Catalog

TOYOTA/LEXUS 4340906010 INNER JOINT

TOYOTA/LEXUS 4340906010 INNER JOINT

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
Wholesale price USD $10.27
Wholesale price CNY ¥69.6
bolt MOQ (Minimal order)
300 pcs
local_shipping Production time
50-60 days
package_2 Shipping Weight: —
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TOYOTA/LEXUS 4340906010
LYNXAUTO CI1153
Overview & Operating Principle
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The INNER JOINT is the inboard constant velocity joint at the differential or gearbox output end of the drive shaft that transmits engine torque from the transmission output flange or differential side gear to the drive shaft at all operating angles while simultaneously accommodating the axial plunge travel required as the suspension moves through its vertical range — a function the outer CV joint cannot perform. On front-wheel-drive and all-wheel-drive vehicles the inner CV joint is a tripod or ball-and-cage design: tripod joints use three rollers on needle bearings riding in three longitudinal grooves in an outer tulip housing, providing high angular capacity combined with smooth axial plunge motion with minimal internal friction; ball-and-cage inner joints use six balls in a cage and inner and outer race with straight grooves that allow plunge by axial displacement of the entire inner assembly within the outer housing. The inner joint is enclosed by a rubber or thermoplastic CV boot held by two clamps that retains a specific quantity of CV joint grease — typically 80–150g of molybdenum disulphide or lithium-complex grease — providing lifetime lubrication for the joint's rolling elements. On most front-wheel-drive vehicles the inner joint slides into a spline in the differential side gear and is retained by a circlip that engages a groove in the side gear bore, allowing the shaft to be withdrawn by axial pull without tools.

This unit — TOYOTA/LEXUS 4340906010 — is manufactured to OEM-equivalent specifications: joint outer housing diameter, tripod or ball configuration and roller/ball diameter, inner stub shaft spline count and diameter, plunge travel range, maximum operating angle, grease type and fill quantity, and boot clamp positions are matched to the original part. Supplied as a complete joint assembly with pre-packed grease and boot. Available wholesale from 10.27 USD, MOQ 300 pcs, production lead time 50-60 days.

Inner CV joints fail through grease degradation and eventual starvation after boot failure — road grit entering through a torn boot abrades the needle bearings, roller journals, and housing grooves within a short operating period; through corrosion of the tripod rollers and housing grooves in severe salt environments where the boot has cracked and allowed water ingress; and through plunge mechanism wear from sustained operation at abnormal angles caused by incorrect ride height or modified suspension. Unlike outer CV joint failure which produces a distinctive clicking during tight turns, inner joint failure typically produces a vibration or shudder during acceleration — particularly noticeable during light-throttle cruising — because the inner joint operates at small angles through all normal driving rather than only at full lock.

Symptoms & Diagnostics
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Vibration or shudder through the floor or seat during light-throttle acceleration from rest or at low speed — most pronounced in a straight line — worn inner CV tripod rollers producing uneven torque transmission as the worn rollers skip over damaged groove tracks; the shudder occurs at the rotational frequency of the drive shaft and disappears under heavier throttle or at higher speeds where the joint dynamics change.
Vibration felt through the gearstick or steering wheel during steady-speed cruising at 80–120 km/h that changes with vehicle load — a worn inner joint producing rotational imbalance from uneven roller or ball wear; distinguish from wheel balance vibration by noting whether the frequency changes with engine RPM rather than road speed — a joint vibration frequency is proportional to drive shaft speed (RPM), not vehicle speed.
Grease splattered on the inside of the wheel arch liner, on the subframe, or on the inner surface of the wheel rim — the inner CV boot has torn and is centrifugally flinging grease from the rotating joint; inspect the boot immediately; a joint that has lost its grease fill will wear rapidly and require replacement within a short mileage regardless of current noise level.
Torn, split, or collapsed inner CV boot visible on inspection — a damaged boot has exposed the joint to road contamination; replace the boot and regrease the joint if the joint rollers and housing grooves show no pitting or corrosion on inspection; replace the complete joint assembly if any surface damage is found.
Clunking noise from the drivetrain when selecting drive from reverse or when taking up drive slack from rest — advanced inner joint wear with significant play between the tripod rollers and housing grooves; the clunk occurs as the worn joint transitions from loaded to unloaded state and back during the torque reversal; this level of wear requires immediate joint replacement.
Axle shaft that cannot be fully withdrawn from the differential despite correct circlip release technique — the inner joint housing has corroded onto the differential output spline or the circlip groove in the side gear is damaged; do not force the shaft extraction as this damages the differential side gear; apply penetrating oil and allow to soak before attempting a controlled withdrawal.
Logistics & Customs
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International HS Code
8708.99
EAEU Customs Code (TN VED)
8708 99 970 9
Typical Net Weight
Country of Manufacture
China
Standard MOQ
300 pcs
Production Lead Time
50-60 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. Support the lower control arm at ride height before withdrawing the drive shaft from the differential — with the lower ball joint released and the hub pulled outward, the suspension hangs at full droop; withdrawing the shaft from the differential in this position over-extends the outer CV joint beyond its maximum angle and can fracture the outer boot or dislodge the outer joint retaining circlip; support the hub carrier and control arm to maintain the outer joint at a safe angle throughout shaft removal.
  2. Release the inner joint from the differential using a slide hammer or axle pry bar applied to the inner joint housing flange — not to the shaft itself; applying extraction force to the shaft rather than the housing bends the shaft and distorts the inner joint's plunge travel; use the correct extraction tool that engages the joint housing and applies axial force directly to the circlip engagement groove area to pop the circlip from the side gear bore.
  3. Inspect the differential side gear circlip groove and spline before installing the new joint — a worn or corroded circlip groove in the side gear bore will not retain the new joint's circlip correctly; the new joint will pull out of the differential under drive torque if the groove is worn; compare the groove depth with a new circlip to confirm adequate retention.
  4. Confirm the new inner joint circlip is correctly seated in its groove on the stub shaft before installation — the circlip must be fully compressed in its groove so the outer diameter is flush with the spline major diameter; a circlip that is not fully compressed will prevent the shaft from entering the side gear bore fully, preventing the circlip from engaging the differential groove and resulting in the shaft pulling out under load.
  5. Drive the new inner joint into the differential with a firm single axial push until the circlip engages the side gear groove with a positive click — confirm engagement by attempting to pull the shaft back out by hand; a correctly retained shaft cannot be pulled out with hand force; if the shaft can be pulled back, the circlip has not engaged and the shaft must be re-driven until the click is confirmed.
  6. Install the new INNER JOINT (TOYOTA/LEXUS 4340906010), refit the hub assembly and all suspension fasteners torqued to specification at ride height, refit the driveshaft nut with a new single-use nut torqued to OEM specification with the footbrake applied, lower the vehicle, and road test through a full range of acceleration loads and speeds to confirm the drivetrain vibration has been eliminated before returning the vehicle to service.
Tools: slide hammer with CV joint adapter or axle pry bar, workshop jack for hub carrier support, new single-use driveshaft nut, torque wrench (high-range for driveshaft nut), snap ring pliers for circlip inspection.
Frequently Asked Questions
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When the inner CV boot has torn but the joint shows no play or noise, should the joint be replaced or only the boot and grease?
Boot-only replacement with regrease is appropriate when the joint is inspected after a recently torn boot and the tripod rollers, needle bearings, and housing grooves show no corrosion pitting, no surface fatigue, and the grease contains no abrasive debris. Disassemble the joint completely, wash all components in clean solvent, inspect under good lighting for any surface damage, and pack with the correct quantity of fresh grease before refitting with a new boot and clamps. If any pitting, corrosion, or abrasive contamination is found, replace the complete joint — a contaminated joint will wear rapidly even with fresh grease because the abrasive particles are embedded in the surface texture of the rollers and grooves. ok.parts supplies inner CV joints and boot kits at wholesale MOQ from 10.27 USD per unit.
Should the complete drive shaft assembly be replaced rather than just the inner CV joint?
Complete drive shaft replacement is the correct approach when both the inner and outer joints require replacement simultaneously, when the shaft body shows visible bending or corrosion damage, or when the cost of separate inner and outer joint kits plus labour approaches the cost of a complete remanufactured shaft assembly. Replacing only the inner joint is appropriate when the outer joint and boot are confirmed serviceable — a worn outer joint is confirmed by clicking during tight turns rather than the vibration characteristic of inner joint wear, and both conditions rarely occur simultaneously on the same shaft at the same mileage.
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
Outer CV Joint
OEM ref. varies by axle position		The outer CV joint on the same shaft accumulates the same mileage as the inner joint and is fully accessible during drive shaft removal. If the shaft is being removed for inner joint replacement, inspect the outer joint for play and boot condition simultaneously; a worn outer joint requires a separate shaft removal if not addressed during the inner joint service, incurring the full shaft removal labour cost again within a short interval.
CV Boot Kit
Inner and outer boot with clamp set		Both inner and outer CV boots should be inspected whenever the shaft is removed; replace any boot showing cracking, hardening, or deformation simultaneously with the joint service. A boot that is approaching end of life will fail within a short mileage after the shaft is reinstalled, requiring another complete shaft removal to address the boot failure before it causes joint contamination and repeat joint replacement.
Driveshaft Nut
Single-use stretch nut, thread pitch per OEM specification		The driveshaft nut is a single-use stretch fastener that must be replaced every time it is removed — reusing a previously torqued stretch nut provides insufficient clamping force to maintain the hub bearing's correct axial preload, allowing driveshaft endplay that destroys the hub bearing inner race spline and produces a clicking noise under drive that is easily confused with a CV joint fault.