The clutch system covers the components within the bellhousing, the driven plate, pressure plate cover, release bearing, flywheel, and their associated fixings. The 7¼-inch to 8-inch clutch size change at engine number 9408 (the start of the TD2 engine series) is the defining distinction in this section.
Clutch Components by Specification
Early TDs, from engine 501 to 9407, use the 7¼-inch Borg and Beck clutch. The driven plate, pressure plate cover, and flywheel with ring gear are all specific to this smaller specification. From engine number 9408 onwards, the TD2 and all TF engines use the 8-inch clutch, a three-piece clutch kit is available for the 8-inch specification, comprising the driven plate, pressure plate cover, and release bearing in a single box. The release bearing itself and its retaining clips are common across both clutch sizes.
The flywheel bolt pattern and crankshaft interface are identical between the 7¼-inch and 8-inch specifications, the crankshaft itself does not change at engine 9408, and the flywheel-to-crankshaft bolts and dowels are common across both clutches. The flywheel itself is a different casting, however, with a different ring gear diameter: 10?-inch internal diameter for the 7¼-inch clutch, and 10¾-inch internal diameter for the 8-inch clutch. Reconditioned flywheels are available on a customer's own unit basis for both specifications. The clutch cover-to-flywheel dowels are common between both sizes.
The spigot bush in the rear of the crankshaft should be renewed whenever the clutch is replaced, it supports the front of the gearbox input shaft and wears gradually over time.
Bellhousing and Mounting
The bellhousing connects the engine block to the gearbox and houses the clutch assembly. As the bellhousing is integral with the gearbox casing on this transmission, it changes with the gearbox specification at engine 9408 to accommodate the larger 8-inch clutch. Ten bolts secure the bellhousing to the engine block, with two dowels providing accurate alignment between engine and gearbox. A cover plate on the bellhousing provides access to the clutch without removing the gearbox, secured by two screws.
Clutch Alignment
A clutch alignment tool is essential for correct installation. The tool replicates the gearbox input shaft, holding the driven plate centred on the spigot bush while the pressure plate cover bolts are tightened. Without the alignment tool, the driven plate can shift off-centre during tightening, making it impossible to insert the gearbox input shaft cleanly when offering the gearbox back up to the engine. On a traditional ladder-frame chassis like the TD and TF, the gearbox is heavy and awkward to handle, so getting the alignment right first time saves considerable frustration during reassembly.
Ordering Considerations
The single most important specification detail when ordering clutch components is the engine number. Engines from 501 to 9407 require 7¼-inch clutch parts; from 9408 onwards (including all TF engines, whether XPAG/TF or XPEG/TF) require the 8-inch specification. The release bearing, release bearing clips, flywheel bolts, dowels, and spigot bush are common across both clutch sizes. The flywheel, ring gear, driven plate, pressure plate cover, and cross shaft assembly are size-specific.
Ring gears are available separately when only the starter ring teeth are worn and the flywheel itself is serviceable.