HYUNDAI/KIA 517202D000 HUB BEARING
Product Specifications
Product quality
OEM Equivalent Grade
100 sold
Wholesale price USD
$4.68
Wholesale price CNY
¥31.8
bolt MOQ (Minimal order)
50 pcs
local_shipping Production time
10-70 days
package_2 Shipping Weight:
0.65 kg
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Application (cross references) 3
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| HYUNDAI/KIA | 517202D000 |
| HYUNDAI/KIA | 517202D100 |
| MILES | DWB0069 |
Overview & Operating Principle
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The HUB BEARING is a wheel hub bearing assembly — a precision preloaded double-row angular contact ball bearing or tapered roller bearing unit that supports the rotating wheel and hub against the combined radial loads from the vehicle's weight and the dynamic vertical forces from road irregularities, the axial loads from cornering lateral forces and braking, and the moment loads from the lateral offset between the tyre contact patch and the bearing centreline, while maintaining the wheel's precise rotational axis relative to the suspension knuckle or beam axle through the bearing's designed service life. The modern hub bearing assembly — supplied as a sealed, preloaded, grease-filled unit — integrates what was previously a two-separate-bearing arrangement requiring periodic adjustment and regreasing into a single maintenance-free cartridge that is pressed or bolted to the steering knuckle as a complete unit; on driven axles the inner ring incorporates internal splines that engage the constant velocity joint's stub shaft for torque transmission. The ABS wheel speed sensor function is integrated into the bearing assembly on virtually all modern applications: a magnetic encoder ring — a multipole permanent magnet ring bonded to the bearing's rotating inner ring — generates a pulsating magnetic field as the ring rotates, which the fixed ABS sensor detects and converts into a wheel speed signal at a frequency proportional to rotational speed; the encoder ring is factory-installed and sealed inside the bearing unit, requiring no external mounting or gap adjustment.
This unit — HYUNDAI/KIA 517202D000 — is manufactured to OEM-equivalent specifications: bearing outer diameter and housing bore diameter for the knuckle press-fit, bearing inner ring bore and stub shaft spline for the CV joint engagement on driven axles, bolt circle and mounting flange geometry, factory preload and internal clearance class, integrated ABS encoder ring pole count for the wheel speed signal frequency, and dual-lip seal compound for road water and road salt exclusion are matched to the original part. Supplied as a complete pre-greased sealed unit. Available wholesale from 4.68 USD, MOQ 50 pcs, production lead time 10-70 days.
Hub bearings fail through raceway fatigue spalling after high mileage — the subsurface rolling contact fatigue that initiates after the bearing's design life of accumulated load cycles has been exhausted, producing progressive pitting and eventual detachment of raceway material that generates the characteristic rumbling noise; through accelerated contamination wear from seal failure caused by deep water wading, high-pressure jet washing directed at the hub, or kerb impacts that deform the outer ring and compromise seal lip contact; and through false brinelling from vibration during transport or storage that creates Hertzian contact dents in the raceways before the bearing enters service.
Symptoms & Diagnostics
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Rumbling, growling, or droning noise from one wheel position that is speed-proportional — increases with vehicle speed and is independent of engine RPM — and changes in intensity when load is transferred between the left and right sides of the axle by gently weaving the steering wheel — the characteristic presentation of hub bearing raceway fatigue; the noise increases when load is shifted toward the failed bearing (weaving toward the affected side on a front bearing) because the increased radial load presses the worn raceway surfaces harder together; confirm which side by noting the noise change direction during the steering weave.
ABS warning light combined with a wheel speed sensor fault code for a specific wheel position — sensor signal absent, erratic, or out of range — with the sensor wiring confirmed intact — the integrated ABS encoder ring has been damaged or contaminated; the encoder ring is pressed onto the bearing's inner ring and is sealed inside the bearing unit — it cannot be replaced separately; any ABS encoder fault in an integrated hub bearing requires complete bearing replacement to restore the wheel speed signal.
Perceptible play when the wheel is grasped at the 12 and 6 o'clock positions and rocked — the wheel rocks noticeably with the vehicle raised on a ramp and the brake released — axial play in the hub bearing has developed from raceway wear; a correctly preloaded hub bearing has zero detectable play at the wheel rim; any perceptible rocking confirmed with the brake released indicates bearing wear beyond the serviceable preload; compare with the opposite wheel on the same axle — a serviceable bearing produces no movement.
Vibration felt through the steering wheel — a buzzing or trembling sensation at specific speed ranges that varies with vehicle speed rather than engine RPM — advanced hub bearing wear on a front axle has developed sufficient radial play that the wheel runs eccentrically, producing a vibration at the wheel's rotational frequency; this vibration is typically accompanied by a noise and cannot be eliminated by wheel balancing — the bearing play produces the imbalance regardless of the wheel's static and dynamic balance condition.
Wheel that shows visible radial play — when the vehicle is raised on a ramp with the wheel spinning freely, the tyre visibly oscillates eccentrically rather than spinning true — severe bearing wear has allowed the wheel hub to run off-centre relative to the bearing's outer ring; at this stage the bearing is structurally compromised and vehicle operation is unsafe; the wheel may separate from the hub in extreme cases of raceway material detachment.
Grease or oil leaking from the hub area — dark brown grease visible on the wheel rim inner surface, the brake disc face, or the wheel arch interior near the hub — the hub bearing's dual-lip seal has failed from water contamination impact damage or from the bearing's outer ring fretting in the knuckle housing that opened a path for grease to escape; a bearing that has lost its grease from seal failure will fail rapidly from inadequate lubrication regardless of its apparent noise level at the time of seal failure detection.
Logistics & Customs
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International HS Code
8482.10
EAEU Customs Code (TN VED)
8482 10 900 0
Typical Net Weight
0.65 kg
Country of Manufacture
China
Standard MOQ
50 pcs
Production Lead Time
10-70 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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- Measure the knuckle housing bore diameter before pressing in the new bearing — a housing bore that has been enlarged by a spinning outer ring from the previous bearing failure will not provide the interference fit the new bearing requires; measure the bore at two perpendicular orientations and compare against the OEM tolerance; a bore enlarged beyond 0.05 mm requires knuckle replacement or bore sleeving before the new bearing is installed — pressing a bearing into an oversize bore allows it to spin under cornering loads and reproduces the failure within a short period.
- Use a hydraulic press with the correct driver cup diameter to install the new bearing — never drive a hub bearing in with a hammer and drift regardless of the urgency of the repair; impact installation concentrates force on one arc of the bearing's outer or inner ring and Brinell-dents the raceways, destroying the bearing before the vehicle moves; always apply force through a driver cup that contacts the full outer ring circumference evenly across the bearing face; the driver cup must not contact the seal lips or the encoder ring on the inboard face.
- Press the bearing to the correct seated depth — fully to the housing shoulder or to the specified depth mark — a bearing that is not fully seated leaves a gap between the outer ring face and the housing shoulder, reducing the interference fit contact area and allowing the ring to spin under high cornering loads; confirm full seating by measuring the bearing face depth relative to the housing face and comparing against the OEM specification before assembling the hub or attaching the knuckle to the suspension.
- Confirm the ABS encoder ring orientation before final installation — the integrated encoder ring is positioned on a specific face of the bearing's inner ring; installing the bearing with the encoder face pointing away from the ABS sensor produces no wheel speed signal; the correct orientation is marked on the bearing by the OEM — typically the encoder face is identified by a colour marking or by proximity to the bearing's part number stamp; confirm the encoder ring faces the correct direction before pressing the bearing into the housing.
- Torque the hub nut to the OEM specification using a calibrated torque wrench and a new single-use hub nut — the hub nut preloads the bearing's inner ring; overtightening applies excessive axial preload that increases rolling resistance and rapidly elevates bearing operating temperature, accelerating raceway fatigue; undertightening allows inner ring movement that frettes the stub shaft splines and allows the inner ring to spin relative to the shaft; the OEM torque value — typically 180–300 Nm — is critical and must be applied with a calibrated wrench, not estimated by feel; always use a new hub nut as the old nut's locking feature has been deformed and cannot reliably maintain the specified torque.
- Install the new HUB BEARING (HYUNDAI/KIA 517202D000), torque the hub nut and secure with a new cotter pin or deform the new nut's locking collar, lower the vehicle, drive at 20 km/h in a quiet area and confirm no rumbling or grinding noise from the replaced bearing, confirm the ABS warning light extinguishes after the first few metres of driving, and recheck the hub nut torque after the first 50 km to confirm it has not relaxed before returning the vehicle to service.
Tools: hydraulic press with correct outer ring driver cup, internal micrometer for housing bore measurement, torque wrench (180–300 Nm for hub nut), new single-use hub nut and cotter pin, OBD-II scanner for ABS fault code clearance after installation.
Frequently Asked Questions
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How can the failing wheel bearing be precisely identified — left or right — before the vehicle is raised for inspection?
The steering weave test is the most reliable method for identifying the failing side before raising the vehicle. Drive at the speed where the bearing noise is most prominent — typically 60–100 km/h — and gently weave the steering to transfer lateral load between the front wheels. When load is shifted toward the failing bearing's side (steering toward the noise source), the increased radial load on that bearing increases the noise intensity; when load is shifted away (steering away from the noise source), the noise reduces or disappears because the load is reduced. A bearing that is louder when the vehicle turns right and quieter when turning left is the left front or rear bearing on the left side — the left bearing carries more load in a left turn. This test correctly identifies the failing side in approximately 90% of cases and allows the correct bearing to be ordered before the vehicle is raised for confirmation. ok.parts supplies hub bearing assemblies at wholesale MOQ from 4.68 USD per unit.
Does hub bearing replacement require wheel alignment, and under what conditions?
Wheel alignment is required after hub bearing replacement whenever any component that influences alignment geometry has been disturbed during the bearing replacement procedure. On bolt-in hub bearing designs — where the bearing assembly bolts to the knuckle through flange bolts without requiring knuckle removal — the alignment is typically not disturbed and no alignment check is required. On press-fit bearing designs where the knuckle must be removed from the vehicle for pressing operations, the ball joint, lower control arm, and tie rod end are all disconnected during knuckle removal and reconnected during installation; the reconnection of any of these components with different torque levels or at different vehicle heights can shift the alignment angles. Always verify and adjust wheel alignment after any suspension disassembly that involves disconnecting steering or wheel location components during the bearing replacement process.
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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| Part | Reason for Combined Replacement |
|---|---|
| ABS Wheel Speed Sensor External sensor — where not integrated in bearing | On designs where the ABS sensor is an external sensor mounted adjacent to the bearing rather than integrated into it, the sensor's air gap to the encoder ring changes whenever the bearing is replaced due to manufacturing tolerances in the new bearing's encoder ring position relative to the hub face. Check the sensor air gap against the OEM specification after bearing installation; a sensor that cannot achieve the correct air gap with the adjustment provisions available requires replacement simultaneously with the bearing to restore correct ABS signal amplitude. |
| Brake Disc and Pads Axle pair — OEM ref. varies | Hub bearing replacement requires removing the brake caliper and disc for knuckle access on most designs. With the disc removed, measure its thickness and runout — a disc that has been in service alongside a failed bearing may have developed lateral runout from hub runout transmitted through the bearing's inner ring play. A disc showing runout above 0.05 mm requires machining or replacement to prevent brake judder with the new bearing. Inspect pad thickness simultaneously — replacing pads at the same time as the bearing eliminates a repeat caliper removal within a short interval. |
| CV Joint Outer (Drive Shaft) OEM ref. varies — driven axle applications | On driven axle hub bearings, the hub nut removal for bearing access also exposes the CV joint's stub shaft spline engagement with the bearing inner ring. With the stub shaft withdrawn, inspect the spline teeth on both the shaft and the bearing inner ring for fretting corrosion from inner ring movement caused by the failed bearing's loss of preload; fretting-damaged splines allow micro-movement between the shaft and hub that produces clicking noises and premature bearing failure in the replacement bearing from inner ring spin. Replace the outer CV joint simultaneously if spline fretting is found. |