Jaguar

2.8L XK6 with 180hp. 4.2L XK6 with 245hp. 5.3L V12 with 272hp. 4-speed manual. 3-speed automatic. 4813mm length. Wheelbase 2762mm. Weight 1715kg. Iconic William Lyons design. Quad headlamps. Wood and leather interior. Exceptional ride quality. Benchmark luxury saloon.

4.2L inline-6 with 170hp. 5.3L V12 with 285hp. 4-speed manual rare. 3-speed automatic standard. 4902mm length. Wheelbase 2867mm. Weight 1785kg. Higher bumpers for US regs. Improved ventilation. Coupe version (XJ-C). Fuel injection on later models.

4.2L AJ6 with 205hp. 3.6L AJ6 later. 5.3L V12 with 299hp. 3-speed automatic. 4-speed auto later. 4988mm length. Wheelbase 2867mm. Weight 1800kg. Pininfarina roofline redesign. Better build quality. Last of classic shape. Highly collectible today.

3.2L AJ16 with 219hp. 4.0L AJ16 with 249hp. 6.0L V12 with 318hp. 4-speed automatic. 5010mm length. Wheelbase 2870mm. Weight 1795kg. Classic styling with modern tech. Under Ford ownership. Supercharged XJR with 322hp. Improved reliability.

3.2L AJ-V8 with 237hp. 4.0L AJ-V8 with 290hp. XJR supercharged 370hp. 5-speed automatic. 5025mm length. Wheelbase 2870mm. Weight 1780kg. New V8 engines. Last of retro styling. Super V8 luxury flagship. Timeless design language.

3.0L V6 with 238hp. 4.2L V8 with 300hp. 4.2L supercharged with 400hp. XJR with 400hp. 6-speed automatic. 5090mm length. Wheelbase 3035mm. Weight 1595kg. All-aluminum monocoque. 40% lighter structure. Retained classic proportions. Air suspension standard.

3.0L V6 diesel with 275hp. 3.0L V6 supercharged with 340hp. 5.0L V8 with 385hp. 5.0L supercharged with 510hp. XJR575 with 575hp. 8-speed automatic. 5122mm length. Wheelbase 3032mm. Weight 1875kg. 0-60 mph in 4.4 seconds (XJR575). Dramatic Ian Callum design. Panoramic glass roof. All-LED lighting. Modern luxury focus.

2.2L diesel with 190hp. 3.0L V6 diesel with 275hp. 3.0L V6 petrol with 238hp. 5.0L V8 with 385hp. XFR supercharged with 510hp. XFR-S with 550hp. 6-speed automatic. 8-speed later. 4961mm length. Wheelbase 2909mm. Weight 1710kg. 0-60 mph in 4.6 seconds (XFR-S). Ian Callum design revolution. Rotary gear selector. Pulsing start button. Departed from retro styling.

2.0L diesel with 180hp. 2.0L petrol with 250hp. 3.0L V6 diesel with 300hp. 3.0L V6 supercharged with 380hp. XF SVR contemplated. 8-speed automatic. AWD available. 4954mm length. Wheelbase 2960mm. Weight 1655kg. 75% aluminum construction. 190kg lighter than predecessor. Sportbrake estate variant. All-surface progress control. Configurable ambient lighting.

2.0L diesel with 180hp. 2.0L Ingenium petrol with 250hp. 2.0L with 300hp. 3.0L V6 supercharged with 380hp. XE SV Project 8 with 592hp. 8-speed automatic. AWD optional. 4672mm length. Wheelbase 2835mm. Weight 1495kg. 0-60 mph in 3.3 seconds (Project 8). 75% aluminum architecture. Double wishbone front suspension. Integral link rear. World's fastest sedan (Project 8). Track-focused limited edition. Torque vectoring. Configurable dynamics.

2.0L turbo with 296hp. 3.0L V6 supercharged 340hp. 3.0L V6 380hp. 5.0L V8 supercharged 495hp. F-Type R with 550hp. SVR with 575hp. R75 with 575hp. 8-speed automatic. 6-speed manual (V6 only). RWD or AWD. 4470mm length. Wheelbase 2622mm. Weight 1525kg (base). 0-60 mph in 3.5 seconds (SVR). Active exhaust with switchable valves. Active sports exhaust. Ceramic brakes option. Carbon fiber aero. Aluminium construction. Electric power steering. Active differential. Last petrol Jaguar sports car before EV transition.

2.0L diesel with 180hp. 2.0L petrol with 250hp. 2.0L with 300hp. 3.0L diesel with 300hp. 3.0L inline-6 MHEV with 395hp. 5.0L V8 SVR with 550hp. F-Pace SVR 575hp (2021+). 8-speed automatic. AWD standard. 4731mm length. Wheelbase 2874mm. Weight 1965kg (SVR). 0-60 mph in 4.0 seconds (SVR). World Car of the Year 2017. Lightweight aluminum architecture. All-surface progress control. Configurable dynamics. Activity key. Gesture tailgate. Record-breaking loop-the-loop launch stunt.

2.0L diesel with 150hp. 2.0L diesel with 180hp. 2.0L petrol with 249hp. 2.0L petrol with 300hp. 9-speed automatic. AWD standard. 4395mm length. Wheelbase 2681mm. Weight 1864kg. Record barrel roll at launch. Sport-inspired interior. Configurable ambient lighting. Activity key. Touch Pro infotainment. All-surface progress control. Towing capacity 1800kg.

Dual electric motors with 394hp and 512 lb-ft. 90kWh lithium-ion battery. Single-speed reduction gear. AWD permanent. 4682mm length. Wheelbase 2990mm. Weight 2208kg. 0-60 mph in 4.5 seconds. 234 miles EPA range. 292 miles WLTP. 100kW DC fast charging. 80% in 40 minutes. Cab-forward design. Low center of gravity. Air suspension. Torque vectoring. Pivi Pro infotainment. World Car of the Year 2019. World Green Car 2019. World Car Design of the Year 2019. First hat-trick winner.

4.0L AJ-V8 with 290hp. 4.2L AJ-V8 with 300hp. XKR supercharged with 370hp. XKR-S with 400hp. 5-speed automatic. 6-speed on later models. 4760mm length. Wheelbase 2590mm. Weight 1635kg. 0-60 mph in 5.2 seconds (XKR). Beautiful Geoff Lawson design. Successor to XJS. Coupe and convertible. Computer-aided design. Modern production methods.

4.2L V8 with 300hp. 5.0L V8 with 385hp. XKR supercharged with 510hp. XKR-S with 550hp. 6-speed automatic. Coupe and convertible. 4791mm length. Wheelbase 2752mm. Weight 1635kg (coupe). 0-60 mph in 4.2 seconds (XKR-S). All-aluminum monocoque. 40% stiffer than predecessor. Active differential. Adaptive dynamics. Last XK before F-Type.

2.5L V6 with 201hp. 3.0L V6 with 240hp. 4.0L V8 with 281hp. 4.2L V8 with 300hp. S-Type R supercharged with 400hp. 5-speed automatic. 6-speed automatic later. 4850mm length. Wheelbase 2909mm. Weight 1680kg. 0-60 mph in 5.3 seconds (R). Retro-inspired styling. Shared platform with Lincoln LS. Filled gap between X-Type and XJ. Computer Active Technology Suspension.

2.0L V6 with 156hp. 2.5L V6 with 196hp. 3.0L V6 with 231hp. 2.0L diesel with 130hp. 2.2L diesel with 155hp. 5-speed manual. 5-speed automatic. AWD standard initially. 4672mm length. Wheelbase 2710mm. Weight 1540kg. Estate variant offered. Baby Jaguar positioning. Ford CD132 platform base. Entry point to Jaguar ownership. Sales success but brand dilution concerns.

3.4L XK inline-6 producing 160hp twin overhead camshaft. First production DOHC engine. Four-speed manual transmission. Rear-wheel drive. 2590mm wheelbase. 1295kg curb weight. 200 km/h top speed (124 mph) world's fastest production car 1948. 0-60 mph 10.0 seconds. Torsion bar front suspension. Live rear axle leaf springs. Aluminum body initial 240 cars then steel. Roadster original body style. Drophead Coupe convertible. Fixed Head Coupe hardtop. London Motor Show 1948 sensation. William Lyons design stunning. Coventry England manufacturing. Only 12,055 units total all variants. American market success massive. Racing success extensive. Le Mans class victories. Mille Miglia success. Beautiful sports car icon. British sports car excellence. Post-war automotive brilliance.

3.4L XK inline-6 producing 190hp Special Equipment. Standard 190hp. Four-speed manual transmission with optional overdrive. Automatic transmission option first XK. Rear-wheel drive. 2590mm wheelbase. 1395kg curb weight. 195 km/h top speed (121 mph). Rack and pinion steering replacing recirculating ball. Stronger frame. Room for two occasional rear seats. Bumpers with overriders. Chrome trim refined. Roadster DHC FHC body styles. 8,884 total units produced. American market continued success. Grand touring refinement. British craftsmanship. Coventry manufacturing maintained. Racing success continued. More civilized versus XK120.

3.4L XK inline-6 producing 190hp to 250hp. 3.8L XK inline-6 producing 220hp to 265hp S variant. Four-speed manual with overdrive option. Automatic transmission option. Rear-wheel drive. 2590mm wheelbase. 1410kg curb weight. 210 km/h top speed 3.8S (130 mph). First production car with disc brakes all four wheels. Dunlop disc brakes revolutionary. Wider body and cabin. Curved one-piece windscreen. Roadster DHC FHC body styles. 9,398 total units produced. Last XK series before E-Type. British sports car evolution. Racing heritage maintained. Coventry manufacturing. Beautiful design evolved. Safety advancement significant.

3.4L XK inline-6 producing 250hp dry sump. Weber carburetors triple. Four-speed manual close-ratio transmission. Rear-wheel drive. 2300mm wheelbase short. 900kg curb weight extremely light. 275 km/h top speed (171 mph). Monocoque center section revolutionary. Aircraft construction methods. Magnesium body panels some. Aluminum body mostly. Aerodynamic stabilizer fin. Disc brakes all four wheels Dunlop. Le Mans 24 Hours victory 1955 1956 1957. Three consecutive years dominant. Mike Hawthorn Ivor Bueb 1955. Ron Flockhart Ninian Sanderson 1956 1957. Only 71 units produced factory. D-Type long nose variant. XKSS road-legal conversion 16 units. Steve McQueen XKSS owner famous. Jaguar racing pinnacle. British motorsport glory. Coventry Browns Lane factory. Most valuable Jaguar.

3.8L XK inline-6 producing 265hp. 4.2L XK inline-6 producing 265hp from 1964. Triple SU carburetors. Four-speed manual transmission. Optional automatic 4.2L. Rear-wheel drive. 2438mm wheelbase Roadster. 2438mm wheelbase FHC. 1219kg curb weight FHC. 241 km/h top speed (150 mph). 0-60 mph 7.0 seconds. Independent rear suspension first Jaguar production. Disc brakes all four wheels. Monocoque construction. Malcolm Sayer aerodynamic design. D-Type racing heritage. Geneva Motor Show 1961 sensation. Enzo Ferrari called it most beautiful car ever made. Roadster convertible. Fixed Head Coupe. 2+2 longer wheelbase 1966. Covered headlights. Toggle switches interior. Thin chrome bumpers. 38,419 Series 1 units all variants. British design icon permanent. Affordable supercar performance. Browns Lane Coventry manufacturing. Jaguar legend established.

4.2L XK inline-6 producing 246hp emissions reduced. Triple Zenith-Stromberg carburetors replacing SU. Four-speed manual or three-speed automatic. Rear-wheel drive. 2438mm wheelbase standard. 2667mm wheelbase 2+2. 1356kg curb weight. 230 km/h top speed (143 mph). Open headlights US regulations. Larger front indicators and tail lights. Wraparound rear bumper. Rocker switches replacing toggles. Air conditioning option. Power steering option. Cross-hatch grille opening. Collapsible steering column safety. 18,809 units produced. American market focus. Safety regulations compliance. Less pure design versus Series 1. Still beautiful British sports car. Coventry manufacturing continued.

5.3L V12 producing 272hp first production V12 since WWII. Four Zenith-Stromberg carburetors. Four-speed manual or three-speed automatic. Rear-wheel drive. 2667mm wheelbase all variants. 1544kg curb weight heavier. 235 km/h top speed (146 mph). 0-60 mph 6.8 seconds. V12 smoothness exceptional. Flared wheel arches. Wire wheels or alloy wheels. Power steering standard. Air conditioning improved. Roadster and 2+2 body only no FHC. Cross-slatted grille. Last of E-Type production. 15,287 units produced. Final British sports car grand touring era. V12 became Jaguar signature. Browns Lane Coventry final E-Types. Collector car valuable. Series 3 V12 most comfortable E-Type.

The legendary twin-cam heart of the E-Type that redefined sports car performance. This 3,781cc DOHC inline-six featured an aluminum block and head with hemispherical combustion chambers, a design derived from Jaguar's Le Mans-winning D-Type. The engineering masterpiece was its valve train: twin camshafts driven by a complex chain and gear system operating two valves per cylinder via polished bucket tappets. The cylinder head featured a 70° included valve angle and polished intake ports feeding a 9.0:1 compression ratio. The forged steel crankshaft ran in seven main bearings with a torsional vibration damper, while the connecting rods were forged H-section units. The triple SU HD8 carburetors provided progressive fuel delivery, with a dual-fuel pump system for reliability. The XK engine achieved 265 hp at 5,400 RPM, with 90% of its 260 lb-ft torque available from 2,000 RPM—a flexibility that humbled contemporary V8 designs. The cooling system used a front-mounted radiator with a thermostatically controlled electric fan, while the dry-sump oiling system in racing variants ensured reliability during sustained high-G cornering.

The advanced successor to the XK that powered the XJ40 and XJS. This 3,590cc DOHC inline-six featured a cast-iron block with an aluminum cross-flow cylinder head, employing four valves per cylinder—a first for Jaguar production engines. The valve train used shim-adjusted bucket followers with a 38° included valve angle for optimal flow. The crankshaft was nodular cast iron with twelve counterweights, running in seven main bearings. The fuel injection system used Lucas electronic fuel injection with a vane-type air flow meter, while the ignition system featured a fully mapped electronic distributor. The block employed siamese cylinder bores with cross-bolted main bearing caps for exceptional rigidity. With 9.6:1 compression, it produced 221 hp at 5,300 RPM and 236 lb-ft at 4,000 RPM. The cooling system used a dual-circuit design with an auxiliary electric pump for the heater circuit, while the oiling system incorporated a gear-type pump with a replaceable cartridge oil filter.

The all-aluminum masterpiece that modernized Jaguar's powertrain lineup. This 3,996cc 90° V8 featured dual overhead cams with four valves per cylinder and variable valve timing on the intake cams—Jaguar's first production VVT system. The block used sintered steel main bearing caps with cross-bolting, while the cylinder heads employed a 34° valve angle with sodium-filled exhaust valves. The Nikasil-coated aluminum bores provided exceptional wear resistance and heat dissipation. The forged steel crankshaft ran in five main bearings, while the connecting rods were fracture-split powdered metal. The intake system used a dual-stage variable-length manifold that switched from long to short runners at 4,100 RPM. With 10.75:1 compression and Bosch ME7.1.1 engine management, it produced 290 hp at 6,100 RPM and 290 lb-ft at 4,250 RPM. The oil system featured a gerotor-type pump with a replaceable full-flow filter, while the cooling system used a dual-thermostat design for rapid warm-up and precise temperature control.

The brutal forced-induction powerhouse that defined modern Jaguar performance. This 5,000cc 90° V8 featured an Eaton TVS R132 supercharger with twin four-lobe rotors, producing 11.6 psi of boost. The block used cross-bolted main bearings and aluminum-silicon construction with cast-in iron liners. The valvetrain featured dual overhead cams with 42° of continuous variable timing on all four camshafts. The supercharger was intercooled by a dual-circuit water-to-air system with its own dedicated cooling pump. The fuel system employed direct injection operating at 200 bar pressure, while the ignition system used individual coil-on-plug design with platinum-tipped spark plugs. The forged steel crankshaft and connecting rods were designed for combustion pressures exceeding 140 bar. With 9.5:1 compression, it produced 550 hp at 6,500 RPM and 502 lb-ft from 2,500-5,500 RPM. The oiling system used a variable-displacement vane pump with an oil-to-water cooler, while the cooling system featured a three-circuit design with separate cooling for cylinder heads, block, and supercharger intercooler.

Jaguar's modular engine family representing the pinnacle of diesel and petrol four-cylinder design. This 1,999cc inline-four featured a dual-volute turbocharger with electronically controlled wastegate and ball-bearing cartridge for reduced friction. The block used compacted graphite iron construction with integrated balance shafts, while the cylinder head employed dual overhead cams with 32° of continuous variable valve timing on both intake and exhaust. The fuel system used direct injection operating at 250 bar pressure with solenoid injectors. The valvetrain featured roller finger followers with hydraulic lash adjustment, while the combustion chambers employed a central injector position with 15.0:1 compression ratio (diesel) or 10.5:1 (petrol). The turbocharger was water-cooled and featured a low-inertia turbine wheel for spool-up below 1,500 RPM. The cooling system used a dual-thermostat design with an electronically controlled water pump. In its most potent petrol configuration, it produced 296 hp at 5,500 RPM and 295 lb-ft from 1,500-4,500 RPM, with specific output of 148 hp/liter.

The silken-smooth twelve-cylinder masterpiece that powered the Series 3 E-Type and XJS. This 5,343cc 60° V12 featured a single overhead cam per bank operating two valves per cylinder via rocker arms. The block was aluminum with iron liners, while the cylinder heads used Heron-type combustion chambers with the combustion chamber formed in the piston crown. The crankshaft was forged steel running in seven main bearings, with a vibration damper at the front and a flywheel at the rear. The fuel system employed four Zenith-Stromberg carburetors with a progressive linkage, later replaced by Lucas electronic fuel injection. The ignition system used a dual-coil, dual-distributor setup with separate circuits for each bank. With 9.0:1 compression, it produced 272 hp at 5,850 RPM and 304 lb-ft at 3,600 RPM. The cooling system featured a front-mounted radiator with twin electric fans, while the oiling system used a gear-type pump with a full-flow filter and oil-to-water cooler.

The compact forced-induction V6 that brought supercharged performance to Jaguar's volume models. This 2,995cc 90° V6 featured an Eaton TVS R132 supercharger with integrated water-to-air intercooler mounted in the vee. The block used aluminum construction with cast-in iron liners and cross-bolted main bearing caps. The valvetrain featured dual overhead cams with 40° of continuous variable timing on all four camshafts. The supercharger drive used an electromagnetic clutch that could disengage during low-load operation to reduce parasitic losses. The fuel system employed direct injection operating at 150 bar pressure, while the ignition system used individual coil-on-plug design. The forged steel crankshaft ran in four main bearings, while connecting rods were fracture-split powdered metal. With 10.5:1 compression and 14.5 psi boost, it produced 340 hp at 6,500 RPM and 332 lb-ft from 3,500-5,000 RPM. The oiling system used a variable-displacement vane pump, while the cooling system featured a dual-circuit design with separate cooling for cylinder heads and supercharger intercooler.

The race-bred V12 that powered the limited-production XJR-15 supercar. This 5,993cc 60° V12 featured dual overhead cams per bank operating four valves per cylinder via finger followers. The block was aluminum with dry-sump lubrication and Nikasil-coated cylinder bores. The valvetrain featured pneumatic springs for sustained high-RPM operation, with a 12,000 RPM capability. The fuel system used Weber-Marelli electronic fuel injection with individual throttle bodies for each cylinder. The crankshaft was forged from 4340 steel and ran in seven main bearings, while connecting rods were titanium to reduce reciprocating mass. The cylinder heads featured pent-roof combustion chambers with 38° included valve angle and sodium-filled exhaust valves. With 11.0:1 compression, it produced 450 hp at 7,000 RPM and 420 lb-ft at 5,500 RPM. The complete engine weighed just 495 pounds, achieving a remarkable 0.91 hp per pound—a benchmark for naturally-aspirated V12 performance in the early 1990s.

The most powerful production Jaguar engine ever built, developed for the limited-edition Project 8. This 5,000cc 90° V8 featured an upgraded Eaton TVS R174 supercharger with larger 1.74L displacement and increased boost pressure to 18.0 psi. The block used reinforced main bearing caps and high-strength aluminum-silicon alloy construction. The valvetrain featured dual overhead cams with 42° of continuous variable timing on all four camshafts, plus variable valve lift on the intake side. The supercharger intercooling system used a dual-pass water-to-air heat exchanger with its own dedicated cooling circuit. The fuel system combined direct injection (200 bar) with port injection (5 bar) for optimal combustion across the operating range. The forged steel crankshaft and connecting rods were designed for combustion pressures exceeding 160 bar. With 9.5:1 compression, it produced 592 hp at 6,500 RPM and 516 lb-ft from 3,500-5,000 RPM. The dry-sump oiling system featured a three-stage scavenge pump and oil-to-water cooler, ensuring reliability during high-G cornering on track.

Jaguar's sophisticated diesel V6 that combined refinement with exceptional torque. This 2,993cc 60° V6 featured a variable-geometry turbocharger with electronic actuation and water-cooled bearing housing. The block used compacted graphite iron construction with bedplate reinforcement, while the cylinder heads employed dual overhead cams with 26° of variable timing on all four camshafts. The fuel system used common-rail direct injection operating at 2,000 bar pressure with piezoelectric injectors. The combustion chambers featured a re-entrant bowl design in the piston crowns for optimal air-swirl, while the cylinder head incorporated twin glow plugs per cylinder for cold-start performance. The turbocharger used a variable nozzle turbine with 360° swivel vanes, while the exhaust system featured a dual-stage particulate filter. With 16.5:1 compression, it produced 275 hp at 4,000 RPM and 443 lb-ft from 2,000-2,500 RPM. The balancing system employed two counter-rotating balance shafts running in roller bearings, while the oiling system used a variable-displacement vane pump with oil-to-water cooler.

The groundbreaking twin-charged powerplant developed for the C-X75 prototype. This 1,598cc DOHC inline-four featured both a turbocharger and supercharger in series, with an electromagnetic clutch to disengage the supercharger at high RPM. The block used aluminum construction with plasma-sprayed cylinder bores, while the cylinder head employed dual overhead cams with 50° of continuous variable timing on both intake and exhaust. The turbocharger was a twin-scroll BorgWarner unit with electronic wastegate, while the supercharger was an Eaton TVS R40 with integrated intercooler. The fuel system used direct injection operating at 300 bar pressure, while the ignition system employed twin spark plugs per cylinder. The forged steel crankshaft ran in five main bearings, while connecting rods were titanium. With 10.9:1 compression and 29.0 psi combined boost, it produced 502 hp at 10,300 RPM and 280 lb-ft from 3,000-8,000 RPM. The dry-sump oiling system used a four-stage scavenge pump, while the cooling system featured separate circuits for cylinder heads, turbocharger, and supercharger intercooler.

Jaguar's first all-electric powertrain that redefined performance SUV expectations. The system featured two permanent magnet synchronous motors—one per axle—producing 394 hp and 512 lb-ft combined. Each motor used a hairpin winding stator design for maximum power density and cooling efficiency, with a maximum rotor speed of 13,500 RPM. The power electronics employed silicon carbide MOSFET inverters operating at 94% efficiency, with direct cooling of the power modules. The 90 kWh lithium-ion battery pack used 432 pouch cells arranged in 36 modules, with a liquid cooling system maintaining optimal temperature during performance driving. The battery management system featured cell-level monitoring with active balancing, while the DC-DC converter provided 12V power. The system employed torque vectoring across the rear axle using independent clutch packs, while regenerative braking provided up to 0.4G deceleration. The complete powertrain achieved 0-60 mph in 4.5 seconds while delivering EPA-rated range of 234 miles, with DC fast charging capability of 100 kW.

The final evolution of Jaguar's classic inline-six, featuring comprehensive electronic management. This 3,980cc DOHC inline-six employed four valves per cylinder with a 38° included valve angle and sodium-filled exhaust valves. The block used cast iron construction with cross-bolted main bearing caps, while the cylinder head was aluminum with direct-mounted ignition coils. The fuel system used Bosch Motronic 5.2 engine management with sequential fuel injection and adaptive learning. The intake system employed a variable-length manifold with dual-runner design that switched from long to short runners at 4,800 RPM. The crankshaft was nodular cast iron with eight counterweights, while connecting rods were fracture-split powdered metal. With 10.0:1 compression, it produced 245 hp at 4,800 RPM and 289 lb-ft at 4,000 RPM. The cooling system used a dual-thermostat design with an auxiliary electric pump, while the oiling system incorporated a gear-type pump with oil-to-water cooler and replaceable cartridge filter.

The ubiquitous and highly acclaimed ZF 8-speed automatic that serves as the backbone of modern Jaguar's lineup. Used in everything from the sports car F-Type to the SUV F-Pace and even as the gearbox for the electric motor in the I-Pace, this transmission is renowned for its versatility, shift speed, and smoothness. In Jaguar applications, it is meticulously calibrated to deliver imperceptible shifts in Comfort mode and lightning-quick, crisp shifts in Dynamic mode. It features a wide 7.0:1 ratio spread and an intelligent control system that can skip multiple gears during downshifts. The Quickshift function allows for double-declutching downshifts and torque-blipped upshifts for a more engaging experience. Its integration is so seamless that it perfectly complements the character of every engine, from the turbo-four to the supercharged V8.

The transverse 9-speed automatic transmission used in Jaguar's front-wheel-drive based platforms, the E-Pace and certain XE models. Designed for compact packaging and maximum fuel efficiency, this transmission achieves an exceptionally wide 9.81:1 ratio spread. It utilizes a unique dog clutch engagement for some gears to reduce parasitic losses. The shift strategy is finely tuned for Jaguar, prioritizing smoothness in normal driving while providing responsive kick-down and paddle-shift operation. The inclusion of a very tall ninth gear allows for extremely low engine RPM during highway cruising, contributing significantly to reduced fuel consumption and cabin noise. While not as performance-oriented as the longitudinal ZF 8HP, it delivers a refined and efficient driving experience appropriate for its vehicle segments.

The robust 6-speed manual transmission offered in performance-oriented Jaguars like the X100-generation XK and the S-Type R. Sourced from ZF, this was a strong, precise gearbox designed to handle high torque outputs. It featured a direct, mechanical shift linkage that provided a satisfyingly positive and crisp action, though the throw was moderately long. In the supercharged S-Type R, it was the only transmission that could fully handle the car's power without limitations, offering a pure and engaging driving experience that was rare for a luxury sports sedan. Its presence in these models was a nod to driving purists and added a layer of raw, mechanical interaction that contrasted with the brand's typical focus on automated luxury.

The iconic and uniquely Jaguar J-gate shifter used with the ZF 4HP24 4-speed automatic transmission in models like the X300/X308 XJ and the XK8. This mechanical shifter gate was shaped like a 'J,' allowing the driver to slide the lever to the right and then push forward or backward for manual gear selection. While it only offered first, second, third, and drive (with no lock-up in manual mode), it provided a sense of control and sporting intent that was unique in the luxury car world. The transmission itself was renowned for its buttery-smooth, almost imperceptible shifts under normal driving, embodying the classic Jaguar virtue of serene, high-speed cruising. The combination of the tactile J-gate and the silky transmission became a beloved signature of the brand during the 1990s.

The 7-speed automatic transmission sourced from Mercedes-Benz and used in the facelifted Jaguar X-Type. This was part of a component-sharing agreement with Ford, which owned both Jaguar and Volvo at the time. The 722.9 (also known as 7G-Tronic) was a sophisticated unit for its era, offering smooth shifts and a wide ratio spread. Its integration into the X-Type gave the car a more premium feel compared to its Ford Mondeo roots. The transmission featured adaptive control and a manual mode, providing a competent and refined driving experience. While not a 'Jaguar-designed' transmission, it was a capable and reliable unit that served the X-Type well in its quest to compete with German compact executive sedans.

The simple yet highly effective transmission system in the all-electric Jaguar I-Pace. Unlike internal combustion engine cars, the I-Pace uses a single-speed, fixed-ratio reduction gearbox for each of its two electric motors (one per axle). There are no gears to change; power from the motors is delivered directly to the wheels through this reduction gear, which optimizes the motor's RPM for vehicle speed. This setup provides instantaneous, seamless, and continuous acceleration with no shift interruptions. The lack of a multi-speed transmission reduces weight, complexity, and power loss. The coordination between the two motors and their respective gearboxes is managed by the vehicle's advanced software, which also handles torque vectoring for improved handling and stability.