Don’t think that makes it boring, though: even with the electronic assists still on, you can feel the tail edging wide before the SVR is reined back in again. Interventions are well judged and subtle, helping you carry serious speed around a track. You might trouble the electronic stability control (ESC) a little less if it wasn’t for a throttle response that’s a little too sharp for these feet.
But despite giant carbon-ceramic brake rotors (£8570 extra, with forged 20in wheels) that are able slow the SVR with ease, the track isn’t the best place for it. Even with everything set to Dynamic mode, you still get a sense of the car’s mass as you fling it into bends. Its hefty kerbweight means an enthusiastically driven track day would be rather expensive, too.
No, it’s on the road where the SVR feels most at home. There, you can appreciate the feedback filtering up from the front wheels as you precisely place the nose of the car and enjoy the more supple suspension settings. While there may be a little too much body roll for the track, Sport mode for the suspension treads a fine line between body control and comfort. Yes, it’s firm, but never enough make you wince.
We also suspect the outrageously loud and theatrical exhaust might break more than a few track day noise limits. With no such trouble on the road, we’d recommend finding the nearest tunnel, switching the exhaust to loud and enjoying the NASCAR-esque noise until your ears bleed.
Inside, the new seats are easy to get comfortable in, but could have a little more bolster support for smaller individuals. The improved interior trim is also welcome, but still some way behind the material richness of German rivals. Likewise, the infotainment is sharper and more responsive but iDrive and other rotary dial-controlled systems remain easier to navigate on the move than this touchscreen.