In truth I have more experience with MGB clutch systems than the MGTF but the concepts are similar. After a lot of research (and hitting lucky when I came across someone with access to OEM drawings) it became clear that the whole system was designed to work "as one". In other words you needed maximum pedal travel, fully functioning master and slave cylinders, no excess freedom of movement in the slave push rod, and good pivot bush tolerances in the fork arm before the release bearing would push the cover plate the "designed amount".
I suspect the same is true for the MGTF system.
When testing hoses in a previous life at periodic intervals for safety compliance (not as a manufacturer but as a user) the theory was that under pressure the hose would extend in length. If it reduced in length it was indicative that the braid was failing or failed based on simple science. So if it looks like your hose is shrinking in length and bulging then that could be an explanation as to why the release bearing is not depressing the cover plate (the displaced volume is bulging the hose rather than pushing the cover plate).
If there are odd audible noises other than the "baulk rings protesting" when you press the clutch pedal but not attempting to change gear I would try and establish if the action of pressing the clutch pedal is delivering the correct movement of the actuating rod that goes into the bell housing. I have no idea what that should be. Perhaps someone on here might know that. If when you press the clutch pedal (without changing gear) and there are odd noises that would tend to suggest the release bearing.
If you are an MGOC member there was an article earlier in the year describing how someone renewed the bushes in a stabiliser bar that apparently ties onto the sump and connects to the sub frame ~ I have not looked at this on mine. If that is worn out on yours it might be a reason for the engine to move a bit leading to a situation that over tensions the gearchange link cables and breaks the u clip. I don't know if that is possible but I think it would be good to understand why that clip became lost. 
Surely if the clutch failed whilst trying to change gear it would damage the gearbox components and not the gear linkage.
To my way of thinking the reluctance to explore renewing the release bearing etc is understandable. I think i would be more inclined to explore renewing master and slave cylinders simply because damage to the bores of those can't be ruled out and loss of efficiency will translate into less movement of the release bearing. But it is only a suggestion. If there is unusual noise when stationary with engine running and just pressing the clutch pedal I'd say the problem is in the bell housing.
FYI ~ I too have a Satur bell crank.
 

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