The 62kWh battery offers a range of up to 200 miles. The most extreme version of the latter delivers 240kW (320bhp) of power and an almost unfeasible 3,900NM (2,848 lb/ft) of torque at the wheels, enabling 0-60mph in just 3.8 seconds.

There are kits for Series II and III Land Rovers, plus a 911 kit for G-body or 964 Porsches. This has now been expanded to include Defender HV kit with up to 93kWh of battery capacity and CCS DC charging, for Land Rover 90, 110, 127 and 130 models. The range kicked off with a Land Rover kit for agricultural conversions, prototyped at Glastonbury’s Worthy Farm. Electrogenic Drop-In KitsĮlectrogenic’s concept with its kits is to provide an easier solution for electrifying a variety of common classics. The kit is compatible with Series 1 to 3 Jaguar E-types. There will of course be the cost of a donor car on top of this, plus any refurbishment that might be required to that vehicle. The conversion kit costs a little over £80,000, but prices will vary, and in the USA it will be around $120,000. The cars offer DC rapid charging using CCS, enabling a 100% charge in around 45 minutes, although the one I tried only offered a US AC charging port because it was for an American customer with this requirement. However, this involves greater chassis modifications, which are currently not allowed in the UK. For the American market only (for the time being), there’s also a version with the more powerful motor and a 63kWh battery that offers over 200 miles of range. This enables 0-60mph in under five seconds and 160 miles of range. The one I drove is the base model, but there is a more powerful option with a 150kW (200bhp) motor delivering 840Nm (613 lb/ft) of torque plus a 48kWh battery. You might miss the engine note, but with the top down there are plenty of other sensory inputs to enjoy, including the whine of the electric motor up front, which grew on me during my test drive.Įlectrogenic now offers three E-type electrification packages.

This is a car you would look forward to driving, but with the reliability of electric instead of an unpredictable inline six that might not start when you want it to. It’s a period experience, but that’s why you would have this conversion in the first place.

As a car for local trips down the pub (within drinking limits) or to the golf course, there will be a sense of occasion every time.

But it showed that the level of involvement with the Electrogenic E-type is still exceptional, albeit very different. Obviously, the steering, throttle and brake response were all in a different league. Electrogenicįor comparison, I was able to take my own Tesla Model 3 Performance round the track for a few laps. An electric motor and batteries now sit where the inline six-cylinder once was.

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