MGOC Spares' timing belt kits consolidate the essential components of a K-series cambelt service into three straightforward specifications, one for each major production variation of the K-series timing system. Each kit includes the timing belt, tensioner, and water pump bundled at a meaningful saving against the recommended retail price of the individual components. Because all three kits include the water pump as standard, there is no decision to make at ordering time about whether to add the pump separately, the K-series' timing-belt-driven water pump is already in the kit, reflecting the correct service practice of renewing pump and belt together.
Early MGF Kit (up to 1998), MGFSK5
For MGF 1.8 non-VVC cars up to approximately 1998, fitted with the 23mm wide timing belt and manual tensioner specification. This covers early MGF 1.8i production before the transition to the 26mm auto-tensioner system. The kit comprises the 23mm wide cambelt, the manual tensioner assembly, and the water pump.
If the engine also needs the crankshaft pulley and timing drive gear upgrading to the later specification, which is required if changing to the 26mm belt system, those items are catalogued separately under Timing Gear & Belts. Early MGF owners whose 23mm system is in working order and not being upgraded to 26mm can service the car within its original specification using this kit.
Later MGF and Non-VVC MG TF Kit, MGFSK6
For MGF 1.8 from approximately 1998 onwards, MGF 1.6, all non-VVC MG TF (TF 115, TF 120, TF 135), and also fitting the Rover Group's closely-related applications: MG ZR, MG ZS (up to 2005), and MG ZT. The kit comprises the 26mm wide cambelt, the spring-loaded auto tensioner, and the water pump. The cross-compatibility with the ZR/ZS/ZT range makes this the highest-volume kit in the catalogue, which in turn means it is consistently well-stocked. This is the correct kit for the vast majority of MGF and non-VVC MG TF cars, including all the core TF 135 production.
VVC Kit, MGFSK7
For MGF VVC, MGF Trophy 160, and MG TF 160, the three variants fitted with the 1.8 VVC (18K4K) engine. The VVC kit is a substantially more comprehensive package than the non-VVC kits because the VVC engine has two timing belts rather than one. The MGFSK7 kit comprises the VVC front cambelt (ZUA000410), the VVC rear cambelt (LHN100400) driving the VVC eccentric disc mechanism, the front tensioner (LHP10015Z), the tensioner spring (ZUA000420), the tensioner pedestal bolt (WAM3885), and the water pump (PEB102510Z). The additional components explain the higher price against the non-VVC kits, fitting a complete VVC timing service requires both belts, their tensioner system, and the water pump to be changed together at every service interval.
Ordering the non-VVC kit for a VVC engine is a common error that leaves the rear belt and its tensioner unserviced.
Why Kit Ordering Matters
Timing belt kits provide the correct matched components in a single order, belt tooth profile, tensioner spring rate, and water pump specification are all aligned for the specific engine variant. Using components from different-specification kits risks fitting incorrect tensioner spring rates (which can cause premature belt wear or incorrect tension), mixing 23mm and 26mm components (which will not fit together), or fitting the wrong water pump specification. The engine number prefix (18K4F for non-VVC 1.8, 16K4F for 1.6, 18K4K for VVC) combined with the production date or engine number breakpoint is the definitive reference for kit selection. On early non-VVC MGF 1.8 cars, the engine number determines whether the 23mm manual-tensioner kit (MGFSK5) or the 26mm auto-tensioner kit (MGFSK6) is correct, the transition took place on non-VVC 1.8 engines from J31 274138 / J32 278812 onwards.
Fitting a Kit
Fitting a timing belt kit on the MGF or TF follows standard K-series procedure. The timing belt end of the engine faces the offside of the car and is accessible with the undertray removed. The engine must be at top dead centre on cylinder one with the camshafts locked before any belt removal, the camshaft locking tool (Z070, catalogued separately under Timing Gear & Belts) holds the cams against rotation while the belt is removed and refitted, preventing even correct timing mark alignment from slipping when the tensioner is released. Auto tensioners have a specific preload-and-release fitting procedure that must be followed, the spring is used to preload the tensioner and is then removed before the engine runs.
After fitting, the engine should be rotated by hand through at least two complete revolutions to confirm the timing marks realign and there is no mechanical interference before starting the engine.