Catalog

VAG/PORSCHE 059117070B SEAL

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
200 sold
Wholesale price USD $1.39
Wholesale price CNY ¥9.6
bolt MOQ (Minimal order)
200 pcs
local_shipping Production time
20-50 days
package_2 Shipping Weight: 0.011 kg
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VAG/PORSCHE 059117070B
VAG/PORSCHE 95810717620
VAG/PORSCHE 059117070A
Overview & Operating Principle
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The SEAL is a radial shaft oil seal — also called a lip seal or rotary seal — that prevents the migration of oil, grease, or transmission fluid from a rotating shaft assembly to the exterior environment by maintaining continuous dynamic contact between a precision-formed elastomeric lip and the polished running surface of the rotating shaft. The seal body consists of an outer metal case — pressed from steel and coated for corrosion resistance — that provides a static interference fit with the bore of the housing (engine block, timing cover, differential housing, wheel bearing carrier, or axle tube) into which it is installed; and one or more elastomeric sealing lips moulded from nitrile rubber (NBR), fluoro-elastomer (FKM/Viton), or PTFE depending on the operating temperature, speed, and fluid compatibility requirements of the specific installation. The primary sealing lip is spring-loaded by a garter spring behind the lip that maintains constant radial contact force against the shaft surface across the full range of shaft runout, thermal expansion, and lip wear throughout the seal's service life; a secondary dust exclusion lip — typically without a garter spring — faces outward to prevent road grit, water, and abrasive particles from reaching the primary lip from the environment side. Radial shaft seals of this type are used at every location in the drivetrain where a rotating shaft exits a housing containing oil or grease: crankshaft front and rear, camshaft ends, transmission input and output shafts, differential pinion and side gears, driveshaft inner and outer stubs, wheel bearing axle shafts, and transfer case input and output.

This unit — VAG/PORSCHE 059117070B — is manufactured to OEM-equivalent specifications: outer case diameter and interference fit tolerance for housing bore engagement, bore depth and case width, shaft bore diameter and lip contact diameter, primary lip material compound and hardness, garter spring load, dust lip geometry, and maximum rated shaft speed and operating temperature are matched to the original part. Supplied individually as a direct replacement for standard fitment. Available wholesale from 1.39 USD, MOQ 200 pcs, production lead time 20-50 days.

Radial shaft seals fail through primary lip wear and hardening from heat and oil additive attack — the lip material loses its elastic conformability and develops a permanent set at the shaft contact diameter, destroying the dynamic sealing contact; through shaft surface wear groove formation where the lip has been running at the same axial position for an extended period, creating a wear track that any new seal lip will fall into and immediately leak; and through garter spring fatigue or corrosion that reduces the spring's radial contact force below the minimum required to maintain sealing contact across the full shaft runout cycle. A shaft with a visible wear groove at the seal lip contact zone requires either a repair sleeve (speedi-sleeve) pressed over the worn zone or shaft replacement — installing a new seal on a grooved shaft produces an immediate leak as the lip sits in the groove rather than forming a new contact path.

Symptoms & Diagnostics
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Oil weeping or dripping from the seal area — wet oil film on the shaft below the seal exit point, or oil staining on the timing cover, bellhousing, or axle tube around the shaft — the primary lip has lost contact with the shaft surface; the leak rate is typically slow initially — a seep that leaves a wet film — and increases progressively as the lip hardens further or the garter spring fatigues; confirm the leak source by cleaning the area thoroughly and running the engine or driving to identify the exact exit point.
Oil on the accessory belt or inside the timing cover area — wet belt face and oil sprayed on the timing cover interior — the front crankshaft seal has failed; rotating crankshaft and accessory pulley action flings the seeping oil in a centrifugal pattern that coats the belt and timing cover; a belt contaminated with oil must be replaced simultaneously with the seal — it cannot be cleaned and will slip on every accessory pulley.
Oil puddle directly below the transmission output or differential pinion area at the driveshaft connection point — the driveshaft inner seal or differential output seal has failed; the oil pool accumulates directly below the leaking shaft exit; confirm the specific leaking seal by cleaning and running to identify whether the leak originates at the transmission tail housing, the differential pinion, or the axle tube side seal.
Wet, oily film around the wheel hub centre cap or inner wheel rim face — the axle shaft or wheel bearing hub seal has failed, allowing grease or axle oil to migrate outward along the axle; on beam axle rear assemblies the leak typically appears as an oily brown residue around the axle tube end and on the inner brake drum surface; brake contamination from a leaking axle seal requires drum and shoe replacement in addition to the seal.
Visible hardened or cracked lip on the removed old seal — the elastomeric lip has taken a permanent set and shows surface cracking from heat and age degradation — a hardened lip seal cannot conform to shaft runout and loses sealing contact at every shaft revolution; this condition is normal end-of-life failure and confirms the seal has reached its service limit through age rather than abnormal operating conditions.
Seal that leaks immediately after installation of a new seal — the shaft surface has a wear groove at the lip contact zone that the new seal lip drops into; run a fingernail circumferentially around the shaft surface at the seal contact position — any groove detectable by fingernail represents a path for oil to bypass the lip; this requires a repair sleeve fitted before the seal or shaft replacement if the groove depth exceeds 0.1 mm.
Logistics & Customs
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International HS Code
8484.20
EAEU Customs Code (TN VED)
8484 20 000 0
Typical Net Weight
0.011 kg
Country of Manufacture
China
Standard MOQ
200 pcs
Production Lead Time
20-50 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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  1. Inspect the shaft running surface at the seal lip contact zone before installing the new seal — run a fingernail circumferentially around the shaft at the exact lip contact diameter; any groove, step, or rough texture detectable by fingernail will cause an immediate leak on the new seal as the lip drops into the groove rather than forming a new sealing contact; a grooved shaft requires a thin stainless steel repair sleeve pressed over the worn zone before the new seal is installed — this is not optional.
  2. Remove the old seal using a seal puller or a pick tool inserted behind the seal case — never drive the old seal out from the front using a screwdriver pried against the lip; this damages the bore chamfer and raises a burr on the housing bore that prevents the new seal's outer case from seating flush; always extract from behind or use a dedicated seal removal tool that engages the case without contacting the bore wall.
  3. Clean the housing bore meticulously and inspect it for scoring and out-of-round distortion before installing the new seal — a scored bore reduces the interference fit between the new seal's outer case and the housing, allowing the seal to rotate in the bore or leak around the outer case; measure the bore diameter at two perpendicular orientations; if the bore is oval or scored beyond 0.05 mm, the housing requires machining before the new seal is installed.
  4. Apply a thin film of clean engine oil or transmission fluid — as appropriate for the application — to the seal lip and to the shaft running surface immediately before installation — never install a seal dry; a dry lip on a rotating shaft generates friction heat that destroys the elastomeric compound within seconds of first rotation; apply the same fluid that the seal will be containing — do not use grease on a seal designed to run against oil, as grease can swell some lip compounds.
  5. Press the new seal squarely into the bore using a dedicated seal driver of the correct diameter — the driver must contact the seal's outer case face uniformly around its full circumference; a driver that contacts only one side tilts the seal in the bore, producing a leak path on the opposite side; drive the seal to the correct depth — flush with the housing face or to the OEM-specified depth below flush — using a depth stop or by measuring with a straightedge; an under-driven seal protrudes from the bore and the rotating shaft contacts the case rather than the lip.
  6. Install the new SEAL (VAG/PORSCHE 059117070B), reassemble all disturbed components in reverse order, refill oil or grease to the correct level, run the engine or drive for 5 minutes, and inspect the seal area carefully for any sign of seepage before returning the vehicle to service; a correctly installed seal on a sound shaft shows no weeping whatsoever from the first revolution.
Tools: seal puller or pick tool for extraction, seal driver set of correct diameter, repair sleeve (speedi-sleeve) for grooved shaft if required, bore gauge for housing diameter check, clean oil or fluid for lip lubrication, straightedge for installation depth verification.
Frequently Asked Questions
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Why does a new seal leak immediately after installation, and how is this diagnosed and resolved?
Immediate leakage from a new seal has four common causes: a worn groove on the shaft surface that the new lip contacts — confirmed by running a fingernail around the shaft contact diameter and feeling any depression; the seal was installed at the same axial position as the old seal so the lip sits in the same wear groove — reposition the new seal 1–2 mm deeper in the bore to place the lip on unworn shaft surface; the seal was installed tilted rather than square — press it out and reinstall with a correctly sized driver; or the shaft has excessive runout from a worn bearing that causes the lip to lift away from the shaft surface on each revolution — measure shaft runout with a dial gauge and replace the bearing if runout exceeds 0.05 mm. ok.parts supplies shaft seals individually and in drivetrain kit sets at wholesale MOQ from 1.39 USD per unit.
Can the sealing lip material make a difference, and when should FKM (Viton) be specified instead of standard nitrile?
Lip material selection is critical for seal service life. Standard nitrile (NBR) is the correct choice for conventional mineral engine oil at temperatures up to 120°C — the large majority of crankshaft, camshaft, and driveshaft seals use NBR. FKM (Viton) seals are required where operating temperatures regularly exceed 150°C — turbocharger shaft seals, high-performance engine rear crankshaft seals, and any position where the seal is exposed to synthetic ester-based fluids or ATF that attack NBR compound; FKM resists both the elevated temperature and the chemical attack that would rapidly harden and crack an NBR lip. Always match the seal compound to the OEM specification for the specific installation — substituting NBR for an FKM position will produce premature lip hardening and leakage within a fraction of the expected service life.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
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PartReason for Combined Replacement
Shaft Repair Sleeve (Speedi-Sleeve)
Stainless steel press-on sleeve — shaft diameter specific		A shaft with a visible wear groove at the old seal lip contact zone will cause an immediate leak on any new seal regardless of quality. A thin-wall stainless steel repair sleeve pressed over the worn shaft zone provides a new, perfectly smooth running surface for the new seal lip at a fraction of the cost of shaft replacement. Always inspect the shaft for groove depth before installing a new seal — if a groove is detectable by fingernail, fit a repair sleeve before the seal.
Bearing at the Sealed Shaft Position
Application-specific — wheel bearing, differential pinion bearing		Excessive shaft radial runout from a worn bearing causes the seal lip to lift away from the shaft surface on each revolution, producing a leak that no new seal can resolve. On wheel bearing and differential pinion seal positions where the bearing and seal are both accessible during disassembly, inspect the bearing for play and noise simultaneously with the seal replacement. A bearing with measurable radial play must be replaced alongside the seal to provide a stable shaft on which the new lip can maintain contact.
Accessory Drive Belt
OEM ref. varies — front crankshaft seal applications		A front crankshaft seal failure deposits oil on the accessory belt through centrifugal action from the rotating crankshaft pulley. An oil-contaminated belt loses friction at all pulley contact points and must be replaced — it cannot be cleaned or restored. Replacing the accessory belt simultaneously with the front crankshaft seal during the same timing cover access operation completes the front engine service and eliminates belt slip as a post-repair symptom.