So lift is primarily caused by airflow wrapping around curved upper surfaces. This can be clearly seen in both images:
Also able to be seen is that where the air is directed upwards (base of windscreen, little rear kick-up on the Jaguar) a higher pressure is developed.
Also obvious on the Jaguar is that the pressures caused by the wrapping-around of airflow are much lower than the pressure in the wake. (Therefore, the wake has nothing to do with these low 'lift' pressures, an incorrect theory that has been suggested elsewhere on this group).
The classic high-lift shape is the Porsche 911 - one long curve from the top of the windscreen header to the rear of the car. If there is attached flow (as you can see from the tufts there is), you can imagine the lift being created!
The ducktail spoiler Porsche then fitted disrupted this flow, reducing lift.
The long, sweeping curve of the Jaguar down to a relatively small wake area, all with attached flow, is ostensibly good for low drag. However, the penalty is lift and and so induced drag. But you can see how that has been in part addressed, with the undertrays and pseudo rear diffuser (it's basically just shaped mufflers and spare wheel well) giving low pressures under the car (much lower than could be achieved by a front air dam).