The transmission in the XJR comes from Mercedes (5G Tronic). As this transmission is durable enough for the Mercedes M113 V8 (SL500, CLK500, etc), it is more than adequate for the XJR’s supercharged engine. Compared to the ZF transmission used in the base XJ8 (known for prematurely failure on early models), this transmission is much stronger and virtually problem free
The XJR’s V8 (AJ27S) is a genuine Jaguar powerplant assembled in Wales (not a Ford product). The XJR does not use the variable cam timing system found in the base model, as the benefits of VCT (improved volumetric efficiency) aren’t nearly as noticeable in a boosted engine. This aluminum powerplant weighs 200 kg (dry)
It is quite easy to extract more power from the XJR’s engine. The Eaton M112 supercharger is only driven at a 2:1 drive ratio, with the engine’s redline coming in at 6,150 RPM (vs 6,800 for the base N/A engine). Since Eaton claims this supercharger can spin at a speed of 14,000 RPM, one could easily increase the pulley ratios for more horsepower. Doing so would require more frequent drive belt changes. Factory boost is 11.6 psi
The AJV8 was quite high-strung compared to the typical German V8 of the era. These overhead cam engines used solid tappets. Jaguar didn’t bother with hydraulic tappets as testing revealed valve lash to be well within specification after 110,000 miles
The AJV8 also featured one of the lightest valvetrains in its class @ 100 grams (including valve, spring retainer, etc). This was substantially lighter than a hydraulic tappet setup, as found on BMW’s M62. As such, it is no surprise that this engine can rev to nearly 7,000 RPM in N/A form. The AJV8 actually generates valve acceleration at a rate of 0.027 mm/deg^2 – noticeably faster than the 0.020 mm/deg^2 rate of BMW’s M62
While this generation of Jaguar cars was designed under Ford ownership, the XJ and XK are not Ford products (a common misconception). The XJ/XK are genuine Jaguar vehicles built in the Coventry, England plant and use Jaguar-built engines (AJ-V8) composed of Jaguar parts (minus the supercharger -very few Ford parts exist on these cars). The only Jags built by Ford are the X type and S type
Key Model Year Changes:
2002 marks the first year of the latest and greatest metal-bodied timing chain tensioners. Specifically, cars with an engine build date of Aug 13th, 2001 or later (engine S/N 0108130000 and onward) have these Morse-style metal tensioners. Early 2002 MY cars may not have these tensioners. The above date refers to the engine build date, not the vehicle build date
Prior years feature plastic tensioners that are prone to failing extremely early. Thankfully, these earlier cars can easily be retrofitted with the newer style tensioner
After 2001, very few notable changes occurred other than the tensioners
The following year (2003) marks the final year of production for the X308 generation. 2003 is the first and only year of the R1 Performance package
*SAE rated from factory. May not reflect current output.
*Performance numbers pulled from either the factory brochure or reputable automotive road tests.
*Base price when new does not reflect original MSRP of this particular car, nor does it reflect what the original owner paid for it.
*Advertised price at time of posting. Sellers can raise or lower prices on their original ad at any time. Click on the original ad to view current price/availability.
Mileage Disclaimer: NOC has not confirmed if the mileage stated by the seller is true and accurate. It is up to the buyer to verify these claims. Vehicle history reports, service records stating mileage, and even inspections of odometer tampering are recommended.