Jaguar Models



1948 Mark V drophead coupé cabriolet

The renamed Jaguar company started production with the pre-war 1.5, 2.5 and 3.5-litre models, which used engines designed by the Standard Motor Company. The 1.5-litre four-cylinder engine was still supplied by Standard but the two larger six-cylinder ones were made in house. These cars have become known unofficially as Mark IVs

The first post-war model was the September 1948, Mark V available with either a 2.5-litre or a 3.5-litre engine. It had a slightly more streamlined appearance than pre-war models, but more important was the change to torsion bar independent front suspension and hydraulic brakes. In the spring of 1948 Lyons had returned from the USA, reporting that Jaguar's individuality and perceived quality attracted the admiration of American buyers accustomed to the virtual uniformity of their home-grown vehicles.

Class E-1

The 1948 XK120 was a breakthrough both for Jaguar and post-WWII sports cars.

The first big breakthrough was the launch in October 1948 of their new record-breaking engine design in their XK120 sportscar to replace the prewar SS Jaguar 100. It was powered by a new twin overhead camshaft (DOHC) 3.5-litre hemi-head six-cylinder engine designed by William HeynesWalter Hassan and Claude Baily. The XK100 4-cylinder 2-litre version had broken records in Belgium, travelling at 177 mph. This XK engine had been designed at night during the war when they would be on fire watch in the factory. After several attempts, a final design was achieved. That is until owner William Lyons said "make it quieter". The sportscar bearing its prefix X had originally been intended as a short production model of about 200 vehicles. A test bed for the new engine until its intended home, the new Mark VII saloon, was ready.

1950 "Grace ... Space ... Pace" Jaguar Mark VII

The second big breakthrough was the large Mark VII saloon in 1950, a car especially conceived for the American market, and Jaguar was overwhelmed with orders. The Mark VII and its successors gathered rave reviews from magazines such as Road & Track and The Motor. In 1956 a Mark VII won the prestigious Monte Carlo Rally. The XK120's exceptional reception was followed in 1954 by an improved XK140, and then in May 1957 a fully revised XK150.

Class H

1960s Mark 2 became one of the most recognisable Jaguar models ever produced.

In 1955, the Two-point-four or 2.4-litre saloon (named by enthusiasts 2.4 Mark 1) was the first monocoque (unitary) car by Jaguar. Its 2.4-litre short-stroke version of the XK engine provided 100 mph (160 km/h) performance. In 1957, the 3.4-litre version with disk brakes, wire wheels and other options was introduced, with a top speed of 120 mph (190 km/h). In October 1959, an extensively revised version of the car with larger windows and 2.4, 3.4, and 3.8-litre engine options became the Mark 2. The 3.8 Mark 2 was popular with British police forces for its small size and 125 mph (201 km/h) performance.

1963 open two-seat E-Type launched in 1961

The Mark VIII of 1956 and Mark IX of 1958 were essentially updates of the Mark VII, but the oversized Mark X of 1961 was a completely new design of a large saloon with all-round independent suspension and unitary construction. The independent rear suspension from the Mark X was also incorporated in the 1963 S-Type, a Mark 2 lengthened to contain the complex rear suspension, and in 1967 the Mark 2 name was dropped when the small saloons became the 240 / 340 range. The 420 of 1966, also sold as the Daimler Sovereign, put a new front onto the S-type, although both cars continued in parallel until the S-Type was dropped in 1968. The slow-selling Mark X became the 420G in 1966 and was dropped at the end of the decade.

Series 1 XJ6 launched in 1968

Of the more recent saloons, the most significant is the first XJ (1968–1992). Jaguar was saved by the equally capacious, but very much trimmer new XJ6. In 1972, the 12-cylinder engine was introduced in the XJ12, while simultaneously being offered in the Series 3 E-Type. From 1968 on, the XJ saw minor changes, first in 1973 (from Series I to Series II), then in 1979 (to Series III). The most luxurious XJ models carried either the Vanden Plas (US) or Daimler (rest of world) nameplates. The Jaguar XJ was in production from 1968 to 2019, with the first generation being the last Jaguar car to have creative input from the company's founder, Sir William Lyons, although this is disputed as some Jaguar historians claim that the second generation XJ – the XJ40 series – was the last car which Lyons had influenced. The XJ40 was originally launched in 1986 and went through two major revamps in 1994 (X300) and 1997 with the introduction of a V8 engine (X308), and a major advance in 2003 with an industry-first aluminium monocoque chassis (X350), for a total production run of 17 years.

XJ X351

Jaguar XJ 2009–2019

When the third generation XJ – the X350 – arrived in showrooms in early 2003, while the car's exterior and interior styling were traditional in appearance, the car was completely re-engineered. Its styling attracted much criticism from many motoring journalists who claimed that the car looked old-fashioned and barely more modern than its predecessor, many even citing that the 'Lyons line' had been lost in the translation from XJ40 into X350, even though beneath the shell lay a highly advanced aluminium construction that put the XJ very near the top of its class. Jaguar responded to the criticism with the introduction of the fourth generation XJ, launched in 2009. Its exterior styling is a departure from previous XJs, with a more youthful, contemporary stance, following the design shift that came into effect previously with the company's XF and XK models. The 5-litre V8 engine in the XJ Supersport can accelerate the car from 0 to 60 mph (0–97 km/h) in 4.7 seconds and has a UK CO2 emission rating of 289 g/km. To cater to the limousine market, all XJ models are offered with a longer wheelbase (LWB) as an option, which increases the rear legroom.


The XJ220—the world's fastest production car in 1992

1992 saw the introduction of the mid-engined, twin-turbo XJ220, powered by a 542 bhp (404 kW; 550 PS) V6 engine. The XJ220 was confirmed the fastest production car in the world at the time after Martin Brundle recorded a speed of 217 mph (349 km/h) on the Nardo track in Italy.

Over the years many Jaguar models have sported the famous chrome-plated Leaping Jaguar, traditionally forming part of the radiator cap. Known as "The Leaper", this iconic mascot has been the subject of controversy in recent times when it was banned for safety reasons from cars supplied to Europe, whilst it continued to be fitted on cars destined for the United States, Middle East and the Far East. It has now been dropped from all the latest Jaguar models, although some customers add it to their car as a customisation.

X-Type NMR

Jaguar X-Type

The Jaguar S-Type, first appeared in 1999 and stopped production in 2008. It has now been replaced by the Jaguar XF. Early S-Types suffered from reliability problems, but those were mostly resolved by the 2004 model year.

The Jaguar X-Type was a compact executive car launched in 2001, while the company was under Ford ownership, sharing its platform with the Ford Mondeo. X-Type production ended in 2009.

The Jaguar XK was a luxury grand tourer introduced in 2006, where it replaced the XK8. The XK introduced an aluminium monocoque bodyshell and was available both as a two-door coupé and two-door cabriolet/convertible. Production ceased in 2014.


Source: Wikipedia



Class A

Jaguar grew from humble beginnings with the partnership of William Lyons and William Walmsley building sidecars for motorcycles in Blackpool, England. They formed the Swallow Sidecar Company in 1922, which later evolved into a coach building company, making Swallow cars from 1927 to 1932 using other companies’ chassis and becoming SS Cars Ltd in 1933.

The first cars with SS chassis were the SS1 and the SS2. Both had side-valve engines and running gear supplied by the Standard Motor Company, the SSI as a six-cylinder and the SS2 as a four. Over the next four years, the factory produced more than 6,000 cars all built with timber frames in a variety of body styles, including two-door tourers, coupes, saloons, drophead coupes. Each year, improvements were made to the chassis, running gear, brakes, interiors and cosmetic detail.

For the 1936 model, the company revamped its body styles and produced its own overhead valve 1.5 and 2.5 litre engines. To mark the beginning of this new overhead valve era, all subsequent SS cars had the model designation “Jaguar” added.

For 1938, SS Cars changed the old coach building methods to the use of bought-in pressed metal body frames and panels. Also, the 3.5-litre overhead valve engine was introduced, so the model range for that year was four-door saloons in 1.5-litre, 2.5-litre and 3.5-litre forms and two-door drophead coupes in the same engine sizes. More than 5000 cars were made in 1939. No new models were introduced for 1939 and 1940 and the factory turned to manufacturing equipment to support the war effort.

Class B

The SS90 was built on a shortened 2.5 litre side valve SS1 chassis with a top speed of 90mph, but only 23 of these were built in 1935.

The SS100 introduced in 1936 had the 2.5 litre overhead valve engine and a top speed of 94 mph (190 were made) and the 3.5 litre engine was added in 1938 (118 were made) to give a top speed of 98mph.

Class C

In 1945, car production recommenced, accompanied by a new company name, Jaguar Cars Ltd. Lyons’ highest priority was to increase production quickly, so car manufacture recommenced where it had left off in 1940, building cars that were no different to the pre-war models apart from some necessary re-badging, and with cars also made in left-hand drive. The SS100 and the 1.5-litre drophead coupe were deleted from the range. These post-war models were not given a distinct model name. However, a label of Mark V was assigned to new models released in 1948, so an immediate post-war model is now, retrospectively, labelled a Mark IV.  

For the Mark V, the six-cylinder engines and gearboxes were about the only items retained from the previous model, the Mark IV. Major mechanical changes included torsion bar independent front suspension, hydraulic brakes, disc wheels to replace the spoke wheels and a totally redesigned chassis with cruciform bracing and chassis rails sweeping over the rear axle. The Mark V range consisted of saloons and drophead coupes, available with two six-cylinder engine sizes.

Class D A

Export was seen as a major factor in rebuilding British industry, with the government offering significant benefits to companies that were willing to go in this direction. Jaguar eagerly grasped the offer and launched a new big car with a new powerful engine at the 1950 London Motor Show; the Mark VII.

It was considered ideal for the US market. The expression Grace, Space and Pace was coined with this vehicle in mind, and it certainly had all three. A beautifully-designed luxury six-seater that could exceed 100 mph straight from the showroom floor, it put Jaguar firmly at the forefront of the luxury car market. It was built on a modified Mark V chassis.

The new 3.4 litre XK twin cam engine was capable of driving this two-ton saloon smoothly in city traffic but was equally able to match the performance of much smaller, sportier cars. The XK engine was specifically designed with this vehicle in mind. The strength and reliability of this engine was to be used in progressively improved and enlarged forms from 1948 in the XK 120 right up to 1986 in the XJ6 Series 3. The XK engine was simply a magnificent piece of engineering. It achieved many racing successes.

In 1954, an updated Mark VIIM was released with subtle exterior changes and some mechanical refinements which made a lovely car just a bit nicer.


When the Mark VIII went on the market in 1956, not a lot was changed, but the one-piece windscreen, an altered grille and other enhancements distinguished this model from its predecessors.

Further modifications were added with the release of the Mark IX in 1958, which remained in production until 1961. A 3.8 litre engine was fitted, power steering added and four wheel disc brakes were standard. Again, outwardly, there was no change except for a small badge on the boot lid, but power was up from 180 to 220 bhp. These Jaguars were in production for more than 11 years. Long production runs enabled Jaguar to keep prices down and to keep quality high, thus gaining very valuable export dollars from the USA.

Class E-1

The London Motor Show of 1948 saw the introduction of the XK120, one of the most important sports cars ever developed. It featured spectacular styling and the brand-new twin cam XK 3.4 litre engine. This was truly a show-stopper. With a top speed of more than 120 mph in standard form, this really was a quantum leap forward.

The aluminium bodied XK120 was initially intended to be built in small numbers as a test bed/showcase for the new XK engine, a twin overhead camshaft engine with either four or six cylinders. There was to be a four cylinder XK100 and a six cylinder XK120. However, due to overwhelming approval and interest in the XK120 and production difficulties, the X100 was stillborn and all efforts were channelled into the XK120. The original intent had been to use the XK120 to promote the XK engine in order to interest buyers in the new XK engined Mark VII sedan, but it was immediately evident that the planned production of 200 units (240 were made) needed to be totally revamped.

The original aluminium coach-built body and laminated ash frame had to be replaced with modern pressed steel body panels in order to shorten build time to keep pace with the flood of orders for the XK120. Production started in 1950. One XK120 came 12th at Le Mans in that year.

The XK120 in fixed head coupe form was unveiled at the 1951 Geneva Motor Show. It is arguably the most beautiful and graceful of all cars designed by Sir William Lyons. In 1952 one of these averaged 100mph for a week at the Montlhéry circuit near Paris.

In 1953 the XK120 SE (Special Equipment) was available with a package of performance-enhancing updates. Also in that year, the XK120 Drop Head Coupe was available as an upmarket version.

In 1954, the XK140 open two-seater was released with the SE engine as standard and subtle changes that improved the car but retained its classic looks. The engine was moved forward three inches, rack and pinion steering added and several mechanical alterations improved performance. An automatic transmission could be specified from early 1955. It was also available in Fixed Head Coupe and Drop Head Coupe forms.

The year 1957 saw the birth of the XK150. Driven by market demands, the new model was more a grand tourer than an out-and-out sports car. In 1958 the XK150S model had a power increase and in its final version the XK150S was very quick (136 mph) with the 3.8 litre engine. For all XK150s, braking was significantly improved by servo-assisted disc brakes. The higher hip line of the front guards and bulkier overall appearance were an acknowledgement that aerodynamically a totally new shape was needed. By 1960, the XK range had reached its use by date.

C Type

The XK120 race results indicated to engineer Walter Hassen that if Jaguar was to be successful it was essential to have a specially designed competition car. In October 1950 Lyons gave the green light to design and develop, in less than nine months, a completely new car to race at Le Mans the following June, the XK120C (C for competition).

The quality of the design and the engineering team Lyons gathered is probably best demonstrated with the development of the C-Type. Except for the wonderfully reliable 3.4 litre XK engine (developed to give 210bhp), an entirely new car was designed. A tubular space-frame was developed. Malcolm Sayer, Jaguar’s aerodynamicist, provided the stroke of genius with his beautiful and sleek aluminium-bodied masterpiece. Weight was reduced to 940 kg, 400 kg lighter than the XK120. Rack and pinion steering and a mass of other mechanical improvements were designed, built and developed.

Not only did they meet the deadline, three C-Types were completed in time for the race, but the history books show that the C-Type, driven by Peter Walker and Peter Whitehead, won with a record average speed of 93mph! A total of 53 C-Types were produced for sale in 1952 and 49 still existed in 2001, all very valuable. For 1953 a lighter C-Type (880 kg) with 220bhp (using 3 twin-choke Weber carburettors) and disc brakes was developed and came 1st (average speed 106mph), 2nd and 4th at Le Mans.

In 1954, a new competition car, the D-Type, was unveiled. The magnesium alloy monocoque construction gave excellent structural strength. A substantial front sub frame was attached to carry the engine and suspension, and the rear axle and suspension were attached to the rear mono bulkhead. Major changes to the engine were a dry-sump lubrication system and being canted over at 8 degrees allowed a lower frontal height. The power output was up to 250bhp, the weight was 880 kg.

A D-Type came 2nd at Le Mans in 1954 and was 1st in 1955 but the victory was marred by the tragic accident involving a Mercedes Benz. For 1956, the 1955 factory cars were transferred to Ecurie Ecosse and the factory ran two D-Types with fuel injected 3.8 litre engines giving 285bhp. But both failed to finish and an Ecurie Ecosse car won the race. In 1956 Ecurie Ecosse D-Types filled the first four places!

In 1957, Jaguar had unsold production D-Types (about 70 were made with 3.4 litre engines and 250bhp and all are now very valuable!) and started to convert them to road cars with a windscreen, hood and door. Just 16 were converted from D-Types when a disastrous fire at Browns Lane on 12 February 1957 consumed 300 finished or near finished cars, including five D-Types scheduled for conversion together with all the relevant tooling. This put an end to the now fabled XKSS line. Try to buy one now! There are no factory production C-Types in Australia and only two production D-Types, both in NSW. Our Club Cs and Ds are replicas and worthy to represent the marque.

Class G

The 1961 Mark X is one of the biggest cars (1900 kg) produced by Jaguar. At the time, it was also the most sophisticated, bringing a host of new developments. The refinements included unitary body construction, fully independent suspension, disc brakes and a three-carburettor, 3.8 litre E-Type engine (265bhp) to drive this big cat, described by Road and Track as a true high performance sports sedan with a luxurious and spacious interior. The strong, rigid body shell housed let-down picnic tables for the back seat passengers and a full-length mirror. Several limousines were built; one used by Sir William Lyons found its way to Australia. In those cars, the front seats were 'fixed' due to a dividing privacy window between driver and passengers.

The 3.8 litre engine used originally was upgraded in 1964 to 4.2 litre (still with a claimed 265bhp). Many other improvements were also included, and genuine air conditioning was an option, while the Varamatic power steering box and a much improved braking system were standard items.

In 1966, the Mark X was re-labelled 420G. Any changes were superficial or of a minor nature, but they extended its life until 1970. The last two years of production were a stop gap measure until build numbers of the new XJ6 reached necessary levels.


In 1963, the S-Type was launched with either a 3.4 or a 3.8 litre engine used throughout the production run – 1963-1968.

Production numbers of the Mark X and S-Types were almost identical, just over 25,000 each. The S-Type was built as an intermediate sized car between the Mark X and the Mark 2. The S-Type shared many of the same parts and components, but the degrees of difference were many. The new independent rear suspension with in-board disc brakes necessitated a completely new framework that closely resembled its larger cousin, the Mark X. At the front, the engine and front suspension were basically the same for the S-Type and Mark 2. Although the body shape was similar, no panels were interchangeable.

The 420 came onto the market in October 1966 and production ceased in 1968 when the XJ6 was born. The 420 had a 4.2 litre engine and was derived from the S-Type as an upmarket luxury medium-sized car with sports car performance. The 420 was certainly better engineered than the S-Type, with a Mark X-like appearance and comprising fittings and equipment normally seen in much more expensive brands.

Class H

The 1955 to 1959 Jaguar 2.4, a compact sedan, was Jaguar’s first attempt at producing a unitary construction car. It was aimed at the lower end of the prestige car market and the entirely new designed and developed model proved to be suitable for enhancement and improvement over its production life. The 2.4 used a 2.4 litre 6-cylinder engine producing 112bhp. Coil springs were used at the front and some features from the D-Type were used in the rear suspension. It had drum brakes, although discs were optional from 1958. The top speed was 100mph. A 3.4 litre engine (210bhp) was available in 1957, giving a top speed of 120mph.

With the release of the Mark 2 in 1959 with 2.4, 3.4 and 3.8 litre engines, the previous versions were retrospectively named the Mark 1. The exterior was improved with larger windows which provided a brighter interior. The rear track was widened and the front suspension modified. Disc brakes were standard front and rear.  

The weight was about 50 kg more than the Mark 1. The 3.8 litre (220bhp) cars had limited slip differentials and power steering was available. This version was very successful on the racetrack with both factory and privately entered cars. It was a most competitive car in its day in the hands of such luminaries as Salvador, Moss, Hawthorn and our own Bob Jane. Production cars could reach 125mph.

In 1967, the Mark 2 was renamed as the 240 and 340. The 240 engine was up rated to133bhp, PCV replaced leather on the upholstery. Power steering was not available. Slim line bumpers similar to those on the S-Type were fitted. A few 380s were made to special order. Production ceased in 1968.

With the acquisition of Daimler in June 1960, the Daimler 2.5 litre V8 became available and was fitted in the Mark 2 body, which was re-badged and trimmed as the Daimler 250.

Class I

From the day of its release in March 1961 at the Geneva Motor Show, the E-Type was a sensation. Its UK price was less than £1,500, a claimed top speed of 150 mph and it looked sensational. Its basis was straightforward and an evolution of the D-Type. The centre and rear of the structure were made up of welded steel pressings with the rear sub frame underneath and a tubular frame attached at the front to hold the XK engine. Independent suspension all round, as were the disc brakes, inboard at the rear, and rack and pinion steering. It was available as a two-seater, fixed head coupé and an open two-seater roadster. The initial engine was the well proven 3.8 litre, developing a claimed 265 bhp coupled to a strong gearbox and a unique back axle. The weight was around 1200 kg. This model ran from 1961 to 1964 and became known as Series 1.

In 1964, the 4.2 litre engine (still with a claimed 265 bhp) was fitted with an all-synchromesh gearbox. Modifications were ongoing, and the cars became Series 1.5. In 1966, a 2+2 version of the fixed head coupé was available on a stretched body; the weight was up to 1400 kg. An auto gear box was available on this version.  

From 1968 to 1970, the Series 2 was still available with the 4.2 engine. Many changes were made to meet US regulations and to improve the usability of the car, including better brakes. In 1971, for the Series 3, the 4.2 engine was replaced by a four carburettor, 5.3 litre V12 engine. Substantial changes were needed to accommodate this engine. The weight was 1500 kg, the power was 276 bhp, and it claimed a top speed of 150 mph. For the US market, emission control requirements reduced power significantly. Production ceased in 1973.

Given the XK120 was a quantum leap in 1948 the E-Type in 1961 was equally important and world renowned. Today, they are much appreciated with a reputation of being the best 20th century sports car.


In 1968, the new Series 1 Jaguar XJ6 was launched with a choice of 2.8 (142 bhp) or 4.2 litre (245 bhp) XK engines, E-Type rear suspension and a top speed of 117/124 mph. It was a keynote car, the most significant new Jaguar since the XK120 and the Mark VII. It was based on well-established Jaguar practice and became a modern-day classic with this series of Jaguars having a 24-year production life.

In 1972, a long wheel base version was launched with the new 5.3 litre V12 (269 bhp) and this led many to proclaim this V12 Jaguar ‘the Best Car in the World’. The power (top speed 139 mph), smoothness, strength and safety were just some of its qualities. Road holding and driver/ passenger comfort set new standards of excellence. The long wheel option was soon extended to the XJ6 and called the XJ6L.

The revised XJ Series 2 of 1973 had many subtle mechanical, external and interior changes. In 1975, the 4.2 was joined by a 3.4 litre version. For some time, Sir William Lyons and his team of designers and engineers had been contemplating the viability of a two-door coupe version. A Series 1 prototype somehow found its way to Australia and at least one Series 2 prototype is also here.

Finally, in 1975, the car was released with either the 4.2 (XJ6C) or the 5.3 (XJ12C) V12 engine. After just two years, production was halted. The XJC had become one of the rarest production Jaguars ever made and is fast becoming a real collection piece with the 5.3 commanding a large premium.

To improve fuel consumption, fuel injection was introduced on the V12 engine in 1975 and the 4.2 engine in 1979 in the Series 3. The XJ Series 3 was launched in 1979 with a slightly redesigned body (Pininfarina was consulted on the appearance) and with a choice of 3.4, 4.2 and 5.3 litre engines. The 3.4 engine remained on carburettors. The V12 engine was further developed and fitted with new cylinder heads designed by Michael May under Walter Hassan’s supervision to reduce fuel usage (reduced from 22.6L/100 km to 18.2L/100 km) and emissions. The revised V12 was known as HE for high efficiency. This version of the Series 3 continued in production alongside the all new XJ6 (XJ40) until 1992.


From an original planning concept of the replacement for the E-Type, stricter laws for open cars in the USA and elsewhere made Jaguar opt for a prestige Grand Tourer with high speed and comfort rather than an out-and-out sports car. Using a modified short wheelbase XJ12 and the tried and true V12 5.3 litre engine (285bhp), the XJ-S was launched in 1975 as a fixed head coupe and remained unchanged until 1981. Top speed was a claimed 150mph. The body, designed by Malcolm Sayer, was controversial.

In 1981 the XJ-S HE was introduced. The V12 HE engine had new high-efficiency cylinder heads designed to improve the car’s less than special fuel economy. A few other relatively minor changes were made at the time.

In 1983 the all aluminium 225bhp, 3.6 litre 6 cylinder AJ6 engine (destined for the XJ40) was available in the XJ-S 3.6. The top speed was 141mph. This version was in production until 1991 but very few came to Australia. It used a lot less fuel than the V12. Also introduced that year was the XJ-S 3.6 cabriolet with a strengthened body. The Getrag manual gearbox was an option.  

The cabriolet was available with the V12 engine in 1985. In 1988 the XJ-S was available as a full convertible with either the 6 or 12 cylinder engine with further strengthening of the shell and with many body panels changed. Weight increased by 100 kg over the cabriolet version.

The final version of the XJ-S in 1994 had the 4 litre AJ16 engine (223bhp) developed from the AJ6 for the X300 saloon. Maybe none came to Australia. It was available until 1996, as was the V12 version.

The Tom Walkinshaw Racing Team in 1982 was given the task, by Jaguar, of developing the XJ-S V12 for the European Touring Car Championship of 1982. Success in Europe, the USA and here at Bathurst certainly did no harm to Jaguar’s reputation. Mike Roddy has one of the Bathurst winning cars.

The XJ-S had what was one of the world’s smoothest V12 engines, a spectacular appearance, a rich interior and a very smooth and compliant ride. This extended to the 6 cylinder cars which were cheaper and more fuel efficient. The production run went from 1975 to 1996, the longest for any Jaguar model.

For further details about the Jaguar XJ-S refer to Wikipedia XJ-S.


The Jaguar XJ (XJ40) is a full-size luxury sedan manufactured between 1986 and 1994. It was officially unveiled on 8 October 1986 as an all-new, second generation of the XJ to replace the Series III, although the two model ranges were sold concurrently until the Series III was discontinued in 1992. The XJ40 used the Jaguar independent rear suspension arrangement and featured a number of technological enhancements (such as electronic instrument cluster). The 1993 XJ6 earned the title of "Safest Car in Britain" as the result of a government survey. The original 1986 car gave way to the heavily revised X300 model in 1994, followed by the X308 version in 1997. The XJ40 and its later derivatives, is, to date, the second-longest running Jaguar XJ platform with a total production run of 17 years.

Throughout the 1970s Jaguar had been developing "Project XJ40", which was an all-new model intended to replace the original XJ6. Scale models were being built as early as 1972. Due to the 1973 oil crisis and problems at parent company British Leyland, the car was continually delayed. Proposals from both Jaguar's in-house designers and Pininfarina were received. Eventually, it was decided an internal design would be carried through to production and, in February 1981, the British Leyland board approved £80 million to produce the new car. Launch was originally scheduled for 1984 but following Jaguar's de-merger from British Leyland and privatisation that same year, the company's CEO Sir John Egan took advantage of the resurgence in sales of the existing Series III XJ6 (particularly in the lucrative North American market) to delay the XJ40's launch a further two years to allow for more development time.

The XJ40 was, at the time, the most extensively tested vehicle the company had ever developed. Designs for the XJ40 pioneered significant improvements to how Jaguar cars were designed, built, and assembled. Among these improvements was a 25% reduction in the number of bodywork panels required per car (e.g. three pressings needed for a Series 3 door compared with one for an XJ40 door), resulting in not only a more efficient assembly process, but also a weight saving and a stiffer structure.

Despite this, however, early production XJ40s still suffered from reliability (particularly with its electrical systems) and build quality issues, which damaged its reputation, and further continued Jaguar's poor reputation for quality, despite the extensive testing of the car, and the engineering efforts to improve quality. The protracted development time meant the car dated much quicker than its rivals, and it was quickly superseded technologically by the E32 BMW 7-Series (1986), the Lexus LS400 (1989) and the W140 Mercedes-Benz S-Class (1991). Following the takeover by Ford in 1990 the XJ40 was replaced by the X300 which, whilst based on the XJ40 platform, was highly revised in almost all areas.

For further details about the Jaguar XJ40 refer to Wikipedia XJ40.


The Jaguar XJ220 is a two-seat sports car produced from 1992 until 1994, in collaboration with the specialist automotive and race engineering company Tom Walkinshaw Racing. The XJ220 recorded a top speed of 212.3 mph (341.7 km/h) during testing by Jaguar at the Nardo test track in Italy. This made it the fastest production car from 1992 to 1993. According to Jaguar, an XJ220 prototype managed a Nürburgring lap time of 7:46.36 in 1991 which was faster than any production car lap time before it.

The XJ220 was developed from a V12-engined 4-wheel drive concept car designed by an informal group of Jaguar employees working in their spare time. The group wished to create a modern version of the successful Jaguar 24 Hours of Le Mans racing cars of the 1950s and 1960s that could be entered into FIA Group B competitions. The XJ220 made use of engineering work undertaken for Jaguar's then current racing car family.

The initial XJ220 concept car was unveiled to the public at the 1988 British International Motor Show, held in Birmingham, England. Its positive reception prompted Jaguar to put the car into production. Approximately 1,500 deposits of £50,000 each were taken and deliveries were planned for 1992.

Engineering and emissions requirements resulted in significant changes to the specification of the XJ220, most notably the replacement of the Jaguar V12 engine by a turbocharged V6 engine. The changes to the specification and a collapse in the demand of high performance cars brought about by the early 1990s recession resulted in many buyers choosing not to exercise their purchase options. A total of just 275 cars were produced by the time production ended, each with a retail price of £470,000 in 1992, making it one of the most expensive cars at that time.

For further details about the Jaguar XJ220 refer to Wikipedia XJ220.

XKR X100

The Jaguar XK8 (X100) is a grand tourer launched in 1996 and was the first generation of a new XK series. The XK8 was available in two-door coupé or two-door convertible body styles with the new 4.0-litre Jaguar AJ-V8 engine. In 1998, the XKR was introduced with a supercharged version of the engine. In 2003, the engines were replaced by the new 4.2-litre AJ34 engines in both the naturally aspirated and supercharged variations. The first-generation of the XK series shares its XJS-derived platform with the Aston Martin DB7, with both cars tracing their history back to an abandoned Jaguar development study in the mid-1980s known as XJ41/XJ42, which had been mooted to be known as the F-Type.

One of the revisions is the use of the second generation of Jaguar's independent rear suspension unit, taken from the Jaguar XJ (XJ40). Development began in 1992, with design work starting earlier in late 1991. By October 1992 a design was chosen and later frozen for production in 1993. Prototypes were built from December 1993 after the X100 was given formal approval and design patents were filed in June 1994. Development concluded in 1996, with the car being unveiled in March of that year and going on sale from October 1996.

The initial model available in the XK range of grand tourers was the XK8 coupé and convertible, which were later joined by the more powerful XKR models. The XK8 used the new 4.0-litre 32-valve Jaguar AJ-V8 engine and was available in a two-door coupé and two-door convertible body styles. The new CATS (Computer Active Technology Suspension) adaptive suspension, which was already an option on the coupé, was added to the convertible models in 1997. Other changes for 1997 were the addition of light sensitive headlamps and an automatically dipping rearview mirror.

The XKR, which was introduced in May 1998, used a supercharged variant of the V8 engine used in the XK8 which is also shared with the XJR albeit with a few air-to-water intercooler modifications and a two-piece drive shaft. The supercharger is a 2 Litre) Eaton unit shared with the Ford F-150 SVT Lightning pickup. The supercharger spins at 1.9 times the engine's speed and has 11.9 pounds of boost pressure. Other visual differences from the XK8 include a small rear spoiler and louvres on the bonnet for improved engine airflow, along with a meshed front grille.

From 1998 onwards, all models of the XK line-up were fitted with the Servotronic II power steering. From late 1999, an optional R kit became available for the XKR which included a stiffer suspension system and gold coloured wheels.

The XK range received a mechanical update in 2002 with the engines in both the XK8 and XKR models being enlarged to 4.2-litres. The front headlamps were also updated by the addition of a clear lens. Further changes included new exterior colours and wheels along with different badging. The models were revised again in 2004 and notable changes included new wheel designs, bigger front and rear spoilers and a redesigned grille.

Both the XK8 and XKR are electronically limited to a maximum speed of 250 km/h. The XK8 came standard with 17-inch alloy wheels, while 18-inch (Standard on the XKR), 19-inch, and 20-inch wheels were available for additional cost. The XKR models used Pirelli P Zero tyres measuring 245/45ZR-18 at the front and 255/ 45ZR-18 at the rear. Jaguar's Adaptive Cruise Control, introduced in late 1999, is an optional feature available on both models. Both the two-door coupé and two-door convertible came with an all-leather interior, burl walnut trim, and side airbags. The interior was available in two trims, classic and sport. The sports interior trim was aimed for younger buyers and featured an interior designed by Karen Anderson which involved leather upholstery with cloth seats. The classic trim was a more luxurious option and featured heavy use of leather. Jeremy Clarkson, during a Top Gear test-drive, likened the interior of the original XK8 to sitting inside Blenheim Palace. Although reviewers have criticised the high seating position and the improper gauge layout of the interior.

Like its predecessor, the XJS, the XK models use a 2+2 seating layout for the interior. An optional "Jaguar boot" option involved the removal of the small rear seats in favour of increased luggage space.

Compared to the XJS, the XK models are 25 percent stiffer and have a more responsive powertrain.

Initially, the ZF 5HP24 five-speed automatic transmission was coupled to the conventionally aspirated 4.0-litre model and a Mercedes W5A580 five-speed transmission to the Supercharged version, but in 2002, the new ZF 6HP26 six-speed automatic transmission was fitted in both versions of the 4.2-litre model.

Limited editions

XKR Silverstone

Produced in celebration of Jaguar's 2001 entry into Formula One (F1) racing. They featured a unique platinum paint finish (only available on the Silverstone XKR), specific badges and tread plates, a high-performance package with the same engine as the standard XKR, but improved transmission, steering, suspension and brakes (Brembo 4-piston brakes with aluminium calipers stopping the car from 97 km/h to 0 in 31 m, 20-inch silver BBS wheels and a custom interior (red-stitched black leather and silver birds-eye maple wood). All possible factory options were included, except the telephone and the navigation system, which had to be ordered separately.

All Silverstone cars were manufactured in calendar year 2000.

PHASE ONE: Based on the Model Year 2000 XKR. Only 100 Silverstone models were planned in Phase I. As it transpired, according to "Registre International des XKR Silverstone" these first 100 "phase one" cars totalled 102 in all and were sold in the UK only. Phase I cars had fixed headrests and were all right-hand drive.

PHASE TWO: Based on the Model Year 2001 XKR, but all built in 2000. A further production run of 500 cars was planned to satisfy demand from the United States and the rest of the world. Total "Phase Two" production eventually stood at 456, giving a total of 558 'Silverstone' cars. Phase Two UK cars had separate and adjustable headrests and were available in both right and left-hand drive.

XKR 100

Built to celebrate the centenary of Jaguar's founder, 500 'XKR 100' coupés and convertibles combined total were made in 2002. The XKR 100 featured all the available options and an Anthracite paint finish, Recaro seats, 20-inch BBS alloy wheels, Brembo brakes, specific dark wood dashboard panels and GPS.

As it was produced only after 2001, all the engines were fitted with upgraded metal chain tensioners and water pump impellers, solving the common engine failures due to the weakness of plastic and semi-plastic tensioners.

XKR Portfolio

The convertible-only Portfolio models featured either red paint with matching Recaro sports seats and interior, or blue paintwork and interiors.

XKR 4.2-S

In Europe, the 4.2-S was unveiled at the Geneva Motor Show on 1 March 2005. This was the last XK to be rolled out that was based upon the original 1996 design. Features for the 4.2-S included new exterior and interior colours and two distinct veneer options for the instrument panel, polished door tread plates with chequered-flag emblems and embossed, leather-edged floor mats. The revised white Jaguar badge on the bonnet also features chequered accents. New unique 20-inch split rim BBS Perseus performance wheels plus cross-drilled Brembo brake discs, red wheel badges and red brake calipers were also fitted. The S gains firmer springs, dampers and anti-roll bars, steering is 10% quicker and the ride height has been lowered by 10 mm. The electronic speed limiter was removed to enable the car to reach a top speed of 280 km/h. Production was limited to only 200 cars in four new exclusive exterior colours - Copper Black Metallic, Frost Blue Metallic, Bay Blue Metallic and Satin Silver Metallic.

Of the total production, 15 examples of the XKR 4.2-S were imported to Australia. 9 convertibles and 6 coupés.

Production of the XK8/XKR ceased on Friday 27th May 2005.

For further details about the Jaguar XK8/XKR (X100) refer to Wikipedia XK8/XKR (X100).



The Jaguar S-Type is an executive car that debuted at the 1998 Birmingham Motor Show and was marketed by Jaguar for model years 1999-2007, reviving the nameplate of the company's 1963-68 S-Type as a four-door notchback saloon. The S-Type received a mild facelift for model year 2004 and was discontinued in late 2007 and replaced by the XF.

After being privatised in 1984, Jaguar had been developing a smaller saloon to complement the XJ6 by the early 1990s, but these plans were axed following its takeover by Ford in 1989, only to resurface within a few years.

The S-Type was produced at Jaguar's Castle Bromwich facility in Birmingham, England. The car was styled by Geoff Lawson in 1995 and is based on the Jaguar DEW platform/Ford DEW platform, shared with the Lincoln LS and Ford Thunderbird. It was unveiled at the Birmingham International Motor Show on 20th October 1998 and went on sale in January 1999.

The first S-Types ("X200" 1999–2002) are distinguished by a U-shaped centre console and optional touchscreen navigation system in the 2003 and later models. The traditional leaping jaguar bonnet ornament was optional even though it is approved by the US and EU standards and breaks away in the case of an accident. Subsequent models ("X202", "X204", "X206" the last digit denoting the model year) have the Jaguar logo incorporated within the radiator grille and a more traditional 'looped' styling for the centre console. In Australia, the "jag" bonnet ornament did not become available until 2004.

The supercharged S-Type R (Jaguar STR for short) joined the line-up in 2002. The R was powered by the newly revised hand-built 4.2-Litre V8 with an Eaton M112 supercharger, producing 298 kW and could accelerate from 0 to 100 km/h in 5.6 s. The top speed was limited to 250 km/h. It included 18-inch alloy wheels, wire-mesh grille, and monochromatic paint. The R also has a rear apron, side-skirts, and front apron with built-in fog-lamps, a rear spoiler, a brace located near the rear subframe, and R badging on the boot lid and both front fenders (wings).

Also added on the 2003 model was an electronic parking-brake paddle-switch that replaced the conventional manually operated lever for the rear brakes. For the 2003 model year, the Jaguar S-type was given a six-speed, automatic ZF 6HP26 transmission as well as a revised 3.0-litre V6 engine with 175 kW versus 177 kW for the 1999 to 2002 models. The 2003 model featured a revised dash, centre console, and a grille with the Jaguar badge to give the vehicle a more Jaguar-like appearance, and a flip-open key was devised for the ignition.

For further details about the Jaguar S-Type (X200 - X206) refer to Wikipedia S-Type.

X-Type NMR

The Jaguar X-Type is a front-engine, all-wheel/front-wheel drive compact executive car manufactured from 2001 to 2011 under the internal designation X400, for a single generation, in sedan/saloon and wagon/estate body styles. In addition to offering Jaguar's first station wagon/estate in series production, the X-type would ultimately introduce its first diesel engine, four-cylinder engine and front-wheel drive configuration.

The X-Type was developed during the period when Jaguar was owned by Ford as a division of its Premier Automotive Group (PAG) (1999-2011) and marked Jaguar's entry into the critical compact executive segment. The program aimed to double the marque's worldwide sales, requiring expansion of engineering resources, factory capacity, marketing capability, sales support and service. At launch, Autocar called the X-Type "the most important Jaguar ever."

With annual projections of 100,000 sales, the X-Type recorded a production of 350,000 over its eight year manufacturing run.

The X-Type, codenamed X400, launched in 2001 to compete in the compact executive class dominated by the rear-wheel drive BMW 3 Series and Mercedes C-class despite Ford/Jaguar having no directly competitive platform.

Instead, the X-type used a modified version of the front-drive Ford CD132 platform shared with the contemporary Ford Mondeo, with the addition of all-wheel drive (marketed as Jaguar Traction or Jaguar Traction 4) and handling and steering engineered to minimise front-wheel drive torque-steer. Initially, the X-Type was available only with all-wheel drive, using a centre differential and a compact, maintenance-free viscous coupling with a default split of 60 percent torque to the rear wheels, 40 percent to the front wheels. Under loss of traction front or rear, the coupling could vary the front/rear torque split and could fully transfer torque to either front or rear wheels to ensure grip. From 2005-on, X-Types used an electronically controlled transfer case rather than the centre viscous coupling.

Despite the X-Type's importance to Jaguar and Ford's Premier Automotive Group, and despite extensive engineering, body styling and testing, the X-Type was often described as a "re-shelled Ford Mondeo".

As Jaguar's first compact executive car since the Jaguar Mark 2 of 1959, the X-Type was the last Jaguar styled under the supervision of Geoff Lawson, with Wayne Burgess and Simon Butterworth as principal designers.

The four door saloon launched in 2001, and the five door estate followed in January 2004, with production of both ending in July 2009.

Engines included either of two V6 petrol engines: 2.5 litre or 3.0 litre. In 2002, an entry level 2.1 litre V6 front wheel drive model was added. All three engines were available with either five speed automatic or five speed manual gearboxes. The X-Type grille was slightly modified for both the 2004 and 2006 model years. The base petrol engine derived from the 2.5-litre that served in the Ford Mondeo, and the 3.0-litre V6 is essentially an adaptation of the base engine from the Jaguar S-Type and Lincoln LS.

Eventually, the X-Type would become available with front-wheel drive and 2.0 litre petrol and diesel engines. In July 2009, Jaguar Land Rover announced the end of X-Type production by the end of that year.

Both saloon and estate configurations were manufactured at the Halewood Assembly Facility near Liverpool, renovated at a cost of $450 million.

The X-Type was based on a modified version of the Ford CD132 platform shared with the Ford Mondeo. The X-Type was initially offered as all-wheel drive only and mated to a 2.5 litre and 3.0 litre AJ-V6 petrol engine.

One notable addition to AJ-V6 engine design is the use of variable valve timing. The X-Type's petrol engine is also set apart by the use of SFI fuel injection, four valves per cylinder and featured fracture split forged powder metal connecting rods, plus a one piece cast camshaft, and has direct acting mechanical bucket (DAMB) tappets.

In 2003, the X-Type was also offered in front-wheel drive with the introduction of Jaguar’s first four-cylinder diesel engines (based on the Ford Duratorq ZSD unit from the Mondeo and Transit), and with the smaller 2.1 litre petrol V6. The six speed automatic transmission supplied on the later 2.2 litre diesel models includes Jaguar Sequential Shift.

The X-Type facelift debuted at the 2007 Canary Wharf Motorexpo and went on sale internationally during 2008, with United Kingdom sales from March.

The facelift featured revised front and rear fascias, new door mirrors with integrated turn indicator repeaters, the choice of a 2.2 litre diesel with particulate filter, and a new six speed automatic transmission with Jaguar Sequential Shift. The range continued to offer the 2.0 litre diesel, and two V6 petrol engines; 2.5 and 3.0 litre. In some European markets, the petrol engines were no longer marketed.

For further details about the Jaguar X-Type (X400) refer to Wikipedia X-Type.

XJ X358

The Jaguar XJ (X350) is a full-size four-door luxury sedan/saloon manufactured in the model years 2003–2009 as the third generation of the Jaguar XJ saloon, carrying the internal designation X350 and the internal designation X358, following its 2007 intermediate facelift.

Both the X350 and X358 were available with a six-speed automatic transmission, a range of petrol and diesel engines (V6, V8 and supercharged V8), numerous trim levels and short wheelbase (2003–2009) or long wheelbase (2005–2009) configurations. Extended-length models were the longest vehicles Jaguar had manufactured.

The X350 was noted for its advanced electrical systems, self-levelling adaptive air suspension and full aluminium unibody chassis and bodywork, amongst the first for a mass-produced automobile. The bodyshell (body in white) was 40 per cent lighter and 50 percent stiffer than its predecessor, despite its increased overall size.

Styling of the third generation was a conservative evolution of the previous XJ's styling; its slatted grille recalling the grille of the original 1968 XJ. Exterior styling was by principal designer Tom Owen along with Sandy Boyes, under the design directorship of Geoff Lawson, who died midway through the project, and his successor Ian Callum. The XJ's interior was styled by Giles Taylor. Manufacturing took place at Jaguar's Castle Bromwich Assembly in Birmingham.

With an unpainted and highly polished example of its all-alloy body shell on display, the X350 debuted at the 2002 Paris Motor Show. The full X350/X358 generation largely coincided with Jaguar's ownership by Ford's Premier Automotive Group until Tata Motors purchased Jaguar in 2008. Production ended in March 2009 after seven years a total production of 83,566.

The X350's aluminium bodyshell used an aerospace construction method, a hybrid of adhesive bonding and rivet joinery and known as rivet-bonding or riv-bonding, an industry first in volume automotive production. Both chassis and body formed an aluminium unibody structure. Using aluminium rather than steel required new techniques, technological development and production layout along with significant investment.

The stressed aluminium unibody used 15 aluminium castings, 35 extrusions and 284 stampings bonded using 120 yards of robotically-applied, heat-cured, aerospace-grade epoxy adhesives and approximately 3,200 self-piercing zinc-coated, boron steel rivets, Jaguar's first use of self-piercing rivets. In addition to the rivets, which do not require a pre-drilled or punched hole, each rivet making its own hole on insertion, the process also uses a small number of nuts, bolts, and spot welds. Castings and extrusions accounted for about 11 percent of the XJ bodyshell.p Steel is used for front and rear subframes and magnesium (as strong as aluminium while 30 per cent lighter) is used for seat frames and lateral instrument panel beams.

Jaguar had previously and prominently used aluminium construction, in the XK120 which was produced in the 1940s and used aluminium panels, along with its C‑Type and D‑Type race cars, as well as the 1960s E-Type, which used aluminium chassis and body design.

Ford retained the bonding and riveting patents of the XJ's aluminium monocoque body when it sold Jaguar to Indian automobile manufacturer Tata Motors in 2008.

The X350 employed a multi-link layout with four-wheel self-levelling adaptive air suspension instead of the previous generation's double wishbone IRS. The suspension was controlled electronically, requiring no intervention from the driver, to adjust damper settings (in milliseconds) and adjust the ride and handling under varying conditions. Its electronic control system was marketed as Computer Active Technology Suspension (CATS). The air suspension was designed to activate every 24 hours to level the vehicle when parked and not in use.

For further details about the Jaguar XJ (X350/X358) refer to Wikipedia XJ.

XKR X150

The second generation of the XK debuted in 2005 at the Frankfurt Motor Show in Germany, styled by Jaguar's chief designer Ian Callum. The X150's grille was designed to recall the 1961 E-Type. The XK is an evolution of the Advanced Lightweight Coupé (ALC) introduced at the 2005 North American International Auto Show. The XK features a bonded and riveted aluminium chassis shared with the XJ and body panels, both a first for a Jaguar grand tourer. Compared to the XK8/XKR (X100), the XK (X150) is 61.0 mm wider and is 162.6 mm longer. It is also 91 kg lighter resulting in performance and fuel consumption improvements. Unlike the X100, the X150 has no wood trim on the interior offered as standard equipment. The interior featured steering column mounted shift paddles. A more powerful XKR version having a supercharged variant of the engine was introduced in 2007.

The standard XK model has a limited top speed of 254 km/h while the high performance XKR has the limited top speed increased to 280 km/h.

The XK received a facelift in 2009, with minor alterations to front and rear lights and bumper designs, together with the introduction of a new 5.0-litre V8 for both the naturally aspirated XK and the supercharged XKR. The interior also received some changes, in particular the introduction of the XF style rotary gear selector mated to the new ZF automatic transmission. The XK received a second and more minor facelift in 2011 with new front bumper and light design which was presented at the New York Auto Show.

A higher performance variant of the XKR, the XKR-S, was introduced at the Geneva Motor Show in 2012. The XKR-S gained an additional 40-horsepower over the XKR bringing the 0-97 km/h acceleration time down to 4.4 seconds and the top speed up to 300 km/h. A convertible version of the XKR-S was introduced in 2012.

Production of the XK ended in July 2014 without a replacement model. Most of the tooling is now used on the XK-based F-Type and the two models were produced concurrently on the same line from 2012-2014. However, the F-Type is not a successor to the XK.

For further details about the Jaguar XK/XKR (X150) refer to Wikipedia XK/XKR (X150).

XF X250

The Jaguar XF (X250) is a rear-wheel-drive executive car. The XF was available as a four-door saloon and a five-door estate. Launched in 2007 as a replacement for the S-Type, the XF was designated internally as the X250. The X250 was succeeded by the X260 in 2015. The X250 was the pioneer of contemporary Jaguar sportive styling.

The XF was developed at Jaguar's Whitley design and development HQ in Whitley, Coventry and was built at Castle Bromwich Assembly facility in Birmingham.

Initially, the XF was planned to use an all-aluminium platform, but due to the time constraints set by Jaguar's board on the development team, the X250 makes use of a heavily modified Ford DEW98 platform.

The XF was launched at the 2007 Frankfurt Motor Show, following the public showing of the C-XF concept in January 2007 at the North American International Auto Show. Customer deliveries commenced in March 2008, with a range of V6 and V8 engines.

Designed by Jaguar's design director Ian Callum, the styling incorporates an oval mesh grille recalling the original XJ of 1968. The boot lid retained the S-Type's chromed blade to its edge and included a "leaper" bonnet ornament.

The interior included air conditioning vents which are flush-fitting in the dash, rotating open once the engine is started, and a rotating gearshift dial, marketed as JaguarDrive Selector, which automatically elevates from the centre console. Another departure from the traditional Jaguar cabin ambience is the use of pale-blue backlighting to the instruments, switchgear, and around major control panels. Some minor systems, such as the interior lighting, are controlled by touching the light covers. The glove compartment also opens to the touch.

For further details about the Jaguar XF (X250) refer to Wikipedia XF.

XJ X351

The Jaguar XJ (X351) is the fourth generation of the Jaguar XJ saloon. Announced in 2009, and going on sale from 2010, the X351 combines revised styling with underpinnings of the previous X350 generation. The model was discontinued in 2019.

Jaguar invited Jay Leno to unveil the new XJ during the launch at the Saatchi Gallery in London on 9 July 2009. The event was broadcast live on the Jaguar website. The US model was unveiled at the 2009 Pebble Beach Concours d'Elegance.

Production of the car was due to begin in September 2009, with first deliveries being made in early 2010. Production later began in 2010, with the car arriving in dealer showrooms in May 2010. Production was initially carried out only at the Castle Bromwich Assembly plant in Birmingham, England. From 2014, assembly from complete knockdown kits (CKD) of the XJ commenced at Jaguar Land Rover's facility in Pune, India.

The XJ was designed at Jaguar Land Rover's Whitley plant in Coventry, by a team led by design director Ian Callum. Design work began in 2005, with final design approval taking place in November 2006 and the design being frozen in the first half of 2008. The new design is a complete departure from any earlier XJ model, although mechanically the car is a development of its predecessor.

In addition to the standard version with a 3035 mm wheelbase, a long-wheelbase version was available with a 3,160 mm wheelbase. At the 2010 Moscow Motor Show, a high security version of the car called the XJ Sentinel was introduced. This is an armoured version of Long Wheelbase XJ with B7-level ballistic protection as well as providing protection against 15 kg of TNT or equivalent explosive. It has the 5.0 litre supercharged V8 engine shared with the XJ Supersport having a power output of 375 kW and 19-inch wheels with Dunlop Self Supporting Technology run-flat tyres.

For further details about the Jaguar XJ (X351) refer to Wikipedia XJ.


The Jaguar F-Type (X152) is a series of two-door, two-seater grand tourers manufactured since 2013. The car's JLR D6a platform is based on a shortened version of the XK's platform. It is the so-called "spiritual successor" to the famous E-Type.

The car was launched initially as a 2-door soft-top convertible, with a 2-door fastback coupé version launched in 2013.

The F-Type underwent a facelift for the 2021 model year. It was unveiled in December 2019, featuring a significantly restyled front end and dashboard, and simplified drivetrain options.

For further details about the Jaguar F-Type (X152) refer to Wikipedia F-Type.


The Jaguar XE (X760) is a rear or all-wheel drive, front-engine, four-door compact executive car. The successor to the X-Type, it was designed by Ian Callum and launched at the October 2014 Paris Motor Show. Production started in April 2015.

The XE is noted for its aluminium suspension components as well as its bonded and riveted aluminium unitary structure - the first in its segment.

The XE was announced, but not displayed, at the 2014 Geneva Motor Show and debuted globally on 8 September 2014 in London. Sales were expected to begin globally in 2015, followed by the United States in 2016. Production formally commenced on 13 April 2015 at Jaguar Land Rover's Solihull plant.

The XE was the first Jaguar to be built at the factory in Solihull, which was to be dedicated to the manufacture of aluminium vehicles under both the Jaguar and Land Rover brands, including the second-generation Range Rover Sport. Due to high demand for the vehicle, production capacity was increased by adding a line at Castle Bromwich Assembly. Production transferred completely to Castle Bromwich in 2017 as part of a £100m refit.

For further details about the Jaguar XE refer to Wikipedia XE.


The Jaguar XF (X260) is an executive car/mid-size luxury car in sedan/saloon and station wagon/estate body styles. Following the first generation steel-bodied X250 XF introduced in 2007, the second-generation XF sedan/saloon debuted at the 2015 New York International Auto Show, noted for its aluminium bodywork.

The XF is an evolution of the original J-Blade design pioneered in the X250 XF, with a largely similar silhouette. Efforts were made to build a uniform design language across Jaguar's saloon range.

The X260 XF uses 83 percent all-new parts compared with the previous model. The car is 7 mm shorter than the predecessor. Bodywork uses aluminium as the primary component of the body structure and chassis; the XF's body side panel is a single aluminium pressing.

The chassis features a fully independent suspension, including multiple "modes" in the S model, providing either maximum comfort, maximum performance, or a setting in between. 

For further details about the Jaguar XF (X260) refer to Wikipedia XF.


The Jaguar F-Pace (X761) is a compact luxury crossover SUV. It is the first model to be built by Jaguar in the SUV class. It was formally announced at the 2015 North American International Auto Show in Detroit, with sales commencing in 2016 following an unveiling at the International Motor Show Germany in Frankfurt in September 2015. The design of the F-Pace is based on the 2013 Jaguar C-X17 concept car. The 2017 Jaguar F-PACE has been named the honorary winner of the 2017 World Car of the Year and World Car Design of the Year Awards at the New York International Auto Show.

The F-Pace is built at Jaguar Land Rover's Solihull plant along with the Range Rover Velar and employs an additional 1,300 workers.

An F-Pace production prototype made its public debut on 4 July 2015, by leading out the Team Sky professional cycle racing team during Le Grand Depart in Utrecht, Netherlands at the start of the 2015 Tour de France. The car made its official public debut at the September 2015 Frankfurt Motor Show. Ahead of the Frankfurt Motor Show, an F-Pace, driven by professional stunt driver Terry Grant, performed a world-record-breaking 360 degree loop-the-loop.

F-Pace models are equipped with the same ZF 8HP eight-speed automatic transmission as other D7a platform vehicles, a lighter variant of the gearbox currently fitted to other Jaguar models. A six-speed ZF manual gearbox is available on the lower-powered diesel models.

Ian Callum was the exterior designer for the F-Pace. The body structure comprises 80 per cent aluminium, and additional weight savings come from the composite tailgate and magnesium for parts such as the cross-car beam. The body's high torsional stiffness enables the F-TYPE-derived double-wishbone front suspension and sophisticated Integral Link rear suspension to perform even better. Together with Torque Vectoring as standard and an Electric Power Assisted Steering system tuned to give the best possible feel and response.

The F-Pace chassis is the third model to be built on Jaguar Land Rover's iQ-Al (D7a) modular platform, which is used for the XE, the second generation XF, and the Velar. The design features double wishbone suspension at the front, with similarities to the system fitted to the XF and F-Type models. The rear features an entirely new subframe mounted multi-link suspension system, named by Jaguar as Integral Link. This system is a more costly combination to manufacture but allows for greater tuning to provide a good balance between handling and ride quality.

The interior of the F-Pace features several existing Jaguar design cues, including the rotary gear selector which rises when the car is started. The central console, when equipped with the upgraded InControl Touch Pro system, features a 10.2 in touch screen allowing access to in-car entertainment, satellite navigation and various vehicular settings, such as the G-Meter and engine/gear shift/steering/suspension parameters. Navigation can also be shown full-screen, in 3D on an additional 12.3-inch HD virtual instrument cluster. The F-Pace features smartphone connectivity with Wi-Fi Hotspot and some models allow the owner to control the vehicle remotely, pre-heating the interior or unlocking the car using a smartphone application. The F-Pace is also the first vehicle in Jaguar's range to feature the Activity Key, a waterproof wristband that unlocks the F-Pace, allowing the main keys to be left inside, thus preventing possible water damage.

For further details about the Jaguar F-Pace refer to Wikipedia F-Pace.


The Jaguar E-Pace (X540) is a subcompact luxury crossover SUV. It was officially revealed on 13th July 2017 and was the 2nd production Jaguar SUV.

The car is built in Graz, Austria, by Magna Steyr and from 2018 is also scheduled to be built by Chery Jaguar Land Rover, JLR's joint venture with partner Chery, in Changshu, China.

Designed under the direction of Jaguar chief designer Ian Callum, the vehicle is based on a modified version of the JLR D8 platform, that's JLR PTA platform, as used by the second incarnation of Range Rover Evoque and the second incarnation of Land Rover Discovery Sport.

The car has a transverse front engine and is available in both front-wheel drive and all-wheel drive versions.

Stunt driver Terry Grant performed a world record barrel roll jump in the car for the reveal which took place at the London ExCel centre. The car did a 270 degree barrel roll and travelled 15.3 metres through the air.

For further details about the Jaguar E-Pace refer to Wikipedia E-Pace.

Class M F-Pace E-Pace I-Pace

The Jaguar I-Pace (stylised as "I-PACE") is a battery-electric crossover SUV. The I-Pace was announced in March 2018. The Jaguar I-Pace was designed by Ian Callum. The concept version of the car, described as a five-seater sports car, was unveiled by JLR at the 2016 Los Angeles Motor Show and shown on-road in London in March 2017.

The I-Pace is built by contract manufacturer Magna Steyr in Graz, Austria, and the production version of the I-Pace was revealed in Graz on 1 March 2018.

Some of the electric drive technology has come out of the Jaguar I-Type electric Formula E racing car program, and the concentric motors were developed by JLR engineer Dr. Alex Michaelides.
The Jaguar I-Pace was launched with a WLTP-rated range of 470 km and an EPA-rated range of 377 km. In December 2019, software enhancements were released to increase the range to an EPA-rated range of 396 km. The car has a wade depth of 500 mm. The rear boot holds 656 litres along with 28 litres of front boot space. The drag coefficient is 0.29.

The car has all-wheel drive via two motors powered by a 90 kWh LG Chem lithium-ion battery with a battery management system developed by JLR. Each motor delivers 147 kW and 350 Nm of torque, for a total power of 295 kW and total torque of 700 Nm. The 0-100 km/h time is 4.8 seconds, and the top speed is electronically limited to 200 km/h.

The battery contains 432 pouch cells. It can charge from 0 to 80 percent in 85 minutes using 50 kW DC charging, or 45 minutes using a 100 kW charger. Home charging with an AC wall box (7 kW) achieves the same state of charge in 10 hours. As the I-Pace has a single-phase AC charger, it is slow to charge outside fast charge areas; with a one-hour charge, 7 kW charging adds around 30 km of range.

The car comes with a smartphone app which can locate the car, report on its locking, alarm, and charging status, and start its battery preconditioning and/or cabin heating/cooling.

The I-Pace has won 62 international awards. In March 2019, it won the European Car of the Year award, the first Jaguar to win the award. In April 2019, it became the 2019 World Car of the Year, and won Best Design and Best Green Car awards.

For further details about the Jaguar I-Pace refer to Wikipedia I-Pace.