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Views: 0 Author: Site Editor Publish Time: 11-05-2025 Origin: Site
Rubber-metal composite bushings are installed at joints such as control arms, subframes, and stabilizer bars. The rubber-to-metal construction delivers “stiff where needed, compliant where desired” behavior over multiple axes:
· Location & guidance (handling/alignment): maintain camber, caster, and toe geometry under steering, braking, acceleration.
· Ride comfort: rubber compliance filters road impacts and high-frequency inputs.
· NVH: tuned dynamic stiffness and hysteretic damping; robust bonding avoids squeal/knock.
· Inner sleeve: precision/cold-drawn steel tube; phosphate/zinc; carries torque and axial load.
· Rubber layer: NR/NBR/HNBR/PU; hardness/compound/section geometry govern stiffness and media resistance.
· Outer sleeve: roll-formed steel; blasted + primed for OD retention and concentricity during press-fit.
· Vulcanized bonding: primer/adhesive/topcoat tri-layer; peel strength ≥ ASTM D429; oil & hot-water shock resistant.
· Note on Toyota RBI: shorthand for certain bushing locations/types; verify by VIN & on-vehicle measurement.
Material | Typical Hardness (Shore A) | Continuous Temp | Oil/Fuel Resistance | NVH Behavior | Typical Application |
NR (Natural Rubber) | 55–70 | −40 to +90 °C | ★ | Very compliant & quiet | Comfort-oriented daily use |
NBR (Nitrile) | 60–75 | −30 to +110 °C | ★★★ | Slightly firmer | Light/medium oil exposure |
HNBR (Hydrogenated NBR) | 60–80 | −40 to +150 °C | ★★★★ | Stable vs. heat & oil | High-temp + oily duty |
PU (Polyurethane) | 70–85 | −40 to +120 °C | ★★ | High stiffness | Sport/heavy-duty/unpaved |
Correct PN: 48632-0K010
Common mistypes / SEO variants: 486320K010 (hyphen removed); 48632 0K010 (spaces); 48632-OK010 (“0” vs “O” confusion); 48632-0K010A/B (suffixes—verify dimensions).
Fitment: Toyota RBI positions (e.g., front lower control arm rear bush). Verify MY & position via service manual/on-vehicle measurement.
Variant | Outer Ø OD | Inner Ø ID | Overall Width W | Flange T | Ref. Tolerance |
A | 64.5 mm (2.539 in) | 14.2 mm (0.559 in) | 50.0 mm (1.969 in) | 3.0 mm (0.118 in) | OD/ID ±0.20 mm; W/T ±0.15 mm |
B | 65.0 mm (2.559 in) | 14.2 mm (0.559 in) | 50.0 mm (1.969 in) | 3.0 mm (0.118 in) | Same as above |
C | 66.0 mm (2.598 in) | 14.2 mm (0.559 in) | 50.0 mm (1.969 in) | 3.0 mm (0.118 in) | Same as above |
1. Confirm position & OD variant (remove old part or measure subframe bore).
2. Road condition: urban/highway → 60–65A; rough/unpaved >30% → 70–75A (PU optional).
3. Load: frequent full load/towing → +5A; consider thickened outer sleeve.
4. Temperature: hot under-hood/tropical → HNBR preferred.
5. Oil exposure: seepage/fuel → NBR/HNBR.
6. NVH: quiet cabin → NR 60–62A; dynamic stiffness tolerance ≤ ±10%.
7. MOQ & lead time: 50–100 sets; 7–15 days standard; 20–30 days customization.
Tools: Hydraulic press & cups + guide sleeves; torque wrench; marker; cleaner; oil-resistant assembly lube (metal interfaces only).
Procedure:
8. Lift vehicle; remove wheel; support lower arm; mark ride-height position.
9. Remove fasteners & ball joint; extract old bushing; clean/inspect bore.
10. Align orientation marks (notch/arrow/shoulder); avoid eccentric pressing.
11. Press to shoulder stop; ensure coaxial & flush seating.
12. Refit arm & bolts; snug only; lower to ride height before final torque.
13. Road-test; re-inspect.
Reference torque & interval:
· Control-arm bushing main bolt: 120–140 N·m
· Bushing bracket to subframe: 90–105 N·m
· Re-torque after 800–1,200 km; recheck after severe impacts.
· Final torque with wheels hanging → pre-twist & early cracking → torque at ride height.
· Lube on rubber → bondline slip → lube metal interfaces only.
· Wrong orientation/eccentricity → NVH/pull → follow index marks.
· Untreated corroded bore → loose fit → repair or micro-oversize OD.
· Incorrect torque → clunking/thread damage → calibrated torque wrench.
Symptom | Possible Cause | Solution |
Thump at start/stop | Rubber debonding/hardening | Replace; choose higher bonding grade |
Pulling / abnormal tire wear | Eccentric install / loose OD fit | Re-press & align; choose +0.05 mm OD |
Cold-weather squeal | Rubber too hard / poor low-temp loss | Switch to NR 60–62A or low-temp-optimized HNBR |
Brake shudder | Dynamic-stiffness deviation | Use NVH-tuned version (dynamic stiffness ≤ ±10%) |
Early crazing/swelling | Heat + oil/chemical attack | Choose NBR/HNBR; locate & fix oil leaks |
Press-fit scarring/deformation | Misaligned tooling / uneven load | Use dedicated press cups + guides; press evenly |
· Systems & certifications: TÜV; AEO Advanced (2025-01-09); IATF 16949-aligned processes; PPAP/IMDS available.
· Lab: ASTM D2240 hardness; ISO 37 tensile; ISO 815 compression set; ASTM D429 peel; ozone/heat aging; salt spray; NVH dynamic stiffness rig.
· Traceability: unique barcode + batch ID; full trace of compound/formulation and key operations.
· Differentiators: OD micro-tuning (+0.05/+0.10 mm); hardness 60–85A; thickened outer sleeve; oil/high-temp formulas; CMM & peel/hardness data with shipment.
· Case: LATAM client using 70–75A HNBR saw longer durability and lower noise-claim rate (aggregated, client-authorized).
· Q: Is 48632-0K010 the same as 486320K010?
A: Yes; hyphen removed. Verify size and install position.
· Q: What does “RBI” mean?
A: Industry term for Toyota bushing positions/types; check service manual & MY.
· Q: Comfort vs durability?
A: Urban: 60–65A; heavy load/rough: 70–75A or PU.
· Q: Oily environment?
A: Choose NBR/HNBR; if hot + oily, HNBR first.
· Q: Lubricant during press-fit?
A: Thin film on metal interfaces only; never on rubber/bondline.
· Q: Micro-oversize OD available?
A: Yes: +0.05 / +0.10 mm and tailored tolerance bands.
· Q: PPAP & traceability?
A: Yes: barcode traceability; PPAP & lab reports available.
· Q: Lead time & MOQ?
A: Stock/sample 50–100 sets; 7–15 days standard; 20–30 days custom.
· Q: Wheel alignment after replacement?
A: Recommended to restore geometry and minimize tire wear.
