Clutch & Gearbox

Pivot shaft for brake and clutch pedal box assembly. This part is seldom replaced, but can be damaged if the 2A3034 bushing at the top end of the brake or clutch

Used on all Verto clutch setups except for a few very early 1000s using the long clutch release arm. Aftermarket.

Reconditioned one-piece flywheel assembly for pre-Verto applications. Includes flywheel and back plate; cleaned, inspected, and resurfaced

Verto clutch pressure plate with 20% more clamping force than the standard unit. Correct configuration for the fuel-injected SPi or MPi, but can be used on carbureted Minis

Machined spacer ring at rear of all primary gears, important for adjusting the thrust clearance of the primary gear. Slightly oversized at .162 thick.

Keith Calver floating front bush to fit primary gears with 1.75" bore. Fits with no modification or honing required. Fits 1275/1300 primary gears with 1.75" diameter, but will not work

22A82 rear primary gear bushing for Minis equipped with oil-fed primary gear. Tailshaft size is 1.375" diameter.

This is the 1.629" ID bushing on the 1275cc crankshaft step. When replacing it, normally both front and rear bushings must be parallel honed. Fits all 1275s except original

Horseshoe-shaped clip locks into primary gear backing ring. Aftermarket. See also 22A0319 Rover ring.

Bronze thrust washer to control shimming of 1275 primary gear. Chamfer faces thrust surface. Thinnest one available (.112").

Bronze thrust washer to control shimming of 1275 primary gear; 0.114" thick. Chamfer faces thrust surface.

Bronze thrust washer to control shimmming of 1275 primary gear. Chamfer faces thrust surface.

Bronze thrust washer to control shimming of 1275 primary gear; 0.118'' thick. Chamfer faces thrust surface.

Bronze thrust washer to control shimming of 1275 primary gear. Chamfer faces thrust surface. Thickest one available (.120").

22A450 bronze primary gear thrust washer for 998, 1098, and late 850 engines. Recommended clearance is .003-.006.

1275cc A-Series primary gear; 24 teeth. Not for A+. Used.

When improved gears were introduced in A+ transmissions starting in 1979, the primary gear was also revised. It is identifiable by bushing IDs of 1.629" and 1.504", front and rear

Used 30-tooth primary gear for A+ 1275 engine. Can be fitted in place of the standard 29-tooth and will drop a 3.44 ratio to 3.325, giving a higher MPH per 1,000 RPM.

The primary gear for a "large-bore" A-Series engines, as used on most Cooper S engines and 1300 range; features a floating bush with a circlip to hold it in place.

Brand new gear with bushings installed - ready to install. Note that this gear is not for early 850-1098cc cranks with 1.375" diameter tailshaft. This gear fits only pre-A+ 998,

The improved transmission gears introduced in 1979 included a revised primary gear. If you are fitting a tranny with A+ gears, you must use the corresponding primary gear on the crank.

Used. The improved transmission gears introduced in 1979 included a revised primary gear. If you are fitting a tranny with A+ gears, you must use the corresponding

Metal bracket that holds the two rubber mountings to the body and attaches to the gear lever housing on rod change shift linkage; used

Kit allows safe replacement of a leaky rear main crankshaft oil seal without the time consuming removal of the Flywheel housing. It can be done with the engine still in

Shouldered bolt used to attach the MG 1100 / Austin America 1300 front shifter mount to the front of the remote and the back of the diff housing. Use 8

22A250 Mini Cooper-type remote shift assembly. Includes shift lever and all associated parts. Used.

This detent assembly enters the left side of the remote shifter housing that was fitted until 1973. It contains a plunger and a spring, which apply tension to the internal gear change rod to prevent it from vibrating and making a racket.

Spring for the anti-rattle detent on the left rear side of the shift housing.

Small detent is spring loaded to tension the main shifter rod and prevent vibration.

Mini Cooper-type remote shift housing. Used.

Rubber plug at front of remote shift housing keeps out road grit.

The metal bracket that supports the rear of the cast remote shifter housing on the classic Mini Cooper and Cooper S

Fabricated adapter prevents accidental engagement of reverse gear.

Nylon bushing for the large pivot ball on the remote shifter gear lever. For remote shifter assemblies as used after 1964.

Cup type .75'' clutch master cylinder kit. Please note that early master cylinders used an internal piston requiring a cup type main seal on the upper end

Seal and boot kit for rebuilding a genuine or repro cast iron clutch slave as used on pre-Verto assemblies. For a more complete kit including the piston, see GRK4008-KIT.

A more complete repair kit for the pre-Verto clutch slave cylinder, including the internal piston and spring.

Seal and boot kit for repro or genuine cast iron slave as used on Minis with Verto clutch assembly beginning in 1982. Genuine Lockheed.

U.K.-made reproduction remote shift boot retainer, with the proper contours of the original part

Circular metal retaining cup for gear shift lever on remote-shift Minis from 1964-1973

Circular metal retainer for remote shift gear levers, for remote-shift Minis from 1964-1973. Used, condition may vary.

Metal retainer for CZH4278 rod change shift boot.

Moke shift boot metal retainer ring.

Forked, metal retainer that holds the threaded speedometer drive to the transmission.

Return spring, clutch arm. Pre-Verto clutch only.

The 22G1852 reverse gear was used on the first generation for rod-change transmissions until the introduction of the A+ gears.

Reverse Gear, fits all rod change transmission. Single internal bushing. Genuine Rover.

Reverse gear for 4-synchro straight-cut racing transmission. Tooth count 16 & 18. Not for rod-change transmission.