Is the SVR worth that much over the Sport Supercharged? Of course not. That $12K in optional niceties is on top of the $31,400 that the SVR tacks on to the Sport Supercharged price. In fact, our example came with $12,195 worth of optional extras (upgraded sound system, adaptive cruise control, etc.) that brought the total to a stunning $124,540. The SVR comes standard with aluminum interior trim, but our test vehicle arrived with $2300 of carbon fiber instead. There’s a near-matching set in the rear outboard positions with a flat bench portion between them for the unlucky fifth occupant. The seats are otherwise supremely comfortable. Similar to the seats in our long-term 2014 Jaguar F-type, the SVR’s chairs have integrated, nonadjustable headrests, the lower part of which will poke tall drivers in the upper back. It comes with 14-way leather seats with large side bolsters and somewhat incongruent strips of reflective material on the seatbacks and bottoms. Well, except maybe for those fender vents. But the rest of the get-up-a deeper, hungrier-looking front fascia a new rear-bumper cover for the quad exhausts the blacked-out trim and front grille and the curious black fender vents that appear to have auxiliary fender vents attached to them-is pretty subtle and tasteful. Certainly our version’s $1800 worth of intense blueness probably piqued some interest. We’re not sure all the other Range Rover and Range Rover Sport drivers in Birmingham pegged the SVR as something special. We presume that increased attention is part of what buyers are looking for if they’re shopping for an SVR. Sharp, high-frequency bumps are now felt instead of just heard, but the overall package still feels comfy enough not to call too much attention to itself. There’s a small penalty to ride quality compared with the standard Sport Supercharged. The result is impressive: The SVR feels competent and spry, if not exactly lithe or overtly playful. Further, the company swapped out the rear subframe bushings for stiffer pieces. It uses the same excellent eight-speed automatic transmission, the same suspension setup, the same four-wheel-drive system, and the same electrically assisted steering system as the lesser Sport model, but Land Rover has modified them for more immediacy and responsiveness.įor example, Land Rover has tuned the Sport Supercharged’s suspension system-four-corner air springs, adaptive magnetorheological dampers, and hydraulic anti-roll bars-for better body control and less roll. Using the same braking system as the regular Supercharged model, our SVR actually took longer to stop from 70 mph (179 feet versus 167).īut if the SVR isn’t a great deal quicker or grippier than the Sport Supercharged, it does feel a little more tensed and eager. And so the SVR could better its less expensive brother by only 0.01 g on the skidpad (0.87 to 0.86). The SVR wears the same 275/45R-21 Michelin Latitude Sport all-season tires that are optional on the Sport Supercharged. What use is there for the SVR? Judging by our track tests, not much. And that model has “Sport” right in the name. Thing is, the standard Range Rover Sport Supercharged is already a ridiculously quick brick at 4.6 seconds to 60 mph. But it is worth noting that a Dodge Viper we tested in 2005 got to 60 mph in 3.8 seconds. The last BMW X5 M we tested posted a 3.8-second run. That helped the SVR hit 60 mph in 4.3 seconds and the quarter-mile in 12.8 seconds, knocking 0.3 second off each of the standard Supercharged model’s times. So, each of the SVR’s horses has three-quarters of a pound less rhino to move than the non-SVR. And it’s only 26 pounds heavier than the last Sport Supercharged we tested. At 550 horsepower and 502 pound-feet of torque, the SVR’s engine pumps out 40 more horsepower and 41 more pound-feet of torque than the version in the standard Range Rover Sport Supercharged. To do so, Land Rover has turned up the boost on its familiar supercharged 5.0-liter V-8. With the Porsche Cayenne Turbos and M-, AMG-, and SRT-branded bulls roaming the automotive savannah, it was only a matter of time before Land Rover birthed its own version. We have come to grips with the idea that car buyers are attracted to a breed of two-and-a-half-ton performance brutes. But its not so couth that it doesn't fart on overrun. The SVR seen roaming the tony savannah of Birmingham, Michigan.
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