All generations and engines together · 86,803 MOT tests in the 2025 data · typical mileage at age 7: 63k
Split by first-registration year. Cars registered in a changeover year can belong to either generation.
Computed from DVSA MOT results, all of Great Britain, 2025. Nothing here is opinion.
Share of tests where each item was recorded. The dark tick is the class average across all tracked models; bars are scaled within each group.
The rows that judge the model rather than its keeper. 27,067 tests in this band.
Tyres, pads and stone chips say more about how the car was driven and maintained than about how it was built.
Owner folklore from forums and the motoring press. Most of it never shows up in an MOT, which is why this section exists at all.
The 2.7 and 3.0 V6 diesel engines used in the X250 XF are known to stretch their timing chains, with a rattly cold start being the first sign. Left alone it can jump time and wreck the engine, and by the time it is noisy the tensioner and guides usually need replacing too. Owners report this from around 100,000 miles, with repair bills upward of £4,000 if it is caught in time and far more if the chain has already let go.
Diesel XFs used mainly for short, low-speed journeys struggle to burn off soot in the particulate filter, triggering warning lights, limp-home mode and, in bad cases, a filter that needs replacing rather than cleaning. The EGR valve clogs for the same reason and causes rough running or a flagged fault code. This shows up anywhere from 40,000 miles on a town-only car, and a replacement DPF runs to around £1,500-£2,000, an EGR valve to £700-£800.
Owners describe rear suspension mounting bolts and wishbone assemblies wearing or shearing after pothole impacts, sometimes needing £2,000-plus repairs on higher-mileage cars. This lines up with the measured MOT data for the saloon/estate segment, where suspension is the standout fault category for this model, so the folklore and the numbers point the same way. It is worth a proper look underneath rather than just trusting a clean MOT history, since wear can build for a while before it fails an inspection.
Pre-Pivi Pro touchscreens (fitted up to around 2020) are widely reported as slow, prone to freezing, and occasionally losing Bluetooth or navigation function until rebooted. Some owners also report battery drain traced to the system not fully sleeping overnight. There is no manufacturer acknowledgement of a fix, and dealers typically just re-flash software rather than replace hardware. Later cars with Pivi Pro are reported as much better.
Some owners of DPF-equipped diesels report engine oil level creeping up between changes, blamed on unburnt diesel from regeneration cycles draining into the sump. A few forum threads link this to instances of uncontrolled revving on shutdown, though this is rare and not something Jaguar has confirmed as a systemic fault. Anyone buying a high-mileage, short-trip diesel should have the oil level and condition checked as part of a pre-purchase inspection.
Early X250 automatics (pre-2010-ish) have a history of the transmission control module causing the box to lock in Drive or stall the car, and some owners report expensive diagnosis before the fault is traced. It does not affect manual cars, which are rarer on this model but exist on some diesel variants. Repairs vary widely depending on whether it is a software fault or the control module itself, from a few hundred pounds to several thousand.
Built from the two sections above.
Same segment (Saloons & estates), best MOT record first. Compare before you shortlist.