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Round the sweeping bend at the far end of the test track, Becker talked about the concept of “power in reserve”, where the car avoids the normal EV characteristic of an instant surge of acceleration that tails off when you’re up to motorway speeds.
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Admittedly, this is easier to achieve when you’ve got about 1,000bhp on tap, but Becker illustrated the point by showing how quickly it surges upwards from 120mph, effortlessly hitting 148mph before the end of the straight. The long sweeping bend revealed significant body roll, but the car was in ‘Comfort’ mode, rather than ‘Dynamic’. “It’s designed to be very comfortable over long distances,” Becker explained. “But it will still go silly – believe me, it will drift!”
However, Jaguar isn’t building a sports car, despite the fundamentally ridiculous four-figure power. “We have engineered in the ‘Jaguarness’,” he said. “It’s not trying to be a Porsche Taycan; it’s a GT, so we want comfortable, isolated, effortless performance.”
At the moment there aren’t any artificial noises that accompany the drive, as we have seen with BMW, Hyundai and various others, but they are coming, and are currently being worked on by a team of musicians. However, Becker promised they will be both subtle and mutable.
Part two of our ride tackled a more demanding and twisting handling track, where the biggest surprise is how well the Jaguar landed from a high-speed crest, dropping on its four-corner air suspension in a calm and controlled way. “Like a Jaguar should,” was Becker’s verdict; the brand is desperate to make the case for this being a ‘proper’ Jaguar, and he said it’s a car he’s happy to have his name attached to.
Of course, we won’t know anything for sure until we drive it, which is likely to be late in 2026, but the early signs are promising.
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