TOYOTA/LEXUS 1347031030 PULLEY ASSY

Name: TOYOTA/LEXUS 1347031030 PULLEY ASSY
Brand: TOYOTA/LEXUS
SKU: 1347031030
Price: 15.05 USD
Availability: InStock
Rating: 2 (1 reviews)

Product Specifications

Product quality

OEM Equivalent Grade

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100 sold

Wholesale price USD $15.05

Wholesale price CNY ¥102

bolt MOQ (Minimal order)

50 pcs

local_shipping Production time

20-50 days

package_2 Shipping Weight: 2 kg

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TOYOTA/LEXUS	1347031014
TOYOTA/LEXUS	1347031010
TOYOTA/LEXUS	1347031012
TOYOTA/LEXUS	1347031013
TOYOTA/LEXUS	1347031011
TOYOTA/LEXUS	1347031030

Overview & Operating Principle

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The PULLEY ASSY is the crankshaft pulley and harmonic balancer assembly mounted on the front nose of the crankshaft that simultaneously drives the accessory belt circuit and attenuates the torsional vibration pulses generated by each combustion event that would otherwise fatigue the crankshaft, accessory belt, and driven component bearings. The assembly integrates two concentric components bonded by a precision-formulated rubber isolator ring: an inner hub that is keyed and bolted directly to the crankshaft nose and rotates at crankshaft speed, and an outer inertia ring — the pulley rim carrying the multi-rib accessory belt grooves — whose rotational inertia and compliance through the rubber isolator absorbs and damps the torsional vibration impulses from the firing order before they propagate into the belt drive system. On modern engines with variable valve timing, start-stop, or 48V mild hybrid systems, the crankshaft pulley incorporates an overrunning alternator decoupler (OAD) mechanism that allows the pulley to freewheel relative to the belt during engine deceleration and compression-braking events, preventing belt snap and alternator bearing overload during the rapid speed changes inherent in these systems. The outer rim also carries the crankshaft position sensor reluctor ring — a series of equally spaced teeth with a reference gap — that the CKP sensor reads to provide the ECU with crankshaft angle and engine speed for ignition and injection timing.

This unit — TOYOTA/LEXUS 1347031014 — is manufactured to OEM-equivalent specifications: inner hub bore diameter and keyway geometry, outer ring multi-rib groove profile and diameter, rubber isolator compound Shore hardness and torsional compliance characteristics, CKP reluctor ring tooth count and reference gap position, and overall assembly width and axial protrusion from the front cover are matched to the original part. Supplied as a complete assembly ready for installation. Available wholesale from 15.05 USD, MOQ 50 pcs, production lead time 20-50 days.

Crankshaft pulley assemblies fail through rubber isolator delamination from the inner hub or outer ring — the most common failure mode — which allows the outer ring to rotate independently of the hub, immediately producing accessory belt slip, alternator output loss, power steering failure, and overheating as the water pump loses drive. Isolator degradation is progressive and produces characteristic symptoms before complete delamination: belt chirping, alternator output fluctuations under load, and a wobbling pulley visible at idle are all early indicators of isolator bond fatigue. On OAD-equipped pulleys, the overrunning clutch mechanism wears after high mileage, producing a characteristic ratcheting noise during deceleration events.

Symptoms & Diagnostics

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Accessory belt chirping or squealing that is intermittent at idle and worsens under electrical load — headlamps, rear demister, or air conditioning on — the rubber isolator has partially delaminated, causing the outer ring to lag slightly behind the inner hub under varying belt tension; the outer ring periodically decelerates relative to the belt, causing the belt to chirp on the belt rib contact surface.

Visible wobbling or wobbling motion of the crankshaft pulley outer rim at idle — the inner hub remains concentric while the outer ring orbits eccentrically around the crankshaft axis — the rubber isolator bond has failed on one arc of the ring, allowing the outer ring to shift off-centre; this eccentricity causes periodic belt tension variation at crankshaft frequency that produces a characteristic thumping belt slap noise.

Battery warning light or low alternator voltage combined with belt that appears correctly tensioned — the outer ring is slipping on the inner hub under alternator load; the belt appears tight but is not transmitting crankshaft torque to the alternator because the outer ring is rotating slower than the hub; confirm by measuring belt surface speed at the crankshaft pulley and alternator pulley with a tachometer — a speed deficit at the alternator confirms outer ring slip.

Crankshaft position sensor fault codes P0335–P0339 or erratic ignition timing — the CKP reluctor ring is mounted on the outer rim of the pulley; if the outer ring has slipped or shifted axially on the inner hub, the reluctor ring moves out of the CKP sensor's read window, producing an intermittent or absent CKP signal; the ECU may trigger a misfire or engine shutdown fault as a consequence.

Ratcheting or clicking noise from the front of the engine during deceleration events — particularly pronounced during stop-start system restart cycles on equipped vehicles — the OAD overrunning clutch mechanism has worn, producing audible engagement noise as the clutch transitions between drive and overrun modes; this noise is specific to OAD-equipped pulleys and does not occur on standard hub-isolator designs.

Complete accessory belt loss — belt thrown from the engine at speed — total rubber isolator delamination has allowed the outer ring to shift axially along the crankshaft nose, moving out of alignment with all other accessory pulleys; the belt rides off the misaligned pulley rim and is thrown; the engine immediately overheats, the alternator stops charging, and power steering is lost simultaneously.

Logistics & Customs

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International HS Code

8483.50

EAEU Customs Code (TN VED)

8483 50 809 0

Typical Net Weight

2.0 kg

Country of Manufacture

China

Standard MOQ

50 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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Lock the crankshaft against rotation before attempting to remove the pulley centre bolt — the crankshaft pulley centre bolt is torqued to 150–250 Nm on most engines and cannot be removed without holding the crankshaft stationary; use the OEM-specified crankshaft locking tool engaged in the flywheel ring gear, a crankshaft holding bar through the starter aperture, or the correct ring gear locking pin; never use the flywheel ring gear teeth as a lever or place a bar in the combustion chamber through a spark plug hole as these methods damage the engine.
Use a dedicated crankshaft pulley puller tool to withdraw the assembly from the crankshaft nose after the centre bolt is removed — the pulley hub is an interference fit on the crankshaft nose taper or parallel spigot; striking the pulley with a hammer or prying against the engine front cover will damage both the pulley hub and the front cover seal housing; the correct puller engages in threaded holes in the hub face and applies even axial withdrawal force without impact or side loading.
Clean the crankshaft nose thoroughly before fitting the new pulley — remove all corrosion and old thread lock compound from the nose surface and bolt thread with a fine wire brush and brake cleaner; inspect the crankshaft woodruff key and its keyway for damage; a chipped or missing key will prevent the pulley from transmitting the correct angular position of the CKP reluctor ring to the crankshaft and will produce immediate CKP sensor fault codes.
Apply thread lock compound to the centre bolt thread and torque in two passes to the OEM specification — crankshaft pulley centre bolts are frequently torque-plus-angle specification (e.g. 80 Nm + 90 degrees); always follow the exact OEM procedure for both the thread preparation and the torque sequence; a bolt undertorqued will work loose under the torsional vibration loading the pulley is designed to absorb, destroying the keyway and crankshaft nose.
Verify the CKP reluctor ring tooth gap position relative to the crankshaft TDC mark after installation by manually rotating the crankshaft to TDC and confirming the reluctor reference gap is at the expected angular position relative to the CKP sensor — the reference gap position encodes cylinder 1 TDC for the ECU; an incorrectly positioned reluctor ring causes immediate ignition timing errors and may prevent the engine from starting.
Install the new PULLEY ASSY (TOYOTA/LEXUS 1347031014), fit the new accessory belt, start the engine and immediately check for belt tracking — confirm the belt runs centrally in all accessory pulley grooves without edge contact — then run to operating temperature and verify no belt chirp, no battery warning light, and no CKP fault codes before returning the vehicle to service.

Tools: crankshaft locking tool (flywheel ring gear type), crankshaft pulley puller, torque wrench with angle gauge, wire brush for nose cleaning, thread lock compound, new accessory belt, OBD-II scanner for CKP fault code verification.

Frequently Asked Questions

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How can a failing rubber isolator be confirmed without removing the pulley from the engine?

The definitive in-situ test is to observe the outer rim of the pulley with the engine idling using a strobe timing light or a workshop lamp with a narrow beam — a healthy pulley shows the outer rim running concentrically; a pulley with a degraded isolator shows the outer rim wobbling or orbiting eccentrically around the crankshaft axis while the inner hub remains concentric. A simpler test is to mark a radial line across the junction between the inner hub and outer rim with a paint pen or correction fluid; run the engine for 30 seconds, then stop it and re-examine the mark — if the outer rim has rotated relative to the inner hub, the isolator bond has failed and the outer ring is slipping. ok.parts supplies crankshaft pulleys at wholesale MOQ from 15.05 USD per unit.

Must the front crankshaft seal always be replaced when the crankshaft pulley is replaced?

Yes — replacing the front crankshaft oil seal simultaneously with the pulley is strongly recommended. The front seal lip runs on the crankshaft nose or on a wear sleeve at the pulley hub contact surface; this surface develops a microscopic wear groove from the seal lip contact over high mileage. Fitting a new seal on a worn surface produces an immediate or early seep as the seal lip settles into the existing groove rather than creating a new sealing contact. The front seal is accessible and inexpensive with the pulley removed — always replace it during the same operation to avoid reopening the engine front cover for a seal leak within a short interval after the pulley service.

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
Front Crankshaft Oil Seal OEM ref. varies by engine front cover design	The front crankshaft oil seal is fully accessible with the pulley removed and shares the same replacement labour cost as the pulley. A seal that has been running on the same contact surface for the same mileage as the failed pulley will have developed a wear groove that prevents a new seal from sealing reliably. Always replace the front seal simultaneously with the pulley to complete a full crankshaft front end service in a single operation.
Accessory Drive Belt OEM ref. varies by engine configuration	A pulley with a degraded rubber isolator subjects the accessory belt to abnormal torsional vibration loading that fatigues the belt's cord reinforcement and abrades the rib surface. A belt that has been running on a vibrating isolator-failed pulley will have accumulated hidden internal cord fatigue that makes it at elevated risk of snapping under normal load even if it appears externally undamaged. Always fit a new belt when replacing the crankshaft pulley.
Tensioner and Idler Pulley Kit Complete accessory drive pulley set	The abnormal torsional vibration from a failing crankshaft pulley isolator is transmitted to the tensioner and idler pulley bearings at a frequency that accelerates bearing fatigue. Replacing the complete accessory drive pulley set — crankshaft pulley, tensioner, and all idlers — simultaneously restores the entire accessory drive to matched new condition and ensures the new belt runs on a completely renewed pulley system for its full service life.