Clutch spring for Land Rover Defender It's easy to forget nowadays, but driving a car used to be real work and you don't have to go all the way back to the accelerator or starter crank.   In the Defender, many things have become more user-friendly over the decades: power steering and electric windows take the strain off the arms, but especially in TD5s and older it is often the case that the clutch leg has to be much stronger than the accelerator foot. The physical effort involved in depressing the clutch pedal quickly becomes noticeable, especially in the short gear ratio off-road, when manoeuvring with a trailer or even when stop-and-go in the city.   As an ergonomic and cost-effective solution to this annoying problem, we now offer a new torsion spring that reduces the effort required to depress the clutch by up to 45% compared to the original return springs. The new spring can be fitted to the 300TDI, TD5 and TD4. The necessary sockets are supplied. The clutch pedal conversion also works on older models than those mentioned above, if retrofitting with a newer pedal box is possible. If you have any questions, we will of course be happy to help.   If you are looking for a technically more sophisticated solution with even greater power savings, you should take a look at our POWERmaster master cylinder for the clutch hydraulics.        

saving bundle: Heavy Duty clutch kit incl. Improved MT82 intermediate shaft for TD4 saving bundle consisting of automatic clutch, friction disc, release bearing, matching clutch slave cylinder and a reinforced intermediate shaft MT82 transmission. For TD4 built in 2007-2016 Information about the clutch automat with friction disc, release bearing and clutch slave cylinderEspecially with switching operations under higher load, such in trailer operation or in performance-enhanced vehicles, enormous forces must be transmitted by the clutch. A common problem with the Defender's original clutch is the failure of the insufficiently sized torsion springs. The torsion springs, specially adapted to the Defender Td4, eliminate the familiar problems of clattering or jamming clutches. Another, but less common, problem is the ingress of oil from the engine or transmission into the clutch bell. This oil is absorbed by the porous friction linings and occurs during driving by the resulting frictional heat repeatedly to the friction lining. Due to the reduced traction it comes in the episode to a higher heat development and vitrification of the coverings. The heat is a measure of the converted energy that is no longer available to the drive! The organic coating used in this coupling can not absorb oil and therefore does not vitrify. It convinces with specially adapted friction modifiers with a soft response and enables a 100% adhesion. Of course, the pads are asbestos- and lead-free, free of other toxic heavy metals and heavy metal compounds. Information on the reinforced intermediate shaft for MT82 transmissions.Improved intermediate shaft for MT82 transmission in Land Rover Defender TD4 / TDCi / Puma 2.4 / 2.2 Known problem: The intermediate shaft of the TD4 / TDCi / Puma 2.4 / 2.2 models is not greased and is not supplied with oil. The connection of the two-piece intermediate shaft wears after prolonged use, since the shaft with outer ring gear has direct contact with the shaft with inner ring gear. In the worst case, this wear ensures that the sprocket shears off and the vehicle thus stops. A regular lubrication of the sprocket helps, but is in the long run very cumbersome Our solution: The improved intermediate shaft is supplied with the oil of the gearbox and thus prevents the wear of the shafts. Easy and uncomplicated! We recommend replacing the pilot bearing when replacing the coupling.