![]() ![]() ![]() Pushing the SVR through its paces proved that the tweaks are far more than skin deep: The chassis enjoys new tuning with better damping and spring rates, while the aero package adds lower, sharper sides and a rear spoiler. It’s only once the person in the driver’s seat starts to engage with the Jag that things really spring to life. (Turns out, of course, that Jaguar is well aware of the benefits the slimline performance seats are standard on the SVR SUV.) I’m sure my drive partner was freaked out by my fixation on his headrest, but I couldn’t help it. Once my drive partner and I set off on our test drive, I suddenly found myself fixated on the F-Pace SVR’s headrest, noting how remarkably thin it was, and how that must have major benefits for rear-seat room and overall cabin airiness. They’re tight, firm, and remarkably thin, compared with the bulky thrones most luxury vehicles arrive with. The thing that struck me first about the F-Pace SVR was actually the seats. So testing the F-Pace along the countryside near Nice and Saint Tropez yielded much in the way of perspective-and visceral thrill. But by any objective measure, the pavement of the French countryside just north of the Riviera is enthralling, adequately challenging anyone with an itchy right foot. I prefer long stretches of gently swaying racing lines and sweeping arcs-speed over acceleration, with a reasonable expectation of being able to push the steering to the limits at ridiculous speeds as you dive into the occasional bend. Of course, this is entirely personal preference some drivers love abundant hairpin turns in mountain twisties, others are all about 12-mile-long desert straights. Review: Southern France, I found, has some of the best roads in the world. Also, consider the basic Porsche Cayenne, which isn’t as fast or powerful, but is still fun-and comes in more than $10,000 less than the F-Pace SVR. Both offer similar power and performance numbers, but for tens of thousands more than the Jag’s $80,000 price tag. Example: the window controls, which are used frequently, sit high up on the door sill out of natural reach-while the seat memory controls, used only rarely, are right at your fingertips on the armrest.Īlternatives: The Mercedes-AMG GLC 63 S would be a good start, followed by the BMW X5 M. Watch Out For: The F-Pace’s occasionally awkward design touches-though “quirky” is a more generous interpretation. (Nor should the particularly eco-conscious, as the supercharged V-8 delivers a scant 18 miles per gallon combined.) In other words, it feels like a fantastic place to be-and conquer the world from. The F-Pace delivers both the commanding view of an automotive high-rise along with the firm cosseting of a true performance vehicle. Who It’s For: Anyone who wants a morning blast of giddyup on the way to work. The F-Pace SVR isn’t quite that over-the-top, but it’ll still grab people’s attention. It’s got ultra-growly acoustics, of the sort not seen on a Jaguar seen since the F-Type roadster popped onto the scene with its crackling, popping exhaust note. That means plenty of power and grip under hard driving. Its sleek aerodynamic treatment, including functional hood vents and side ports, work to keep temperatures in check and improve aerodynamics. The Good: Significant grunt from the supercharged V-8 makes this an unquestionably fun SUV. It doesn’t deploy many fancy performance parlor tricks, but it uses a lot of engineering finesse and know-how to reign in this SUV’s top-heavy mass and make it a legitimate performance vehicle…one that can also make Ikea runs. Now, Jaguar is entering the fray with the SVO-that’s Special Vehicle Operations-version of its F-Pace. The new Lamborghini Urus is enough to make the case for that on its own-but others from Porsche, Mercedes-AMG, and BMW abound as well, bringing such high-powered enablers as active anti-sway bars and hyper-responsive suspension systems to the crossover game. This year could very well go down in history as the year of the legitimization of the super-sporty SUV. ![]()
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