Don’t let the bluff angles fool you—the shape still achieves a drag coefficient of 0.23. Coupled with a 118 kWh (useable) battery pack, that should allow for about 400 miles (644 km) on a single charge, although a formal EPA estimate will show up closer to the car’s arrival in US dealerships in mid-2027. The pack—many examples of which I saw being manufactured on a recent visit to one of Jaguar Land Rover’s factories in the English Midlands—operates at 850 V, and Jaguar says that a 350 kW DC fast charger will take the battery from 10–80 percent in 22 minutes.
Even though Jaguar hasn’t had any new cars to sell, it hasn’t been entirely dormant; there’s a rather effective Formula E program, after all. 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 customer 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 to road-going EVs.
The view from behind.
Credit:
Jaguar
Here, we can see that in the Type 01’s silicon carbide inverters and the car’s traction control system, to name but two. Add in 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 any of that, because it seems mostly they’re all just mad about the way it looks. “You made some classic cars along the way, too bad your final one sucks,” said one colleague this morning. “I’m not sure who that Jaguar is meant to appeal to. Zero personality executives maybe?” asked another. “Still better than the Cybertruck,” said a third, all of whom will remain nameless.