× 1-800-946-2642 Home My Account Social / Forum Articles Contact My Cart
Shop Now
Select Your Car Type Sale Items Clearance Items New Items
This primary gear seal is designed for use on models after 1992, but is also a great upgrade for Classic Minis! The seal has an improved double lip that provides superior protection to keep oil from getting on the clutch.
Oil Seal Uprated Clutch Primary Gear | Classic Mini

Oil Seal Uprated Clutch Primary Gear | Classic Mini

Oil Seal Uprated Clutch Primary Gear | Classic Mini
Part No: LUF10005
$8.70
Qty:
Fits the following:
Classic Mini
Alternate Products
Oil Seal Red Primary Gear | Classic Mini
$2.22 Oil Seal Red Primary Gear | Classic Mini
Classic Red Primary Performance Seal Engine Primary Gear
$2.89 Classic Red Primary Performance Seal Engine Primary Gear
This primary gear seal is designed for use on models after 1992, but is also a great upgrade for Classic Minis! The seal has an improved double lip that provides superior protection to keep oil from getting on the clutch.
Recommended items for: LUF10005
Loading...
Loading...
Loading...
Loading...
Loading...
Loading...
Loading...
Loading...
Loading...
Loading...
Loading...
Loading...
Related Technical Articles:
Classic Mini Cooper Flywheels & Clutch page 40
Created: December 21, 2018
View the selection of Flywheels & Clutches for the Classic Mini Cooper from the Mania Catalog as a PDF. Find a Part No. in the catalog. Type or copy/paste it into the search box to find it on the website.
Austin Mini Cooper Primary Gear - Bush Replacement
Created: April 13, 2001
With the cost of new primary gears spiralling ever upwards, and the availability of good, serviceable used ones, fitting new bushes to existing gears is becoming a more common solution.
ENGINE TRANSPLANTS - Engine to gearbox fitment
Created: November 01, 2000
Assembling the engine to gearbox (transmission) is explained and simplified in this article. Contrary to popular mis-guidance, all BBUs will fit all four-syncro gearboxes. It was only the three-syncro boxes that varied in casting dimensions causing hassles where 1275s were applied to 850/998 gearbox casings. The longer throw and bigger crank and rod assembly dimensions fouled the sculpted areas in the gearbox case,