Unlike the front brakes, where the Trophy 160, TF 160, and Sportpack 2 cars carry uprated 304mm AP Racing equipment, all MGF and MG TF variants share a single rear brake specification. The rear axle uses 240mm solid (non-ventilated) discs clamped by pin-slider single-piston calipers with a 38mm piston, operating on the rear portion of a Bosch 5.3 three-channel ABS front-rear split circuit. The same rear hardware is fitted to the 1.8i, 1.6i, VVC, Trophy 160, TF 115, TF 120, TF 135, and TF 160, which simplifies ordering, the standard-versus-Trophy distinction applies only at the front of the car.
Why the Rear Brakes Matter More Than Owners Expect
The mid-engine packaging of the MGF and TF places roughly 45 per cent of the kerb weight over the front axle and 55 per cent over the rear, reversing the distribution familiar from front-engined classics. Even allowing for forward weight transfer under braking, the rear brakes carry a higher proportion of total stopping effort than on an MGB or Midget, and rear pad wear is closer to parity with the fronts than many owners anticipate. Rear pad and disc condition should be inspected at the same service intervals as the front rather than left to be dealt with at a future MOT.
Standard Rear Disc Kit and Pad Sets
The standard rear disc kit comprises a pair of 240mm solid discs with a matched rear pad axle set, supplied together as a single part for straightforward service replacement. The standard rear pad axle set is also catalogued separately for owners whose discs have plenty of material remaining but need new pads. Disc-to-hub retaining screws, M8 x 16mm zinc-plated countersunk items, are catalogued individually and are worth renewing as a matter of course rather than reusing the originals, which are often seized in place by corrosion on high-mileage cars.
EBC Slotted and Dimpled Upgrade Options
Two EBC-based rear brake upgrades are catalogued. The complete rear kit pairs EBC slotted-and-dimpled discs with EBC Greenstuff Kevlar-compound pads for a balanced performance improvement across both friction surfaces. EBC slotted-and-dimpled rear discs are also catalogued as a pair without pads, and EBC Greenstuff rear pads are catalogued as a standalone axle set, giving owners the option of staging the upgrade or matching one side to existing inventory. The slotted-and-dimpled disc surface breaks up the gas film that pad materials release at high temperatures, a film that would otherwise reduce friction, and Greenstuff pads increase bite in fast-road use while generating less brake dust than standard compounds.
One fitment note from the catalogue: EBC rear discs fit 16-inch alloy wheels or VVC-specification wheels, and owners running early 15-inch alloys should confirm caliper clearance before ordering. Matching a rear upgrade to an equivalent front upgrade keeps the car's braking balance consistent.
Rear Calipers, New and Reconditioned Exchange
Rear calipers are handed LH and RH and are catalogued both as new units and as reconditioned exchange items. Reconditioned exchange is a significant saving where the original caliper's casting and bore are sound but internal components have reached the end of their service life, the old unit is returned as a core and remanufactured to original specification by specialists.
For owners carrying out a lighter refurbishment on a caliper with a sound body and seals, a seal kit is catalogued covering a single caliper. A brass bleed screw is catalogued as an individual item for cases where only the bleed hardware needs renewal.
The Integrated Handbrake, Why a Wind-Back Tool Is Essential
Each rear caliper incorporates the handbrake mechanism within the caliper body, actuated by a cable-operated lever on the outside. This integration has two direct consequences for rear brake service. First, the caliper piston cannot be pushed back in the conventional way when fitting new pads, it must be wound back against the internal screw mechanism using a brake piston wind-back tool, and a standard pad-spreader clamp will damage the piston if forced. Second, the internal mechanism can seize on cars that stand for long periods or that have corrosion inside the caliper, producing brake drag that shows as a hot wheel after a short drive or a pull under braking.
Regular exercising of the handbrake through its full travel is the simplest prevention.
Caliper Fastenings and Service Hardware
The caliper attaches to the caliper carrier via guide pins, supplied as a pair in the rear caliper guide pin kit, and retained by a short flanged bolt catalogued individually. The carrier attaches to the rear hub by a pair of caliper-to-hub bolts with the correct profile for the MGF/TF hub. Zinc-plated spring washers, 10mm internal diameter and 16mm external, are catalogued as single pieces for locking caliper and carrier hardware.