Two complete clutch kits are catalogued covering the MGF and MG TF range. The 1.8-litre kit (215mm diameter clutch) fits all 1.8 non-VVC, 1.8 VVC, Trophy 160, TF 115 (1.6? no, TF 115 is 1.6, corrected), TF 120, TF 135, and TF 160 applications, and cross-fits MG ZR and MG ZS 1.8 petrol equivalents. The 1.6-litre kit (200mm diameter clutch) fits MGF 1.6i and MG TF 115 applications. Each complete kit contains the pressure plate (clutch cover), the friction disc (driven plate), and the release bearing, the three items that wear together and should be replaced as a matched set rather than individually.
Fitting a new friction disc to a worn cover with its weakened diaphragm spring, or fitting a new cover to a worn disc with its compressed spring-hub damper, reduces the life of the new part and compromises clutch feel. The complete kit is always the recommended approach. Individual components, clutch plate and clutch cover, are available separately for specialist applications, but the service-case ratio strongly favours the kit.
Release Bearing, Common to Both
The release bearing (thrust bearing) is a single specification common to both the 1.6 and 1.8 clutch arrangements. It is a sealed unit that spins on the gearbox input shaft nose and presses against the clutch cover diaphragm to disengage the clutch. A worn release bearing produces a characteristic rumbling or squealing noise when the clutch pedal is depressed, and is one of the items already included in a complete clutch kit, so owners fitting a new kit will not need to order this separately. It is catalogued individually for diagnostic replacement or for use alongside a used clutch kit in specialist scenarios.
Clutch Release Cross-Shaft and Lever
The clutch release cross-shaft and lever assembly is the mechanical linkage inside the bellhousing that transfers hydraulic slave cylinder movement to the release fork, which in turn presses on the release bearing. The cross-shaft rotates in bushes at each end of its run, and these bushes wear over time, a worn cross-shaft bush produces a clunky, imprecise clutch action and can eventually cause release fork disengagement problems. Two variants are catalogued: a new cross-shaft and lever assembly and a remanufactured equivalent at a lower price point for owners who need the part but are working to a service budget. The remanufactured unit is rebuilt to the original specification with new bushes and inspected operating surfaces; service life should be equivalent to a new unit.
A dedicated bush kit is also catalogued for owners rebuilding the cross-shaft themselves.
Clutch Judder, Diagnostic Guidance
Clutch judder on take-up is a common complaint on higher-mileage MGF and MG TF cars. The judder has several possible causes that should be assessed before ordering replacement parts. Oil contamination of the clutch friction surface produces a grip-slip judder caused by variable friction, diagnosed by checking the lower edge of the bellhousing for oil seepage. Dark oil indicates an engine source (combustion products discolour it); straw-coloured oil indicates a gearbox leak.
The K-series engine backplate does not have a drain hole, so oil accumulates at the lowest point and can migrate through the imperfect seal between the engine and gearbox housing, reaching the clutch. Weakened or broken springs in the friction disc hub (the shock-absorber springs that cushion clutch engagement) unbalance the engagement and produce judder that may be intermittent. Clutch plate distortion is a recognised characteristic of the PG1 gearbox family dating back to its first use in the Austin Montego in 1984, and remains a possibility on high-mileage cars. Worn engine mountings can amplify any of these judder sources by allowing the drivetrain to rock under torque.
The MGOC Spares blog article *'MGF and TF Clutch Judder'* by Roger Parker covers the diagnosis of these causes in detail.
Bellhousing-to-Engine Bolts
The bellhousing is secured to the engine by M12 bolts in five different lengths (50mm, 53mm, 65mm, 80mm, and 90mm) plus one M10 x 30mm screw. The varying lengths reflect the different depths at which each bolt reaches through the casting webs into its corresponding thread.
During clutch work, the bellhousing must be separated from the engine; the bolts should be inspected and can be reused if in good condition, but owners typically specify fresh bolts particularly for the higher-stress M12 x 90mm items which are reused in only two positions. Flanged nuts in M12 complete the fastener set.
Access and Replacement
Clutch assembly work on the MGF and MG TF requires engine/gearbox separation, and on a mid-engine layout this means lowering or removing the rear subframe.