s 2020 F-Type SVR is a relative bargain compared to that just-noted 911 Turbo, the Brit starting at just $141,700 with its “head” fixed and $144,700 for the as-tested retractable fabric roof variety, compared to $194,400 and $209,000 respectively for the latest 2021 German variant. Granted, Porsche’s performance alternative is quite a bit quicker as noted earlier, knocking a full second off its zero to 100 km/h sprint time, with the brand’s Carrera S/4S models in the mid-three-second range. These start at $132,700, or in other words considerably less than Jag’s F-Type SVR, but this is where I must interject (myself) by once again saying there’s a lot more to a sports car than straight-line performance.

After all, a number of much more reasonably priced Ford Mustangs sprint into similar territory, while the new mid-engine Corvette dips into the high twos. I’m not comparing a 911 to a Mustang or even the ‘Vette (although the latter car may be embarrassingly comparable to a number of mid-engine Italians), but hopefully you get the gist of what I’m saying. The F-Type SVR delivers an immense amount of premium-level style crafted mostly from aluminum along with phenomenal attention to detail, much made from high-gloss carbon fibre, plus a beautifully crafted interior, superb musical and mechanical soundtracks, and more to go along with its respectable muscle.

Better yet, a quick check of CarCostCanada’s 2020 Jaguar F-Type Canada Prices page is showing up to $8,950 in additional incentives, which is one of the more aggressive discounts I’ve ever seen on this highly useful site (CarCostCanada provides members with rebate info, details on manufacturer financing and leasing, plus dealer invoice pricing that could save you thousands, via their website and the Apple Store and Google Android Store downloadable CarCostCanada app). The refreshed 2021 F-Type is already being discounted up to $6,000, incidentally, and while we’re on the subject of the new model, there’s no 2021 SVR yet. Instead, the updated 2021 F-Type R gets the same 575 horsepower V8 as the outgoing SVR, but don’t just think it’s a discounted SVR, as the significant $20,400 price reduction for the 2021 R Coupe and $20,800 savings for the 2021 R Convertible probably mean that much is missing from the top-tier package. No doubt Jaguar will introduce a more potent 2021 SVR soon, complete with all of its sensational upgrades, so we’ll have to keep our ears to the ground for this one.

All said, the current 2020 Jaguar F-Type SVR is a fabulous offering from a brand that’s steeped in sports car tradition, and well worth its very reasonable entry price. I’ve driven three in exactly the same amount of years, and have enjoyed every moment behind the wheel each time. For those with the means, I recommend it highly.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

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…

New Car Reviews

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.

Most will agree that Jaguar’s F-Type is one of the most beautiful sports cars to come along in decades, and this sentiment would be reason enough to make it one of the most popular cars in its class,…

New Car Reviews

2019 Jaguar F-Type P300 Convertible Road Test

Most will agree that Jaguar’s F-Type is one of the most beautiful sports cars to come along in decades, and this sentiment would be reason enough to make it one of the most popular cars in its class, which it is. Yet there’s a lot more to the F-Type’s success than jaw-dropping bodywork, from its lightweight aluminum construction that aids performance, supported by a wide variety of potent powertrain options, to its high quality luxuriously appointed interior, there are few cars that come close to matching the F-Type’s styling, capability or value.

Yes, it might seem strange to be talking value with respect to a near-exotic sports car, but the F-Type, already an excellent buy throughout its initial four years of availability, became an even better deal since Jaguar installed its new in-house Ingenium 2.0-litre four-cylinder engine under its long, elegant hood for the 2018 model year. While the formidable turbocharged and direct-injected engine makes a very healthy 296 horsepower and 295 lb-ft of torque, it provides a considerable economical edge over its V6- and V8-powered counterparts and all rivals, while a significantly reduced base price of $68,500 didn’t hurt matters either.

Last year’s starting point represented a $10k advantage over the F-Type’s previous base price, which resulted in a much more attainable point of entry and a whole new opportunity for Jaguar. In fact, the new F-Type P300 Coupe and Convertible instantly became prime 718 Cayman and Boxster competitors, whereas pricier more powerful F-Type trims, which include the 340 horsepower supercharged 3.0-litre V6 in base form, 380 horsepower supercharged 3.0-litre V6 with both base and R-Dynamic cars, 550 horsepower supercharged 5.0-litre V8 in R guise, and 575 horsepower version of the latter V8 in top-tier SVR trim for 2019, plus rear or all-wheel drive and six-speed manual or quick-shifting paddle-shift actuated eight-speed automatic transmissions, continue to fight it out with the Porsche 911 and others in the premium sports car segment, including plenty that cost hundreds of thousands more.

The car in question in this review, however, is the 2019 F-Type P300, which starts at $69,500 in Coupe form and $72,500 as a Convertible this year. With close to 300 horsepower of lightweight turbocharged four-cylinder cradled between the front struts it should provide more than enough performance for plenty of sports car enthusiasts, especially when considering that key competitors like Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the (2018) Z4, and 237 for the 4C, while F-Type P300 numbers line up right alongside Porsche’s dynamic duo that are good for 300 horsepower and 280 lb-ft of torque apiece.

If you’re wondering whether the F-Type P300’s performance will match your need for speed, it can zip from zero to 100km/h in just 5.7 seconds before attaining a top speed of 250 km/h (155 mph), and it feels even quicker with Dynamic sport mode engaged and its available active sport exhaust turned on. Jaguar makes its eight-speed Quickshift automatic standard in this rear-wheel driven model, and the steering wheel paddle assisted gearbox delivers super-fast shift intervals that combine with the brilliantly agile chassis to produce a wonderfully engaging seat-of-the-pants driving experience.

The agile chassis just noted refers to a mostly aluminum suspension mounted to the bonded and riveted aluminum body structure noted at the beginning of this review, a lightweight and ultra-rigid construct that certainly isn’t the least expensive way to build a car, but results in satisfyingly capable handling no matter the corner the F-Type is being flung into. The stiffness of the monocoque allows Jaguar to dial out some of the suspension firmness that competitors are stuck with in order to manage similar cornering speeds, which allows this little two-seater to be as comfortable over uneven pavement as it’s enjoyable to drive fast. Specific to the P300, less mass over the front wheels from the mid-mounted four-cylinder aids steering ease and potential understeer, making this one of the best balanced sports cars I’ve driven in a very long time.

My tester’s $2,550 optional Pirelli P-Zero ZR20s on glossy black split-spoke alloys certainly didn’t hurt matters, hooking up effortlessly after just that little bit of slip only a rear-wheel drivetrain can deliver when pushed hard through hairpins. What an absolute delight this car is.

I love that it’s so quick when called up yet so effortlessly enjoyable to drive at all other times too. Even around town, where something more exotic can be downright tiresome, the F-Type is totally content to whisk driver and passenger away in quiet comfort. It helps that its interior is finished so nicely, with soft-touch high-grade synthetic or leather surfacing most everywhere that’s not covered in something even nicer, the cabin accented in elegant satin-finish aluminum and sporty red contrast stitching throughout.

The Windsor leather covered driver’s seat is multi-adjustable and plenty supportive too, while the leather-wrapped multi-function sport steering wheel provided enough rake and reach to ideally fit my long-legged, short-torso five-foot-eight frame resulting in an ideal driving position that maximizes comfort and control. I’m sure larger, taller folk would fit in just fine as well, thanks to plenty of fore and aft travel plus ample headroom when the tri-layer Thinsulate filled fabric top is powered into place, a process that takes just 12 seconds at speeds of up to 50 km/h no matter whether raising or lowering.

Doing the latter doesn’t infringe on trunk space, incidentally, which measures 200 litres (7.0 cubic feet) and is a bit awkward in layout. If you want more I’d recommend the F-Type Coupe that has one of the largest cargo compartments in the luxury sports car class at 308 litres (10.9 cu ft) with the cargo cover in place and 408 litres (14.4 cu ft) with it removed.

Back in the driver’s seat, Jaguar provides a classic dual-dial analogue gauge cluster centered by a sizeable colour TFT multi-information display, which while not as advanced as some fully digital driver displays on the market is probably more appropriate for a sports car that focuses on performance.

The big change for 2019 was the addition of a 10-inch Touch Pro infotainment display, which replaces the 8.0-inch centre touchscreen used previously. Its larger size makes for a more modern look, while it’s certainly easier to make out obstacles on the reverse camera. The larger screen benefits all functions, with the navigation system’s map more appealing and easier to pinch and swipe, and only the home menu’s quadrant of quick-access feature not making use of all the available space (a larger photo of the classic red British phone booth would be nice).

The standard audio system is from Meridian and makes 380 watts for very good sound quality, while additional standard features include pushbutton ignition, an electromechanical parking brake, automatic climate control, powered seats, and leather upholstery on the inside, plus 18-inch alloys, LED headlights with LED signature lighting, rear parking sensors, a powered retractable rear spoiler, and more on the outside.

The Windsor leather and contrast stitching noted earlier came as part of a $2,250 interior upgrade package that improves the upholstery overtop special performance seats while finishing the top of the instrument panel, console and door trim in the same Windsor leather for a thoroughly luxurious experience, while my tester’s heated steering wheel and heated seat cushions come as part of a $1,530 Climate pack, with an extra $300 adding ventilated seats to the mix if you prefer, while Apple CarPlay and Android Auto smartphone integration was added for an additional $300.

Lastly, proximity-sensing keyless access made entering and exiting more convenient for $620, heatable auto-dimming side mirrors with memory made nighttime travel easier on the eyes for just $210, as did automatic high beams for oncoming traffic at $260, whereas blind spot assist might have definitely proved worthwhile at $500, as would front parking sensors at $290, while the aforementioned switchable active exhaust system was well worth the investment for another $260.

Incidentally, all prices were sourced from CarCostCanada, where you’ll find pricing on trims, packages and individual options down to the minutest detail, plus otherwise hard to find manufacturer rebate information as well as dealer invoice pricing that could save you thousands when negotiating your deal.

At the risk of this sports car review becoming terminally practical, the F-Type P300’s fuel economy is so good it deserves mention too, with both Coupe and as-tested Convertible achieving a claimed 10.2 L/100km in the city, 7.8 on the highway and 9.2 combined, which beats all Porsche 718 and 911 variants by a long shot, not to mention hybrid sports cars like Acura’s new NSX.

Of course, F-Type efficiency takes a back seat when moving up through the aforementioned trims, but the more potent V6 is still pretty reasonable at 11.9 L/100km city, 8.5 highway and 10.4 combined, at least when it’s mated to the automatic. This engine allows for a six-speed manual too, which isn’t quite as praiseworthy at 14.9, 9.8 and 12.6 respectively.

Enough silliness, because we all know buyers in this class don’t care one iota about fuel economy despite all the effort that Jaguar puts into such regulatory concerns. The F-Type is really about titillating the five senses via near overwhelming visual stimulation when parked and endorphin releasing on-road acrobatics when active. Of course, 296 horsepower can’t excite to the same levels as 550 or 575, but this F-Type P300 is the perfect way to make each day more enjoyable without breaking the bank. It’s an affordable exotic that’s as worthy of the “Growler” emblem on its grille and wheel caps as the “Leaper” atop its rear deck lid.

Most of the “important” Jaguar F-Type news centered around two new trims for 2018, and despite the model year quickly coming to a close I was only able to test the fresh new turbocharged four-cylinder…

New Car Reviews

2018 Jaguar F-Type SVR Coupe Road Test

Most of the “important” Jaguar F-Type news centered around two new trims for 2018, and despite the model year quickly coming to a close I was only able to test the fresh new turbocharged four-cylinder P300 base trim in 2019 guise, and never had opportunity to drive the special limited edition 400 Sport at all.

It won’t be the first or last time I missed out on a new car, but I probably would’ve cried if I’d been forced to skip my test week in this stunning Velocity Blue painted F-Type SVR Coupe. First off, the colour is stunning and worth every one of its extra $4,590. My tester’s version was in a gloss finish, but Jaguar will make it matte for $9,690.

That might sound like a lot for paint, but when you’ve already spent $139,500 plus freight and fees for a new 2018 F-Type SVR Coupe or $142,500 for the same model in Convertible form (see all prices, trims, features, dealer invoice pricing and rebate info at CarCostCanada), despite this being $2,500 more affordable now than last year’s equivalent SVR, not to mention an unfathomable $44,700 less than the Porsche 911 Turbo that still comes up short some 35 horsepower, what’s another $10k?

No doubt the same reasoning gets used when choosing to swap out the standard composite front chin moulding, louvred hood vents, mirror caps, side fender vents, and rear diffuser venturi blade with CFRP by adding the $5,100 SVR Carbon Fibre Exterior Package (the carbon fibre rear wing is standard), or for that matter upgrading the already impressive standard brakes to the optional SVR Carbon Ceramic Brake Pack for $13,260, which uses a gorgeous set of 10-spoke 20-inch diamond-turned alloys with satin black pockets to frame massive 398-mm front and 380-mm back carbon ceramic rotors clamped down on by big yellow brake calipers.

Jaguar didn’t stop there either. I would’ve been quite happy with the stock interior that’s already more opulently attired than most premium-branded sports cars available in this class, yet they added a $2,810 Full Premium Leather Interior Pack with a gorgeous Reims blue double-stitched leather and Suedecloth-wrapped instrument panel and console, and the leather was of the highest quality and softest grade.

Such could be said of the blue-stitched hides used for the steering wheel, centre console, armrests, plus the intricately quilted door panels and seats too, while Jaguar also included some sporty carbon fibre inlays to complement all the beautifully detailed aluminum trim inside.

Some of these finishes are new for 2018, and come as part of a slight refresh that updated the steering wheel, air vent bezels, centre stack and door panels inside, not to mention exterior details like the front bumper, air intakes, lower fascia, plus standard LED headlamps and taillights. All the changes are positive, if only noticeable to true F-Type aficionados.

Life with any F-Type is good, from the aforementioned P300 Coupe that starts at just $68,500 or $71,500 with the roof removed, to this supercar thrashing grand tourer. The SVR delivers a lot of wow factor, but compared to something that might be able to keep up, like the AMG-Mercedes GT or Lamborghini Huracán, it’s more visually subdued. This is made more evident in a subtler colour like Santorini Black, where if it weren’t for the quad of crackling exhaust pipes out back it might even be able to sneak past the authorities unnoticed.

The auditory ensemble is gearhead nirvana, even without pressing the amplification button on the centre console that pumps up the volume when getting hard on the throttle by opening bypass valves within the exhaust so spent gases can exit more freely. The lightweight two-mode titanium and Inconel (an austenitic nickel-chromium-based super-alloy) active exhaust system is exclusive to the SVR, and above 4,000 rpm it snaps, crackles and pops to the delight of driver, passenger and enthusiastic passersby.

Maybe it’s the sound, but the F-Type SVR feels even quicker at takeoff than Jaguar’s claimed three and a half-plus seconds. The big fat 305/30ZR20s do their duty, with wheel spin easily kept in check thanks to standard all-wheel drive. It’s rear-wheel biased if you prefer to get unruly, but you won’t be able to modulate the eight-speed ZF automatic’s clutch yourself, so you’ll be forced to nix traction control and work the steering wheel and throttle to will its tail end sideways. I prefer the steady and smooth approach that allows the SVR to hold its ground with uncanny resilience, Jaguar claiming more than a G of lateral grip on the skidpad. This lets you get hard on the go-pedal mid-corner and experience all of its 575 horses immediately, without hair-raising consequences.

With a body made from riveted and bonded aluminum and equally lightweight and rigid chassis construction you’d think the F-Type would at least fit into the welterweight category, but its 1,705 kilos (3,759 lbs) means that it fights it out like a middleweight in comparison to the 1,595 kg (3,516-lb) 911 Turbo. Still, the steering provides good feedback and the SVR feels plenty agile when flung hard through fast-paced S-curves, almost rambunctiously nimble. It looks long and lean and therefore more like a highway cruiser, but its reasonably short 2,622-mm wheelbase means that turn-in is quick and reactive, while high-speed stability still feels grounded and composed.

The F-Type SVR is an easy car to drive too. Of course, any sports car approaching 600 horsepower requires respect, but the SVR doesn’t need subservient reverence when coaxing the most from its formidable performance in a quest for its nether regions. I certainly wasn’t able to find a point of no return even with its configurable Dynamic sport mode engaged, but then again I wasn’t forcing it beyond rationality and only defeated its electronic driving aids for testing.

Jaguar includes an adaptive suspension benefiting further from an electronic active differential with brake-induced torque vectoring, so when driven within the realms of reason the SVR was downright docile, responding to the subtlest of inputs with predictable precision. Likewise, driving around town wasn’t the type of chore such mundanities are in a low-slung exotic. In fact, the SVR needs no more concentration than any other F-Type, but glides through traffic easily while riding comfortably.

The slimline sport seats are wonderfully cosseting too, while their door-mounted 12-way multi-adjustable controls featured memory settings that, when combined with side mirror presets and the ideal positioning of the powered steering column, provided an ease of daily use that was much appreciated.

Other items worthy of note include the well-organized and feature-filled 10-inch InControl Touch Pro infotainment touchscreen, which even includes a GoPro ReRun app that videotapes your drive before overlaying it with performance data. This would be brilliant at the Nürburgring Nordschleife, let alone Calabogie. Of course, a backup camera with dynamic guidelines, navigation and other functions are included within the touchscreen too, while climate controls can be adjusted from a separate interface just below.

Jaguar might want to give its collective head a shake, but believe it or not dual-zone automatic climate control is optional, available as part of the Climate Package 2 upgrade that also includes heatable or cooled seats plus a heated windshield. Fortunately, the standard HVAC system is automatic and pollen filtered yet just single-zone, while additional standard features not yet mentioned include auto-dimming interior and side mirrors, the latter power-folding and heated as well, plus proximity access with pushbutton ignition, an electromechanical parking brake, rain-sensing wipers, a heatable steering wheel, front and rear parking sensors, 10-speaker 380-watt Meridian audio, satellite and HD radio, configurable ambient lighting, and more.

Standard Intelligent Start/Stop meant that even fuel economy was kept in check, although at 15.6 L/100km city, 10.4 highway and 13.3 combined it was hardly as miserly as the P300 that achieves a claimed 10.2, 7.8 and 9.2 respectively in both Coupe and Convertible guise.

Of note, autonomous emergency braking, blindspot monitoring, closing vehicle sensing, reverse traffic detection, lane keeping assist, adaptive cruise control, a driver condition monitor and traffic sign recognition all require a modestly priced $870 Drive Pack, worth it just for the upgraded cruise control.

Likewise, auto high beams are a worthwhile upgrade at just $260, while I’d probably choose the $3,680 carbon fibre roof over the $1,230 fixed panoramic glass roof my tester included, just because I prefer the lightweight performance benefits and general appearance of gorgeous composite weave more than seeing sunshine or stars overhead. My tester’s powered liftgate was an extra $510 that I could do without too, as it’s a small, lightweight hatch that requires little effort and less time to open if left to its standard manual devices, and I’m sure the standard setup saves weight as well.

I could babble on about standard features and options, but that would be boring and might deprive you the joy of Jaguar’s online configuration tool, so suffice to say you won’t feel shortchanged from the SVR’s standard kit, and can easily upgrade you personal ride with the many aforementioned items, as well as 770 watts and 12 surround speakers of superb Meridian sound, semi-autonomous self parking, a garage door opener, and more, plus colour options galore.

I’d take my F-Type SVR in Velocity Blue with a few of the changes noted earlier, although I’d hardly find time to complain if Jaguar conveniently forgot I had this one on loan for another week, month or year. If wishes were horses, beggars would ride, as the saying goes, and this journalist’s humble life was certainly made a lot more enjoyable thanks to this absolutely brilliant bit of British kit. I recommend the new F-Type SVR wholeheartedly, as both a performance icon and a great value proposition. It truly measures up in both respects and then some.

Jaguar installed its potent yet economical gasoline-powered Ingenium turbocharged and direct-injected 2.0-litre four-cylinder engine into its gorgeous 2018 F-Type sports car last year, with an after effect…

In Our Garage

2019 Jaguar F-Type P300 Convertible

Jaguar installed its potent yet economical gasoline-powered Ingenium turbocharged and direct-injected 2.0-litre four-cylinder engine into its gorgeous 2018 F-Type sports car last year, with an after effect being a significantly reduced base price of $68,500. That was a $10k advantage over the previous base price, and this car, in model year 2019 open-top form, is in our garage this week.

Pricing for the car in question starts at $72,500 this year, while the Coupe’s price has been raised to $69,500. With such an attainable point of entry the new F-Type P300 Coupe and Convertible models become prime 718 Cayman and Boxster competitors, while pricier more powerful F-Type trims continue to fight it out with the Porsche 911 and others in the premium sports car segment.

The turbocharged four-cylinder should provide more than enough performance for plenty of sports car enthusiasts thanks to a very healthy 296 horsepower and 295 lb-ft of torque combined with the F-Type’s nimble and lightweight aluminum chassis and body structure, especially when considering that key competitors Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the Z4, and 237 for the 4C, while F-Type P300 numbers line up right alongside Porsche’s dynamic duo that are good for 300 horsepower and 280 lb-ft of torque apiece.

Jaguar makes its eight-speed Quickshift automatic transmission standard in this rear-wheel driven model, a steering wheel paddle assisted gearbox that delivers ultra-fast shift intervals that result in a particularly spirited 5.7-second sprint to 100km/h before attaining a limited top speed of 250 km/h (155 mph).

But how does it feel from the seat of the pants? Make sure you check out my full review of the F-Type P300 Convertible shown here in the photos, where I’ll divulge just how well all of this turbocharged four-cylinder goodness comes together. And don’t think for a minute that it’s not going to be positive.

Even considering all of the other more powerful F-Type iterations available, including the incredible 575 horsepower SRV that I spent a week with over the summer, the new P300 has many attributes that stand out above its low base price, making it worthy of the “Growler” emblem on its grille and wheel caps, plus the “Leaper” atop its rear deck lid…

You can be forgiven for not noticing the mild changes made to Jaguar’s beautiful F-Type sports car as part of its 2018 mid-cycle update, but the sound emanating from the new base model’s tailpipes…

Latest News

2018 Jaguar F-Type gets 296-hp turbo-four and $10k price cut

You can be forgiven for not noticing the mild changes made to Jaguar’s beautiful F-Type sports car as part of its 2018 mid-cycle update, but the sound emanating from the new base model’s tailpipes should cause your head to spin when one passes by.

Under its long, elegant hood is a new 2.0-litre four-cylinder turbocharged “Ingenium” engine making a very healthy 296 horsepower and 295 lb-ft of torque, that when combined with its standard eight-speed Quickshift automatic transmission results in a very spirited 5.7-second sprint to 100km/h before attaining a limited top speed of 250 km/h (155 mph).

“Introducing our advanced four-cylinder engine to the F-Type has created a vehicle with its own distinct character,” said Ian Hoban, Vehicle Line Director, Jaguar F-Type. “Performance from an engine of this size is remarkable and is balanced with improved fuel efficiency and affordability, making the F-Type experience more accessible than ever before.”

The turbo four-cylinder F-Type should provide more than enough performance for many sports car enthusiasts, especially when considering that key competitors Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the Z4, and 237 for the 4C, while the aforementioned numbers line up right alongside Porsche’s dynamic duo, the 718 Cayman and Boxster that are good for 300 horsepower and 280 lb-ft of torque apiece.

In case you’re thinking the all-aluminum F-Type is more of a 911 fighter, or for that matter a good match for the larger R8, SL, i8, etcetera, you’re right in one respect. It can match or beat all of the above when powered by one of its more potent supercharged V6 or V8 engines, the new for 2018 F-Type 400 Sport special edition capable of 400 horsepower and a 4.9-second sprint to 100km/h, and F-Type SVR putting a cool 575 horsepower down to all four wheels for a 3.7-second dash to 100km/h, but more importantly the F-Type’s new $68,500 starting point, which is an even $10k less than last year’s base Coupe, makes it more affordable than all of the above except the little Audi when each competitor is upgraded to match the Jag’s standard features.

A Porsche 911, on the other hand, starts at $104,000, which is $35,500 more than the entry-level F-Type. Again, Jaguar has a full range of F-Type trims to go head-to-head with that 911 and almost any sports car currently available, which is a highly efficient way of taking on larger less exclusive brands and simultaneously delivering big value to its clientele.

No wonder the F-Type was Canada’s third most popular premium sports car last year, a position it’s carried forward throughout the first half of 2017 and could possibly surpass in Q3 and Q4 due to greater affordability of the new 2018 model. Of note, its sales already rank second in the 10 times larger U.S. market.

As noted, part of that value equation comes down to everything you get for your money, a shortlist of standard F-Type features including LED headlights with signature J-Blade DRLs, 18-inch alloy wheels, proximity-sensing keyless access with pushbutton ignition, power-folding heatable side mirrors with memory, rain-sensing wipers, an auto-dimming rearview mirror, a colour multi-information display, a powered steering column with memory, 12-way powered sport seats with memory, leather and Suedecloth upholstery, auto climate control, 8.0-inch touchscreen infotainment with a rearview camera, navigation, InControl apps (Spotify, Stitcher, Audiobooks, Accuweather, Tile, Glympse, and more, including new Jaguar ReRun developed with GoPro for creating your own video content with real-time on-board telemetry overlays such as speed, throttle position, gear selection, braking force, and g-force data, downloadable to your smartphone and therefore sharable on social media—beware of self-incrimination) and Pro Services (real-time traffic, door-to-door routing, etc), 380-watt 10-speaker Meridian audio, satellite and HD radio, rear parking sensors, an electromechanical parking brake, a performance-tuned eight-speed Quickshift automatic transmission with paddles, brake-sourced torque vectoring, auto engine start/stop, an active sport exhaust system, lane departure warning, and much more.

To be totally fair to those aforementioned competitors, most include heatable front seats and dual-zone auto climate control, both of which will cost F-Type buyers an extra $1,530 for the Climate package that also includes a heatable steering wheel and heated windshield, while a universal garage door opener is on the standard list of some rivals too, a $260 standalone option with the F-Type. Even with these options added it’s a better deal than average, however, while the ability to add auto high beams for $260 as well as lane keep assist, blindspot monitoring with rear cross-traffic alert, traffic sign recognition, an adaptive speed limiter (a.k.a. dynamic cruise control), and a driver condition monitor for just $870 when upgrading to the Drive Pack is excellent value in this class or any.

Of note, Jaguar offers a number of other option groups and features with the base F-Type too, including a $1,180 Black package that replaces chrome and body-colour exterior elements with glossy black; a $1,130 Interior Black package that adds a flat-bottom sport steering wheel with black spokes, gloss black instrument cluster dial rings, and black vent surrounds; a $2,250 Extended Leather package that adds leather-clad sunvisors and a leather headliner (the stitched leather dash top and instrument panel others charge you more for is already standard); $1,020 770-watt 12-speaker Meridian surround audio; $210 auto-dimming side mirrors; $260 configurable multi-colour ambient lighting; a $110 air quality sensor; $620 illuminated aluminum treadplates with “JAGUAR” script; a $510 powered liftgate; $290 front parking sensors; and $260 switchable active exhaust; while some of the otherwise packaged features can alternatively be purchased as standalone items. Of course, many more standard and optional features can be had when moving up through the F-Type range, semi-autonomous self-parking even available with automatic equipped models.

While the 2018 F-Type’s mid-cycle makeover is subtle, the changes make a big difference up front where new bumpers and air intakes make it easy to decipher new from old, while also allowing greater model-to-model differentiation throughout the F-Type range, with pricier more potent F-Type trims getting more aggressive, sportier front fascia designs. As noted earlier, LED headlamps are standard now, which makes sure all F-Types receive a premium-level, high-tech appearance when they pass by, while simultaneously improving nighttime visibility and therefore safety. The only noted changes to the 2018 F-Type’s rear design are slightly modified LED taillights featuring darker lenses.

“Great sports car design is about proportion and purity,” said Ian Callum, Director of Design, Jaguar. “The most challenging element of the process for designers is to focus on and maintain an exciting silhouette that promises performance. For the 2018 model year F-Type, we looked at how we could fine-tune key details to deliver even more clarity of purpose in the overall design – for the driver, the passenger and onlookers.”

While most sports car fans will be glad Jaguar kept exterior design mods to a minimum, all should be happy the interior introduces “new material options that give the car a more exotic feel,” said Jaguar in a press release. Those purchasing an entry-level model should also be glad to hear the brand’s 8.0-inch InControl Touch Pro infotainment system is now standard, its large screen, faster processing speeds and tablet-style tap, pinch and swipe gesture controls making most in-car functions work smoother, while Jaguar also promises its new slimline seats, with pressure diecast magnesium alloy frames, improve ergonomics and add comfort despite being 7.7 kilos (17 lbs) lighter. Additionally, Jaguar has added new chrome and aluminum trim inside, which “heighten the driver-focused feel of the interior and perfectly complement the enhanced interior color options,” added Jaguar in the same press release, the latter now including a Siena Tan leather option in standard models and above.

The 400 Sport special edition noted earlier uses Jaguar’s 3.0-litre supercharged V6, firms up the chassis and adds Configurable Dynamics, upgrades the brakes to larger 380-mm front and 376-mm rear rotors, bolts on a unique set of satin dark grey 20-inch alloys, gets painted in Indus Silver, Santorini Black or Yulong White metallic, and finally gets special “400 SPORT” badges on the front splitter, rear deck lid, treadplates, steering wheel, centre console, and embroidered into the headrests in yellow thread, the latter stitching used elsewhere within the interior as well. Final 400 Sport interior touches include a flat-bottomed steering wheel, anodized aluminum gearshift paddles, and 12-way powered performance seats boasting greater detail and more pronounced wings at shoulder height. All this can be had for just $97,500, which as you may recall is still less than the previously noted base 911.

Just below this model is a new $88,000 R-Dynamic trim level that builds on the 380 horsepower supercharged V6 model by adding gloss black to the front air intake bezels, front splitter, hood vents and side sills, plus a set of 20-inch dark grey diamond turned alloys.

To be clear, while the new four-cylinder comes only with an eight-speed automatic in rear-wheel drive, Jaguar will continue offering 340 and 380 horsepower versions of its supercharged V6 for 2018, the former with the choice of six-speed manual and eight-speed automatic transmissions and rear-wheel drive, and the latter with the option of the automatic and all-wheel drive. The new Sport 400 is automatic-only, but can be had with either rear- or all-wheel drive, whereas all V8-powered models get the auto with all-wheel drive, the only powertrain not yet mentioned being the carryover 550 horsepower supercharged V8. What’s more, all of the above configurations are available in two-door Coupe or Convertible body styles.

Also notable, a number of other F-Type trims receive price cuts too, including the top-line SVR that’s now $2,500 more affordable than last year’s equivalent at $139,500.

Much more has gone into the 2018 F-Type than initially meets the eye or can be covered in this story, such as extensive chassis tuning to take advantage of the lighter weight base engine, plus critically important to any new model, a comprehensive suite of available electronic driver assistance features such as autonomous emergency braking, lane departure warning, lane keep assist, and more.

Life is good behind the wheel of Jaguar’s F-Type Convertible. Few premium brands offer anything close to Jaguar’s rich sporting and luxury heritage and no modern car better embodies the spirit of…

In Our Garage

2017 Jaguar F-Type Convertible

Life is good behind the wheel of Jaguar’s F-Type Convertible. Few premium brands offer anything close to Jaguar’s rich sporting and luxury heritage and no modern car better embodies the spirit of a model that has long been considered the world’s most beautiful cars ever and one of its era’s best performing, Jaguar’s own ‘61-‘75 E-Type.

The big news for 2017 is the range-topping F-Type SVR that pushes 575 horsepower and 516 lb-ft of torque to each of its four wheels. The 550 horsepower all-wheel drive R is carried forward as well, plus the 380 horsepower S in rear- and all-wheel drive, and 340 horsepower base model, also offered in RWD and AWD.

Likewise, you can get every one of these trims as a two-door Coupe or a Convertible, the former featuring a graceful sloped rear roofline ending in a practical liftback, and the latter incorporating a high-quality fabric top ahead of a regular trunk.

The car on loan is the open-top body style with the base engine and just a few upgrades that we’ll soon divulge in an upcoming review. While it doesn’t sprint to 100km/h in a mere 3.7 seconds and top out at 195 mph (314 km/h) like the new SVR Convertible, the base roadster boasts an energetic 3.0-litre supercharged V6 capable of 5.7 seconds from standstill to 100km/h and a top speed of 260 km/h (161 mph), which is more than enough for raising the heartbeat.

Come back soon to get our insights on interior quality, overall refinement, Jaguar’s electronic interfaces and other features, the retractable roof’s ease of use, and of course how its driving dynamics measure up to competitors, while we’ll also share some thoughts about its place in the market and whether you should consider it over a Porsche 911 Cabriolet or one of its other rivals.

Stay tuned…

News & Reviews- Tag: F-Type