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Prince Harry drove Meghan Markle to their Royal Wedding reception in this electric Jaguar

Well over a billion people all over the world tuned in to watch the Royal Wedding of Prince Harry and Meghan Markle this morning, but now that it's all said and done, it's time to direct our attention to the car that the newly crowned Duke and Duchess of Sussex drove to their reception. The Jaguar E-Type Zero first debuted in September of 2017, but it's getting a whole heck of a lot more press today than it did then. Welcome to the Royal Family, Jag. Jaguar left as much of the original 1968 Series 1.5 E-Type in tact as possible while replacing the original inline-six engine with an electric motor and battery pack. Enough power is sent to the rear wheels to push this feline from 0-62 in just 5.5 seconds. That means it's quicker now than it was when new and chugging on gasoline. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. The E-Type Zero's range of 170 miles is way more than enough to whisk the happy couple away from Windsor Castle to Frogmore House on the Windsor Estate, where Harry's father, the Prince of Wales, is hosting their wedding reception. But if it were to run out of juice, its 40kWh battery can be recharged in under 7 hours. Want one of your own? The Daily Mail says it'll cost GBP350,000 (that's over $470,000 here in the States). Just don't expect a customized license plate to match the date of your wedding. Related Video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.

2023 J.D. Power APEAL Study shows new-car customer satisfaction scores slip

J.D. Power survey results have been slightly up but mostly down for automakers this year, literally. In February, the 2023 Vehicle Dependability Study showed an overall decline compared the 2022 a month before the Customer Service Index Study did the same. The trend reversed in June with a better overall score on the 2023 U.S. Electric Vehicle Consideration Study than in 2022, then declined again the same month on with a lower overall score on the 2023 Initial Quality Study. The declines continue with the 2023 J.D. Power U.S. Automotive Performance, Execution and Layout (APEAL) Study, overall satisfaction among the 84,555 respondents down two points overall compared to 2022, to 845 out of 1,000 points. Because last year's score dropped compared to 2021, this year marks the first consecutive decline in the study's 28-year history. The study tries to "[measure] owners' emotional attachment and level of excitement with new vehicle" after 90 days of ownership by asking new owners to rate 37 attributes in 10 areas around the vehicle, such as the feeling they get when they hit the accelerator. Satisfaction with nine of the attributes is down this year versus last, fuel economy the only segment to show better results with 15 points more satisfaction. Styling and infotainment are big drags on satisfaction. Responses to new car exterior looks tallied 888 points, down from 894 last year, the largest drop in this year's study. On the digital side, less than half of those surveyed this year said they prefer using a manufacturer's built-in infotainment. From 70% of respondents in 2020 preferring to use a manufacturer's in-house software to play audio instead of Android Auto or Apple CarPlay, that's 56% in 2023. Going all-in on Google appears to have the best effect. J.D. Power said that vehicles with both Google's Android Automotive Operating System (AAOS) and Google Automotive Services (GAS) "score higher in the infotainment category than those with no AAOS whatsoever. AAOS without GAS receives the lowest scores for infotainment of the three categories."  Frank Hanley, senior director of auto benchmarking at J.D. Power, said, "Despite the technology and design innovations that manufacturers put into new vehicles, owners are lukewarm about them. While innovations like charging pads, vehicle apps and advanced audio features should enhance an owner’s experience, this is not the case when problems are experienced.

Eagle Lightweight GT meticulous Jaguar restomod is 'the best an E-Type can be'

England claims so many boutique, specialist car companies doing such sensational work that if an artist were to draw a national muse for Britannia, she would hold a scepter in one hand and a gear shift in the other. Next up in the island's crowded showroom of posh vehicular gems, Eagle presents its Lightweight GT. The slinky coupe started as a Series 1 Jaguar E-Type (built from 1961 to 1968), then, after 8,000 hours of work in the chrysalis of Eagle's East Sussex workshops, the coupe emerges as a modern and much more comfortable version of Jaguar's factory Lightweight racers from 1963. Some context: After Jaguar stepped away from racing in the late 1950s, the company decided to convert 25 incomplete D-Type chassis into the road-legal XKSS roadster. Come 1962, with the D-Type and competition still on its mind, Jaguar toyed with its new E-Type road car to create the Low Drag Coupe for competition. The factory built just one, powered by a mightier version of the 3.8-liter straight-six in the E-Type that used a wide-angle cylinder head designed for the D-Type. The next year, Jaguar's racing fancy expressed itself in the E-Type Lightweight, still harking back to the D-Type with all-aluminum bodywork and an aluminum block for the 3.8-liter. The automaker planned to fabricate 18 Lightweights, but only got around to building 12. The Lightweights didn't dominate any of the big races, but privateers put them to effective use in smaller series. Their pedigree, aura, and multi-million-dollar valuations convinced Ford to debut an Advanced Lightweight Coupe Concept at the 2005 Geneva Motor Show, and in 2014 convinced Jaguar to complete the six remaining cars in the 18-car build.      Enter Eagle. After its Speedster, Low Drag GT and Spyder GT, the firm calls the Lightweight GT the answer to the question, "What’s the best an E-Type can be?" The hand-formed aluminum skin takes 2,500 hours to shape, revised slightly for better aerodynamics and comfort. A deeper ramp angle in front leads to deeper side sills, which bolster chassis stiffness, and with a lower floorpan, put the driver lower in the car and give him more headroom. Larger wheel arches fit 16-inch magnesium alloy versions of the peg-drive wheel Dunlop introduced in 1954, an inch larger than the wheels on the original Lightweights, and aluminum, three-eared knock-offs. There's steeper rake to the windshield and backlight.