There were a number of clutch variations available for the 2a including the type of pressure plate and diameter of the drive plate.

I’ve kept the original diagram type pressure plate and fitted a 9.5″ diameter drive plate. These are typically fitted to the 2.25 diesel models. This combination was offered as an optional extra on the petrol models. Standard petrol model had a serviceable pressure plate and a 9″ diameter drive plate.

The 2.25 diesel has less output and logic would dictate a smaller output motor would require a smaller clutch engagement….. but the diesel had more torque (marginally) so the clutch would have to cope with this additional load whilst the gearbox was being engaged when the pedal was lifted.

As the Turner Engineering engine has about 30% more power and increased torque, a larger diameter drive plate is more favourable.

Pressure plate (left) and drive plate. The clutch release bearing in the gearbox bell housing thrusts against the triangular bezel in the centre of the pressure plate and in doing so releases the drive plate and separates drive form the motor to the transmission.
Flywheel ready for the clutch to be fitted (note the new bronze primary pinion bush in the centre)
Clutch bolts with new spring washers (the spring washers I took off were completely flat… never seen that before)…once again, thread lock was used. Not a workshop requirement but better safe than sorry.
It is important the clutch drive plate is centred between the flywheel and the pressure plate otherwise it will be impossible to fit the gearbox. As you might imagine there is a tool to set the drive plate correctly…. but as I don’t have one, the old primary pinion will suffice.
Clutch installed and ready for the gearbox