The MGF and MG TF clutch is a single dry plate assembly comprising a clutch cover (pressure plate), friction disc (driven plate), and release bearing (thrust bearing). The clutch is operated hydraulically via a master cylinder at the pedal, a pipe run to the gearbox, and a slave cylinder that applies the release mechanism. This layout, common to every MGF and MG TF, places the hydraulic system directly in the service path for clutch work: a clutch that feels heavy, vague, or refuses to disengage cleanly is just as likely to be a hydraulic issue (worn master or slave cylinder, air in the line, contaminated fluid) as a clutch-assembly issue.
Two Clutch Diameters by Engine Capacity
The clutch diameter differs between engine capacities: the 1.6-litre engines use a 200mm diameter clutch, while all 1.8-litre engines (including VVC and the higher-output TF variants) use a 215mm diameter clutch. The two sizes use different flywheels, so the clutch kit and flywheel must be matched to the engine. The release bearing is common to both specifications.
When ordering clutch parts, always specify the engine capacity, a 200mm-fitment part cannot be used on a 1.8-litre car or vice versa.
Catalogue Structure, Three Child Pages
This section divides into three child pages. Clutch & Clutch Housing carries the complete clutch kits (cover, disc, release bearing) in both 200mm and 215mm specifications, plus the clutch housing bellhousing components, release fork, and flywheel. This is where owners replacing the clutch assembly itself will find the relevant items. Clutch Hydraulics carries the master cylinder, slave cylinder, clutch pipe, hydraulic fittings, and service parts for the actuation system, the components that fail most frequently in practice and are typically replaced before considering the clutch assembly itself.
Clutch & Brake Fluid carries the hydraulic fluid specification used across both the clutch and brake systems (DOT 4 to the MGF and MG TF factory specification), available in 500ml and 1-litre bottles for service use.
Mid-Engine Access Consideration
Clutch assembly replacement on the MGF and MG TF is a significant undertaking because the engine and gearbox must be separated to reach the clutch, and on a mid-engine layout this typically requires lowering or removing the rear subframe to provide clearance for the gearbox to be withdrawn from the engine. The labour time is substantially greater than on a front-engined car with a longitudinal gearbox, and most owners have clutch assembly work carried out by a specialist workshop rather than attempting it at home. Hydraulic components, by contrast, are straightforward to access: the master cylinder is in the pedal box at the front of the car, and the slave cylinder is on the outside of the gearbox. Master or slave cylinder replacement is a home-mechanic-accessible job even for owners who would not attempt the clutch assembly itself.
Ordering Guidance
For a clutch that slips under hard acceleration or drags without fully disengaging, the clutch assembly itself is likely the cause, proceed to the Clutch & Clutch Housing page. For a clutch pedal that feels heavy, vague, sinks to the floor, or fails to return, the hydraulic system is the likely cause, proceed to Clutch Hydraulics. For service replacement of the hydraulic fluid (which should be renewed every two years as standard service practice), proceed to Clutch & Brake Fluid. When undertaking any hydraulic component replacement, the fluid should be completely bled and refreshed at the same time, reusing old fluid in a new system re-introduces any air bubbles or contamination that were the original cause of the problem.