Transfer Gears

This kit has two functions. It can be used in later gearboxes or flywheel housings with large idler gear to sleeve the holes down to accept the early

In 1979, the improvements to the gearbox included enlarging the too-small idler gear pin to .875" diameter and using stronger bearings to support it. These 1.375" OD bearings are found

This 1.065" OD bearing supports the .75" pin of the idler gear on 4-synchro trannies up to 1979. Found in both the gearbox casing and flywheel housing, but please verify

This is the small bearing with barrel rollers at the outer tip of the input gear-first motion shaft assembly. Fits all flywheel housings except Metro Turbo type, see ADU6033 for

Flanged bronze bushing at the rear of the primary gear. Should be replaced if the flange is damaged or the ID becomes too large. Must be honed to size after

Circlip, first motion shaft bearing outer race to flywheel housing.

Retaining circlip for the 3A3709 1st motion carrier bearing on 3-synchro transmissions. .094-096" thick.

Circlip, inner race, outer end of 1st motion shaft. Used with 13H6080 bearing.

Circlip, first motion shaft bearing outer race to flywheel housing. Fits the larger, ADU6033 bearing that was used in the Metro Turbo engine.

Revised cupped thrust washer used after 1980, identifiable by a locking ear that keeps the washer from spinning and wearing into the diff cage. Two fitted, sold each.

Dust seal presses on the splines of the primary gear to help keep clutch dust from wearing the rear main oil seal.

First motion, or input shaft, for 4-synchro transmission, including remote shift and pre-A+ rod change. 17 teeth. New old stock.

Used flywheel housing, 3 synchro. No breather. Hard to find used item!

Flywheel housing, 4-synchro with breather. 1.375" idler gear hole. Used only.

Heavy paper gasket that forms the seal between the flywheel housing and the engine/transmission.

Machined steel thrust washer for early idler gear with .75" pin diameter. .130"-.131" thick.

Machined thrust washer for 1979-on idler gear with .875" pin diameter. Nominal .134" thickness.

Machined thrust washer for 1979-on idler gear with .875" shaft diameter. Size is .136"-.137" thick.

Shim for 1979-on idler gear with .875" pin diameter. Approximately .138" thick.

Machined thrust washer for 1979-on idler gear with .875" pin diameter.

No longer available new. Good used condition. Part may show some wear. The three synchro idler gear can also be used on 4-synchro with careful spacing of the

Idler gear for the pre-A+ 4-synchro transmission. 31 teeth, .75” shaft diameter. Reproduction.

Idler gear for the pre A+ 4-synchro transmission. No longer available new. Good used condition. Part may show some wear.

Idler gear for A+ transmissions, 1979-on. Tooth count is 37, shaft diameter is .875"

A+ idler gear with large diameter shafts. Good used condition.

Straight-cut idler gear for Jack Knight gear sets. For pre-A+ gearbox/flywheel housings with .75" idler shaft. 31 teeth, for use with either 1.00 or 1.04 to 1 ratios.

Straight-cut idler gear with .875" shaft for A+ transmission and flywheel housing. Fits Mini Spares' Evolution straight-cut drop gears. 30 teeth.

24-tooth input, or drive gear, that slides over the first motion shaft on three-synchro transmission.

Standard ratio input gear for 1979-on Mini or Metro A+ transmission. 29 teeth. Reproduction part.

Crankshaft rear seal that presses into the flywheel housing. OE spec, with scroll markings on inner lip. Suitable for competition use. See also 13H2934E for a NAK seal and LUF10006

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

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").

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

Small oil seal for belt drive timing kit with metal housing. Seal ID/gear shaft is 32mm.

The weakest link in a high performance power plant is the drop gear assembly that transmits power from the engine to the transmission. This set of three gears, consisting of