Our comprehensive guide to the top seven specifications you need to know about on the new Jaguar Type 01 comes with engineering animations! Don’t say we didn’t give you all the information..

Looking for a more general guide to the all new Jaguar? Read our article detailing the launch here:

Body and battery

01  The Impossible Panel: keeping the difficult detail

The rear quarter brings five planes together, with three feature lines meeting at one point. Jaguar says conventional pressing practice favours no more than three planes, sweeping curves and no acute angles. The brief here was a crisp shape suggesting the flick of a pen, which explains why simply rounding off the difficult intersections would have missed the point.

More than 1,500 hours of development produced a six-stage cold-forming process at Halewood, using 2,500 tons of pressing force in a machine four storeys high. Jaguar credits traditional pressing skills and expertise, and says the process adds no manufacturing time. The achievement is repeatability, not merely producing a single spectacular example for a show stand.

There is an aerodynamic role too. Jaguar describes the rear-quarter contours, sculpted underfloor and upright tail as working together to manage air along the sides and off the rear. The panel I admire for its appearance is also part of the efficiency story.

02  The battery: making every millimetre count

The 118kWh usable lithium-ion battery contains 200 prismatic cells using Jaguar’s NMC chemistry. Their terminals sit at the sides, not on top, while integrated longitudinal busbars provide the electrical connections without conventional interconnecting cables. Jaguar says the result devotes 80 per cent of the pack’s height to energy storage; that is a packaging claim, not an efficiency percentage.

The pack extends ahead of the passenger compartment, while a split in the underfloor arrangement creates additional vertical legroom for rear passengers. It connects directly to the chassis to contribute rigidity. A patented high-voltage junction box, 350mm ahead of the bulkhead, houses the Battery Energy Management system and doubles as a front suspension strut brace.

The point is not just fitting a large battery into a car. It is finding space for the energy, the occupants and the structure without lifting the roofline. Development also included immersing a hot pack 20 times in ice-cold water at a depth of one metre to examine its response to sudden temperature changes.

03  Tri-Apex Node: structure that makes room for performance

Extending the battery ahead of the passenger compartment requires a structure that can manage a frontal impact around that layout. Jaguar’s Tri-Apex Node elements distribute impact energy and help make the additional battery space possible without increasing the vehicle’s height.

The resulting arrangement accommodates 32 additional cells. Jaguar attributes up to 70 miles of range and 150PS to that extra capacity, contributions already incorporated into the finished car’s headline figures rather than an optional boost to add afterwards.

This is one of the less obvious connections between the appearance and the engineering. The long bonnet is not simply an ornamental reminder of a big engine that has disappeared; the space beneath it is being used to help achieve the electric car’s proportions and capabilities.

Drive and control

04  Rear EDU: two motors, one compact installation

The rear electric drive unit, or EDU, combines two permanent-magnet motors within a single compact casing. Each rear motor is rated at 310kW, alongside the 260kW front motor, but Jaguar’s stated combined vehicle maximum remains 1,030PS. The individual motor ratings are not a second, higher power figure for the car.

The compact rear installation helps preserve luggage space, while immersion-cooled end windings manage heat within the motors. Jaguar quotes up to 95 per cent peak motor efficiency; that should not be mistaken for the efficiency of the whole car throughout a journey.

Front and rear reduction ratios are 8.76:1 and 7.72:1 respectively, chosen to support high-speed efficiency and refined cruising. With the rear motors controlled individually, Intelligent Torque Vectoring can adjust their outputs to help the car turn and maintain traction. Packaging, cooling and control are therefore as important to this unit’s appeal as its output.

05  Propulsion: making the power useful

The silicon-carbide inverters convert the battery’s direct current into alternating current for the motors, changing their switching frequency between 2kHz and 20kHz to suit efficient operation. Jaguar links their development to Formula E experience and says Integrated Traction Management reduces torque reaction time from 100 milliseconds to as little as one millisecond.

The same system can save energy when full performance is unnecessary. Patent-pending Inverter Deactivation Technology turns off the rear motors for suitable light-load cruising, leaving the front motor to maintain progress. Jaguar credits this with up to 18 miles of range, not an extra allowance to add to the published total.

ThermAssist manages heat between the drive units, battery and cabin, recovering surplus motor heat where useful and preparing the battery for charging. Bosch VDC 2.0 predictive stability software coordinates the car’s systems to anticipate instability. The attraction is not just having substantial power available, but delivering it with control and avoiding unnecessary energy use when you would rather relax.

Airflow and stability

06  The active rear spoiler: efficiency first, stability when needed

The patent-pending rear spoiler has three operating states. At low speeds it remains hidden, preserving the rear profile. Above 50mph, it deploys to seven degrees to reduce drag; Jaguar attributes up to three miles of range to that position. The car also lowers by 15mm when cruising with the spoiler active.

Beyond 96mph, the spoiler changes to a 21-degree aero-balance setting and can generate up to 75kg of downforce to improve stability. Jaguar says this setting retains the same aerodynamic efficiency as when the spoiler is hidden.

The first deployment is intended to make the car more efficient, while the steeper position provides additional aerodynamic loading at higher speeds. It is a working part of the touring and high-speed behaviour, rather than a flourish added solely to announce the performance.

07  Active aero: the work behind the clean shape

The Active Vanes pivot between closed and open positions to balance cooling demand against aerodynamic efficiency. Closed, they preserve the clean front surface; open, they feed air to the brakes and propulsion system. The central vanes also provide cooling airflow during charging in extreme temperatures. Jaguar credits the system with up to 27 miles of range.

There is less visible work around them. More than 7,000 wind-tunnel tests helped refine the shape, and Jaguar says adjustments of just millimetres at the front corner, redirecting air down the sides and towards the rear, contributed 12 miles of range. Patent-pending lightweight wheel inserts are also shaped to optimise airflow.

Together with the underfloor, rear-quarter surfaces and deployable spoiler, these details support the claimed drag coefficient of 0.23.