Fast SUVs are the corset-wearers of the modern car industry. And – surprise, surprise – that fits the SUV template much better than the extra tensioning, torsioning and ratcheting done to pretty much everything else. But the best thing is that it’s not trying to be too sporty. I’d swear it actually rides better than a regular Velar, or at least the ride penalty is more than offset by the improved body control. The overall experience is reasonably supple. It rides with more control, resists roll better through corners and generally feel more composed and together when the going gets tough. There are some new suspension components and the electronic calibrations for everything from the steering and suspension to the 4WD system and active rear differential are bespoke to the SVAD. There’s a hint of coarseness on rough roads, it loses some wheel control and gets a bit jittery. One criticism I have of the standard Velar is that the driving experience isn’t quite as luxurious as the image the car portrays. That’s not to say it’s therefore worse than the F-Pace SVR, let alone the GLC 63 or X3M – it’s just different. It’s further evidence that the Velar SVAD isn’t intended to be hoofed about. And they do get hot rather easily as the Velar – not a big car, remember – weighs 2,160kg. Which you can have with red painted calipers instead of black if you want to stand out.īut they’re not carbon ceramic or even cross-drilled. There are new wheels, unique design 21s and optional 22s that each save around 2.5kg per corner over the standard Velar, and they (partially) conceal bigger brakes. Both have variable torque splits, but here around 60 per cent rather than 70 is sent aft. It is, and still linked to a permanent 4WD system that sends a little less torque to the rear axle in normal driving than its F-Pace SVR sister car (they share the same chassis underneath). It’s still the same eight-speed auto underneath isn’t it? This more restrained approach actually makes it deeply satisfying to use – and it would be better still if the gearbox realised it doesn’t need to be so keen to kickdown. It doesn’t bellow on start-up and the power delivery majors on torque (501lb ft of it, from 2,500rpm), so there’s rarely much, if any, need to venture past 4,000rpm. Aside from the fact it’s a hard-to-justify-these-days supercharged V8 (270g/km CO2 and 23.9mpg), it suits the character of the Velar rather nicely.
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