Don’t let the bluff angle fool you – the shape still achieves a drag coefficient of 0.23. Coupled with a 118 kWh (usable) battery pack, that should allow about 400 miles (644 km) on a single charge, though a formal EPA estimate will surface closer to the car’s arrival in US dealerships in mid-2027. The pack – many examples of which I saw on a recent visit to one of Jaguar Land Rover’s factories in the English Midlands – operates at 850 V, and Jaguar says a 350 kW DC fast charger takes the battery from 10-80 percent in 22 minutes.
Although Jaguar had no new cars for sale, it was not completely asleep; there is indeed a fairly effective Formula E program. A few weeks ago, that powertrain scored its third team championship in four years, adding a second title for the Jaguar TCS Racing squad (the third being the Client Envision Racing Team). And over the years, Jaguar’s boffins have actually learned a lot about how to design, build and operate electric powertrains that are both powerful and efficient, and that work has direct benefits for road-driving EVs.
The view from behind.
Credit: Jaguar
The view from behind.
Credit: Jaguar
Here we can see that in the Type 01 silicon carbide inverter and the car’s traction control system, to name just two. Add a 50:50 weight distribution, all-wheel drive, all-wheel steering, and 1,015 hp (757 kW) and 1,007 lb-ft (1,365 Nm) and the Type 01 should have driving dynamics to justify the expected $120,000 – $130,000 MSRP.
But no one cares about that, because it seems that mostly everyone is just angry about the way it looks. “You’ve built some classic cars along the way, shame your last one sucks,” a colleague said this morning. “I’m not sure who that jaguar is supposed to appeal to. Zero personality boss maybe?” asked another. “Still better than the Cybertruck,” said a third, all of whom remain nameless.