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The all new LOF 4×4 clutch range was created using the same core values that made LOF Clutches a success in the Land Rover industry. We strive to provide the best product possible, upgraded where needed, and supplied in one convenient box, ensuring you have everything required to do the job!

• A Heavy duty LOF clutch cover, choose between 20% ROADspec and 40% POWERspec, increased clamp load
• LOF HD drive plate, lined with a woven oragnic friction material, containing higher levels of copper and brass, less fibreglass! For maximum heat and wear resistance
• 1x Release bearing or concentric slave cylinder to suit your application, either an OE unit or upgraded depending on model
• 1x Spigot bush or pilot bearing to suit the clutch kit application
• 1x Clutch alignment tool, specific to the vehicle/ clutch ordred
• 6/8/9x high tensile clutch cover bolts
• 1x Sachet of high temprature spline/ assembly grease for pivots/splines and moving parts
• LOF fitting instructions

We hope this helps to show what our 4×4 clutch kits offer, if you need any help or advice feel free to send us an email!

We offer kits to suit:

• Ford Ranger
• Isuzu D-max
• Isuzu Trooper
• Nissan Navara
• Nissan X-trail
• Toyota Land Cruiser
• Toyota Hilux
• Daihatsu Fourtrak
• Suzuki Jimny

Our advice on Changing the clutch on a 200tdi or 300tdi

The 200tdi and 300tdi both in the Discovery 1, Defender 90/110/130 and the Range Rover classic, all run the same 9.5″ Diameter clutch, the same kit is used in the 2.5NA, 2.5TD and the 2.5 Petrol engine.

Choosing the right clutch: If you are abusing the truck off road, hauling heavy loads daily, have a VNT/ hybrid turbo fitted, are competing in winch challenge/ safari/ trialing, you will need the 2.8TGV POWERspec kit. If your truck is a daily driver, daily work horse or weekend toy, you should look to either the ROADspec TDI or POWERspec TDI kits!

Things worth changing while fitting a new TDI clutch:                                                                                                                                                                                                                                                                                   1. The clutch fork: as many will know, the 4 cylinder Land Rover engines use a ‘pressed’ steel type fork made from maybe 2mm thick mild steel, This fork pivots directly on a central pivot which is also made of steel, over time the fork wears and the clutch fork pivot punches through the fork! Symptoms of this will usually be a rock hard clutch pedal, where the slave has extended to its maximum, or an over extended slave which leaks fluid into the bell housing and out of the breather hole onto the ground! The fork, Part number FTC2957, can be upgraded to FTC2957HD which has a steel ‘strap’ or plate welded over the front of the fork, in essence giving it more material before it punches through. Another option is the Xcess 4×4 Fork which is domex steel welded over the entire front face, giving extra strength! Either way its worth changing, take your time to use some of the grease we supply in the kit to lube up the pivot ball, slipper pads and Pushrod seat/land.

2. The Rear main oil seal/ crank seal: The 200tdi runs a circular seal part number ERR2532, here at LOF we sell the genuine OEM ones that are green in colour, these can be very tricky to get right, be careful to follow the workshop manual, and if possible find the original LR workshop tool to drift the new seal into place. On the 300tdi, the crank seal part number LUF100430, is also worth changing. Again this seal can be tricky to get right, it uses a series of small M5/M6 bolts, and a gasket. Be careful to follow the workshop manual, also use a torch to run round the edge of the seal once fitted to make sure it has not been inverted, caught or damaged.

Do you need to change the flywheel on the 200tdi/300tdi: In short, no you will not necessarily, they are a solid flywheel from standard on the 4 cylinder LR engines, they are resistant to warping usually, but it is worth running a straight edge or steel rule over the face to make sure its flat. In addition, make sure the 3 dowels are not damaged, and the face of the flywheel is not too badly scorn or uneven. If needed and you have the facilities, you can machine the flywheel, and replace the dowels for new ones.

Things to be careful of when fitting a TDI clutch kit:

• Be careful to use a clutch alignment tool, making sure the clutch plate spline is directly inline with the axis of the crank and spigot bush. If you are not careful and these are milaligned, the gearbox will be a struggle to            re-install, sometimes it may also cause damage to the clutch plate. Make sure the gearbox is supported at all times when re-installing, also make sure the input spline of the gearbox is not ‘hung’ off of the clutch plate, this can crack the back of the plate and cause no drive.
• Read the workshop manual when fitting a new crank seal!
• Clutch cover bolts- as standard these were M8x20 from the factory, and used spring washers. We found some flywheels were not threaded all the way and ended up bottoming out before the clutch cover was tight to the flywheel. Therefore we supply our TDI kits with 6 bolts M8x16, 16mm long, this avoids this problem. You do not need to use spring washers on our bolts/clutches, if you wish you can add some loctite, but it is not essential. just torque them up to 28Nm and all will be well.
• If you have an early 90/110 which originally had a 2.5NA engine fitted, or a “Stump” R380, you should be careful to make sure the release bearing supplied (FTC5200) is the same as the one you remove in terms of length. Some of the early 2.5Na vehicles ran a stumpy release bearing part number UTJ100210 which is 10mm shorter in length. If you fit the later more common FTC5200 bearing by accident, it may cause the clutch to slip!

Changing the clutch on a TDCI Defender:

The 2.4L and 2.2L TD4/ TDCI Puma is in our opinion one of the easiest models of Defender to change the clutch on, we have written this info page to help everyone out if they are planning on changing their clutch!

What parts should I change on my TD4 Defender?:                                                                                                                                                                                                                                                                                        One of the most common questions we get asked about the TDCI is ‘Do I need a new flywheel?’ – The short answer is no, when Land Rover decided to install the 2.4L Ford TDCI in 2006/2007 Ford were having great issues with their dual mass flywheels, Land Rover decided to not run the risk and consequently every TDCI that left the factory was fitted with a solid mass flywheel (SMF.) Even Ford got rid of the dual mass flywheel on their 2.2L engines! The only reason we offer a flywheel for the TDCI is if the original AP clutch has exploded, when this happens and the terrible tambourine rattly’ clutch plate looses a spring, it falls out and can damage the flywheel. Of course the other reason is if the flywheel has seen excess slipping of the clutch, but you should be able to know the answer to these 2 factors before taking the gearbox out.

On the TDCI, it runs a Ford Concentric slave cylinder (essentially a release bearing and slave cylinder in 1 unit) Great idea… until they fail and you have to take the gearbox out to replace it- GRRR! Here at LOF, we upgrade everyone to the 2.2 Design of slave cylinder, it is a better design than the 2.4L version. Originally we supplied the genuine Ford/ FTE brand, but we soon found a failing with this part, so we have made our own now. (without boring you the design of the hydraulic piston gave way to cracking of the nylon causing premature failure. Worth mentioning, if you have a 2.4 Tdci, you will need a new bleed pipe, part number LR068981, we suggest changing this every time you do a clutch swap anyway as its held in place with an R clip and cannot be removed without taking the gearbox out again. We supply this part in our Bundle kits and also on its own.

Things we suggest changing (mostly included in our bundle deals for ease)

1. The Rear main oil seal/ Crank seal. LR020610, unless your engine is on low miles, it makes sense to do this- please note fitting is crucial to success, follow the Ford workshop manual not LR.
2. The concentric save cylinder- This is included in all of our kits anyway, but it needs changing every time – **Do not get this out of the box and compress by hand, you will damage the seal**
3. Bleed pipe LR068981/82- We suggest changing these every time, as they are in the engine bay and the Plastic can go brittle over time.
4. Spigot bearing/ Pilot bearing- these are pre-loaded with grease, and after 80-100k miles can dry up and self destruct (one of the reasons some TDCI can have gear selection issues)
5. The master cyinder, STC500100- this needs changing when doing a TDCI clutch, as you will find the old fluid is mostly black sludge from degraded seals, if you do not change this, the black gunk will work its way down to the new slave cylinder and could cause premature failure! (the master cylinder is the only part not included in the TDCI bundle)
6. Not something to change, but something to have in the tool box- a clutch alignment tool is critical, as mentioned below, if the clutch plate is not aligned with the crank/ spigot bearing, you can do some real damage to the clutch plate when re-installing the gearbox, hence its worth having a proper alignment tool and not doing it by eye!

The Process: 

1.You should start from inside the cab, removing the rubber gearstick gaiter and sliding the main gearstick off by splaying the 2 plastic retaining clips. Next you will need to take a male Torx bit, and undo the 8 retaining bolts that hold the lower gearstick + High low selector stick in place, stick the 8x bolts in the cubby box to keep them safe! You can then remove the lower half of the gearstick and the high low selector, that is all from inside!

2. Next You will need to pop the bonnet, and undo the 4 bolts holding the down pipe to the exhaust manifold (2.4) or the 13mm Exhaust clamp on the 2.2 TDCI. You can at this point also take the bonnet off if desired to let more light into the engine bay.

3. The next job is to remove the prop shafts using a 9/16″ socket and spanner (prop shaft tools are great and well worth the peanuts they cost!) Once the prop shafts are removed, you will want to take a large philips screw driver and remove the hand brake drum retaining screw, followed by removing the handbrake drum itself (make sure handbrake lever is off else you will never get it off!). Next you will want to remove the centre/ mid-box exhaust section, which in turn will allow you to remove the front section (if you have anti roll bars you may need to drop these down too to slide the CAT/ DPF past)

4. Next you will want to disconnect all electronic wiring to the gearbox, this includes: High low sensor, Diff lock sensor, large M10 earth strap, Reverse switch sensor, speedo drive wiring and crank sensor wire.

5. Now you can remove the gearbox mounting bolts either side of the chassis, making sure the gearbox/ transfer box is supported. You can of course separate the LT230 transfer box from the MT82 gearbox if working alone or servicing the MT82 output shaft. The LT230 ways in the region of 40-50KG so is just about manageable by 1 person. The same applies to the gearbox.

6. Once the gearbox mounts are removed, you can then begin removing the ring of 13mm bell housing bolts holding the gearbox to the engine. You may want to leave the lower 6 o’clock position ones until last. You can reach the higher 12 o’clock position ones using a couple of 12″ extensions and a ratchet.

7. Once all bolts are removed, you can begin to wiggle the gearbox backwards and separate the pair- be careful as the gearbox is dowelled to the engine, it may be stiff and then drop suddenly!

8. Once the gearbox is down on the ground, it is straight forward to change the clutch in situ,

9. Re-fitment is the reverse of the above, take Extra care not to damage the clutch plate or spigot bearing when installing the gearbox (Keep it supported at all times, and keep it in-line with the axis of the crank, failure to do so may end up in damage to the clutch plate (we see this a lot on driveway fitting jobs) or damage to the roller bearing spigot!

If you need any more help or info feel free to get in touch! [email protected], we can usually reply to emails faster than an answer on the phone!

Finally the time has arrived for us to launch our long awaited 4×4 Clutch range!

We have started off with 24 clutch kits, varying across 10 different 4×4 vehicle manufacturers! We have introduced two Spec’s of clutch similar to our famous Land Rover product range. Firstly we will be offering a ROADspec model which will suit most road going trucks with standard to medium tuning, designed with a 20% upgraded performance. In addition we have our POWERspec range which is designed for the real work horses, designed with 40% greater performance, these are aimed at tuned, modified, towing and working trucks!

All of the new 4×4 LOF Clutches come with the same great features that made us number 1 in the Land Rover industry:

• Heavy Duty Woven organic friction material
• High quality sprung drive plates with adequate dampening for daily use
• Heavy duty clutch covers with suitable clamp loads, built with strength by design
• Each kit comes complete with everything required to do the job in one
• Release bearings included with all kits
• Spigot bearings, Alignment tools, Clutch cover bolts and Spline Grease
• 2 Year LOF Guarantee

Ford Ranger  |  Isuzu Dmax  |  Nissan Navara  |  Toyota Hilux  |  Suzuki Jimny  |  Mitsubishi  |  Daihatsu

 

We wanted to display to everyone the various options we can offer for our EXTREMEspec brake kit, So we have made up a set of colour ‘Swatches’ so you can choose, if you are in the UK and would like to have them sent to you to view, please feel free to drop us an email!

We are stepping LOF up a gear, we now offer shipping 7 days a week! Using a combination of DPD and DHL we can now offer Next day shipping everyday, including Saturday and Sunday. So you guys can get that clutch fitted at short notice!

Prices are as follows for LOFclutches.com Deliver

Weekday- £0/ Free DPD/ DHL Delivery for all orders over £135

Saturday Delivery by DPD- £10 **(Order by 4pm Friday for Saturday Delivery)

Sunday Deivery by DPD -£12 **(Order by 11am Saturday for Sunday delivery)

Here at LOF we are dedicated to making life easy, convenient and simple. Therefore we think this is the ultimate step to help out our Customers!

Installing the L.O.F Clutches Master Cylinder into my 300TDI Defender. A few hurdles along the way but the outcome was worth it!

We have been updating our Approved distributor/ Authorised dealer section on our website. We now have 157 Expert Independent Land Rover Specialists from all corners of the globe, to help you get the right LOF Clutch or Brake kit for your Vehicle, Installed correctly!

We have worked very hard to build up our trade business with Garages and Land Rover parts shops all over the world, building trade with them before sharing our recommendation to the public!

We believe all of the fellow business’ listed on our site will succeed in offering you first class service and help, no matter where in the world you are!

From North America, to Newzealand, Malta to Sweden, just know we have someone local who is able to supply you one of our Heavy duty clutch kits!

For any more help or advice over choosing a garage or supplier to install your clutch, feel free to drop us an email to [email protected]

Maybe you are an independent Land Rover Specialist Garage? If so, why not get in touch with us to see what we can offer you?

Something we have been working on for the last 12 months, we often get asked if we offer clutches for other 4×4 vehicles, and since we think we have completed the LR range, it was time to invest time and energy into this!

We have developed a small range of ROAD/POWERspec models for brands such as Toyota/Ford/Nissan/Isuzu, and we will slowly be extending the range in the next 12 months

Making everything that little bit stronger, little bit better where possible, We hope you enjoy following us on this journey of expansion!

We have been asked lots recently about the solid mass conversion kits for the Td5 engine since releasing our version in Early 2019! In the last 2 years we have sold thousands of our LOF ‘SMF’ kits with very good feedback and results for all applications Discovery and Defender.

So why does the Solid mass flywheel have such a bad reputation? Well in simple form, the common SMF kits available on the market up until now have been designed Incorrectly! These type of kits tend to Rattle, Vibrate and drive not very nicely! Hence why we designed the LOF SMF kit to remove all these issues.

So why do the other SMF kits Vibrate & Rattle? The springs in the cheaper SMF kits are from a Rover V8 clutch kit- A very balanced refined engine with little to no need for dampening. When this ‘V8’ Clutch plate is fitted into the Td5 conversion, it does not have the ability to dampen the vibrations of the engine, therefore causing ‘Gear chatter’ and ‘Drive train vibration’ under load. The V8 clutch plate has an angular displacement of only 5 Degrees. To put it into perspective the original Dual mass has an angular displacement of over 60 degrees!

Interesting fact (2021) Three Years on from launching our TD5 SMF kit, we now sell roughly 100 Single mass flywheel kits to every 1 Dual mass flywheel! This includes to garages world wide, Independent specialists, and Enthusiasts. We believe if you seek safety in numbers, this is an important piece of information to know!

What makes the LOF SMF kit so special and better?

Simple! The LOF SMF kit has been designed correctly, using the following features:

1. Our flywheel assembly is the EXACT same weight as the original dual mass set up, not a lightened flywheel like the others (Done for cost reasons)
2. The LOF Driven plate has a ‘Long Travel Idler dampener’ within the centre which dampens the vibration at idle, leading to a ‘chatter free’ drive train with no excessive noise.
3. The LOF Driven plate also has a 2 stage dampening system which acts to provide the same dampening as provided by the Valeo DMF. The springs used in our plate have the same torque Vs Angular displacement as the DMF meaning it absorbs the vibrations created by the Td5 engine.
4. Our Flywheel is machined to a very high tolerance of 50 Grams/ Centimetre meaning that it is perfectly balanced.
5. Other SMF kits use a longer release bearing to compensate for the thinner (Lighter) flywheel, whereas our flywheel is the standard depth as the DMF, meaning a standard FTC5200 release bearing can be used (Ideal if one is needed to be sourced in the middle of nowhere!)

So what are the benefits of fitting a solid mass flywheel compared to the Dual mass? There are many benefits to a correctly designed Solid mass kit:

1. Cost, the SMF kits work out around £100 cheaper than the equivalent DMF kit. This is because the LUK/ Valeo DMF are just so expensive out of the factory.
2. Reliability, The SMF has no moving components therefore it will not fail or become noisy when compared to the DMF.
3. Long term upkeep, The SMF will not need replacing, it is re-usable, therefor if you ever need to change your clutch again, you will only need the clutch cover and driven plate!
4. Drivability, with the Td5 we have found that there is a ‘sponginess’ to the clutch pedal, and a slight delay/ lag of transmitted torque. Replacing it with the SMF gives a more ‘direct drive’ almost as if the gearbox and engine are more connected together, there is a noticeable difference in how quick the Torque from the engine can be transmitted to the wheels!

What are the Drawbacks to fitting a solid mass flywheel kit? None! The only thing we have concluded is that it is not strictly original, but other than that we see no reason not to fit one!

Fancy yourself as a Defender Racing Driver?

Introducing Edd Cobley! We have sponsored Edd’s Racing car this year, Edd is famous world wide for his Action film stunt driving, his driving tuition to Military personnel from around the world, and more importantly; Winning Race championships in 4wd vehicles!

The Truck:

‘Skippy 2.0’ Is a Land Rover Defender 110 Pick up (DCPU), over the last 2 years Edd has customised the truck under a full rebuild, sourcing the best quality racing products from around the world!

The Spec:

1. TD5 Engine, Tuned by José Amorim From TD5inside performance, Portugal, a well renowned Land Rover tuning expert
2. Quaife sequential gearbox, 6 speed
3. Belingo 16″ Off road Wheels
4. Davanti Tyres, one of Edd’s biggest sponsors
5. LOF EXTREMEspec Single mass flywheel TD5 Clutch kits!
6. LOF EXTREMEspec 16″ Front brake kit in Orange of course, upgraded with cermaic ‘RACEspec’ Pads
7. FOX Coil over suspension ……. The list goes on!

Now for some Brake porn  >

(330mm  Drilled and grooved Disc, 4 Pot anodised caliper, RACEspec Brake pads, 16″ wheel fitment!