8-Speed Automatic Transmission Assembly for 2013-2019 Jaguar XF, XJ

A quick look at your own vehicle makes sure the right transmission shows up:

• Verify the vehicle is a 2013-2019 Jaguar XJ or 2013-2015 Jaguar XF equipped with the 5.0L Supercharged V8 engine.
• Confirm the vehicle is Rear-Wheel Drive (RWD).
• Confirm the vehicle uses the rotary dial electronic gear selector (E-Shift).
• Locate the green or silver ZF ID tag on the left side of the current transmission case and verify the model is a ZF 8HP70.

What the install really takes — plan and budget with confidence:

Special tools this job needs:

• OBD-II diagnostic scanner with JLR SDD (Symptom Driven Diagnostics) or equivalent high-end tool
• Fluid transfer pump with a hook-style fill adapter
• Scan tool or infrared thermometer to monitor real-time transmission fluid temperature
• Engine support bar
• Heavy-duty transmission jack

Budget for these consumables at install:

• ZF Lifeguard Fluid 8 (or equivalent meeting Shell M-L12108 / JLR STJLR.03.5007 / JLR Part # JDE26444 specifications)
• Replacement plastic transmission oil pan assembly (with integrated fluid filter, pan gasket, and drain plug)
• Front pump/input shaft torque converter seal
• Mechatronics plastic electrical connector sleeve (sleeve seal)
• Dedicated transmission flush solvent for cooler lines

What your vehicle’s computers will need after the swap:

What’s involved: VIN-specific programming / security immobilizer re-marriage (cloning or virginizing) AND TCM adaptive relearn

The internal TCM is integrated into the Mechatronic valve body and is VIN-locked. To resolve, you must either: (Option A) physically swap your original, functioning Mechatronic valve body/TCM assembly into this replacement unit to bypass the VIN-lock, or (Option B) have a specialist clone your original TCM's flash data onto the replacement unit, or 'virginize' the replacement TCM to program it using JLR SDD. Additionally, an adaptive shift value reset and a specific drive cycle are required post-install.

Pro tips for a smooth first start-up — hand them to whoever does the install:

• Torque Converter Seating: Ensure the torque converter is fully seated onto the input shaft and oil pump gears (three distinct clicks) before bolting the transmission to the engine. Failure to do so will instantly crush and crack the internal oil pump upon tightening.
• Highly Precise Fluid Fill Procedure: The fluid level check is extremely temperature-sensitive. The vehicle must be level, engine running, and fluid temperature strictly between 30°C (86°F) and 50°C (122°F) (or 30-40°C per Arm 2) when setting the final level.
• Mechatronic Connector Sleeve: Always replace this plastic sleeve while the transmission is out of the vehicle, as it is highly prone to leaking and extremely difficult to access once installed.
• Emergency Park Release (EPR): Ensure the mechanical emergency park release lever on the side of the case is properly adjusted and not accidentally engaged during installation.

Easy to get right once you know them:

• Assuming 'Plug-and-Play' and ignoring the VIN lock, resulting in a vehicle that will not start or is locked in Limp Mode.
• Reusing the old plastic oil pan and running the replacement transmission with a dirty, contaminated filter.
• Checking the fluid level with the engine off, which leads to severe under-filling as fluid drains back into the pan.
• Ignoring a failed transmission oil cooler that caused the original failure, which will instantly contaminate and ruin the replacement unit.
• Using incorrect, generic multi-vehicle ATF instead of the required ZF Lifeguard 8 fluid.
• Cracking the front pump during installation by forcing the bellhousing bolts tight before the torque converter is fully seated.

Not issues with the units on this page — the manufacturer documented these for every transmission of this family, wherever you buy one. Handy for your installer: