The MGF and MG TF use two drive shafts (half-shafts) running from the gearbox differential output to the rear wheel hubs. Each shaft has a constant velocity (CV) joint at each end, an inner CV joint at the gearbox end, and an outer CV joint at the hub end, accommodating suspension travel and drivetrain geometry while transmitting torque smoothly. The shafts are handed: left and right are not interchangeable. The right-hand shaft carries a dynamic damper (a weighted rubber ring fitted to the shaft to absorb torsional vibration), which is included with the complete RH shaft assembly.
Manual and Automatic Variants
The inner drive shaft assemblies differ between manual-gearbox and Stepspeed CVT automatic cars, the differential output shaft design and the snap ring securing the CV joint are different between the two gearbox types. A manual drive shaft will not fit an automatic car and vice versa.
When ordering, confirm transmission type as well as car side (LH/RH). Both variants are catalogued for each side, totalling four inner drive shaft assemblies (LH manual, RH manual, LH automatic, RH automatic).
Outer CV Joint, Three Configurations by VIN and ABS
The outer CV joints have a three-way specification split that reflects the introduction of ABS sensing and the MEMS 3 engine management system's use of wheel-speed data. The three configurations are: - Non-ABS cars up to VIN 1D (MEMS 1.9 engine management), standard outer CV joint on both sides, no ABS sensor ring. - Non-ABS cars from VIN 1D onwards (MEMS 3 engine management), standard outer CV joint on the right side; ABS-type outer CV joint (with sensor ring) on the left side. The left-side ABS-type shaft provides MEMS 3 with wheel-speed data for the 'rough road' element of the engine mapping, which applies even on cars without an ABS braking function. - ABS-equipped cars, ABS-type outer CV joint (with sensor ring) on both sides.
When ordering outer CV joints, confirm the VIN (to establish pre- or post-1D) and the ABS status of the car. Fitting the wrong specification on either side will either remove the ABS sensing capability where it is needed, or add an unused sensor ring where it is not, neither condition is harmful but both produce incorrect ordering decisions.
CV Joint Gaiter Kits, The Common Failure Point
The CV joints are packed with grease and sealed by rubber gaiters (boots) that retain grease and exclude road-spray contaminants. Gaiter failure is the single most common drive shaft issue on the MGF and MG TF, the rubber splits or perishes with age, allowing grease to escape and water, dirt, and salt to reach the joint's internal ball tracks. A clicking noise on full lock under power is the characteristic symptom of an outer CV joint that has lost its grease and run dry; a vibration or rumble under load typically indicates an inner CV joint failure at the same stage. Two separate gaiter kits are catalogued: an inner CV joint gaiter kit and an outer CV joint gaiter kit.
Both kits cross-fit MG ZR and MG ZS applications of the same underlying joint designs. Gaiter condition should be checked at every service, a split gaiter caught early, before the joint itself has run dry, is a straightforward repair with minimal parts cost. A split gaiter left until clicking noises appear usually means the joint itself is damaged and a complete shaft assembly replacement is required, a considerably more expensive outcome.
Complete Drive Shaft Assemblies
For CV joints that have already suffered damage from running without grease, complete drive shaft assemblies with new joints and gaiters fitted are the practical solution. The complete assembly is supplied with the inner and outer joints, the dynamic damper (on the RH shaft), and the inner snap ring ready for fitment. When refitting a drive shaft after differential disturbance, a differential seal protector tool should be used during shaft insertion to prevent the splined shaft end from damaging the lip of the new differential oil seal, a small precaution that saves an immediate oil leak from a freshly-serviced gearbox.
Rear Hubs, MGF and MG TF Distinction
Rear hub assemblies differ between MGF and MG TF, the two models' suspension geometry and hub-bearing arrangements are different, and the hubs are not interchangeable. MGF hubs were originally manufactured in separate ABS and non-ABS variants, but the current replacement hub fits both applications. MG TF rear hubs are catalogued separately with dedicated LH and RH items.
Hub Bearing Kit, Common Front and Rear
The rear hub bearing kit is catalogued on this page and usefully carries a common specification across front and rear, the same bearing kit fits both axles, simplifying parts inventory for anyone undertaking front or rear hub work.