Catalog

MITSUBISHI MR995232 SPACER

MITSUBISHI MR995232 SPACER

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
Wholesale price USD $0.25
Wholesale price CNY ¥1.69
bolt MOQ (Minimal order)
1000 pcs
local_shipping Production time
15-60 days
package_2 Shipping Weight: —
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MITSUBISHI MR995232
Overview & Operating Principle
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The SPACER is a precision-formed polyurethane, rubber, or aluminium alloy spacer ring fitted between the strut top mount assembly and the body mounting face — or between the coil spring upper seat and the top mount — in a MacPherson strut suspension that raises the strut assembly's effective mounting height by the spacer's thickness, increasing the vehicle's ride height at the fitted axle without modifying the strut itself or altering the suspension's designed travel geometry. The spacer transmits the full static and dynamic strut load between the top mount and the body mounting surface — including the vehicle's corner weight, spring preload, and the inertial loads from road impacts — and must therefore be engineered for the compressive strength and fatigue life appropriate to the application: polyurethane spacers provide a near-rigid load path at ride frequencies while offering slight compliance under impulse loads; aluminium spacers provide a completely rigid load path suitable for performance applications where suspension compliance must be minimised. By raising the strut's upper attachment point relative to the wheel, the spacer increases the distance between the wheel centre and the body, raising the vehicle's ride height and restoring suspension travel that has been reduced by spring fatigue or body lowering. This function makes the strut spacer particularly applicable to high-mileage vehicles where both springs have taken a permanent compression set reducing ride height by 10–30 mm, and to vehicles requiring increased ground clearance for specific operating conditions.

This unit — MITSUBISHI MR995232 — is manufactured to OEM-fit specifications: outer diameter and inner bore for the strut top mount bolt pattern and piston rod clearance, spacer height for the specified ride height increase, material compressive strength rating for the application's corner weight, upper and lower face flatness for correct load distribution across the top mount and body mounting surfaces, and surface treatment for corrosion resistance in the underbonnet environment are matched to the installation requirements. Supplied as a pair for one axle. Available wholesale from 0.25 USD, MOQ 1000 pcs, production lead time 15-60 days.

Strut spacers installed to correct ride height reduction from spring fatigue address only the height symptom, not the underlying cause — a fatigued spring that has settled 20 mm has also lost a proportion of its spring rate, reducing the suspension's ability to control body roll and absorb road inputs; a spacer restores ride height but does not restore the spring's rate. The correct long-term repair for spring fatigue is spring replacement; spacers are appropriate as an economical interim measure or as a deliberate ride height adjustment on vehicles whose springs are confirmed serviceable but whose ride height has been reduced by previous lowering springs or body modifications. Always confirm the application's acceptability with reference to the vehicle's type approval and local roadworthiness regulations before specifying strut spacers for a customer vehicle.

Symptoms & Diagnostics
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Reduced ride height — vehicle sits visibly lower than its original stance with unequal wheel arch gaps between left and right sides or front and rear — measure the wheel arch height from the wheel centre to the wheel arch lip on all four corners and compare against the OEM specification; a difference of more than 10 mm between matching corners confirms abnormal height loss; identify whether the reduction is from spring fatigue, body lowering modification, or spacer removal before specifying the correction.
Suspension bottoming out over speed bumps or sharp dips that previously caused no contact — reduced ride height has consumed the downward suspension travel reserve; the bump stop is now contacted under road inputs that previously left a safe margin above the bump stop; this condition causes the characterisitc sudden firm thud at the end of suspension travel rather than the progressive cushioned deceleration of a correctly set up suspension with adequate travel.
Tyre-to-wheel-arch contact under full suspension compression — tyre rub marks on the inner arch liner — reduced ride height has brought the tyre closer to the arch at full suspension jounce; confirm by marking the inner arch liner with chalk and compressing the suspension manually or by driving over a speed bump; any chalk transfer to the tyre sidewall confirms contact; spacers restore the designed separation between tyre and arch.
Headlamp beam aim that sits too low despite correct aim adjustment — the vehicle's nose-down stance from reduced front ride height angles the headlamps downward from their designed vehicle datum — headlamp aim is referenced to the vehicle's horizontal datum; a vehicle sitting low at the front produces headlamps aimed below the regulatory target regardless of the aim screw setting; restoring correct front ride height corrects the headlamp aim datum simultaneously.
Increased tyre wear on the inner or outer edge without a specific alignment fault — the alignment appears correct on the alignment report but wear continues — the vehicle's ride height reduction has shifted the suspension's kinematic operating point away from the design range, altering the camber and caster curves through the suspension travel range even when the static alignment is within specification; restoring ride height to the OEM design point restores the kinematic alignment across the travel range.
Previously installed spacer that has cracked, compressed, or shifted position — spacer visible between the top mount and body with visible damage or misalignment — a failed spacer transfers load non-uniformly to the top mount and body face, potentially cracking the top mount housing or the body mounting flange; replace damaged spacers immediately and inspect the top mount and body mounting face for deformation before fitting replacements.
Logistics & Customs
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International HS Code
8708.80
EAEU Customs Code (TN VED)
8708 80 200 0
Typical Net Weight
Country of Manufacture
China
Standard MOQ
1000 pcs
Production Lead Time
15-60 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. Use a coil spring compressor to relieve spring preload before removing the top mount nut — the strut assembly carries significant spring preload even at full droop; removing the top mount nut without spring compressors releases this energy suddenly; always fit two independent spring compressors symmetrically on opposite sides of the coil and confirm both are fully engaged before loosening the top nut by more than one turn.
  2. Clean the body mounting face and the top mount upper face thoroughly before fitting the spacer — debris, rust scale, or old sealant between the spacer and its contact faces creates uneven load distribution that concentrates stress in the spacer material and causes premature cracking; the spacer must seat uniformly against both faces across its full contact area to distribute the corner load correctly.
  3. Confirm the spacer's inner bore clears the top mount stud or piston rod without contact before tightening the top mount nuts — a spacer whose bore contacts the piston rod or stud transmits chassis vibration directly into the rod and imposes a bending moment on the piston rod that accelerates rod seal wear; the bore must provide a minimum 2 mm clearance to the piston rod at all suspension positions.
  4. Torque the top mount nuts to the OEM specification after fitting the spacer — the spacer is clamped between the top mount and the body face by the top mount nuts; undertightening allows the spacer to move under dynamic loads and produce a knocking noise from the top mount area; overtightening crushes polyurethane spacers beyond their elastic limit and reduces their effective height, partially negating the intended ride height correction.
  5. Perform a four-wheel alignment immediately after spacer installation — any ride height change, including the spacer's height addition, shifts the vehicle's camber and caster angles from their previous settings; a spacer that raises the front ride height by 20 mm will typically change front camber by 0.3–0.7 degrees depending on the suspension geometry; alignment must be confirmed within OEM specification after spacer installation before the vehicle is returned to service.
  6. Install the new SPACER (MITSUBISHI MR995232) on both sides of the axle simultaneously, torque all fasteners to specification, lower the vehicle to ride height, measure the wheel arch height to confirm the target ride height has been achieved, perform a four-wheel alignment, and verify no tyre-to-arch contact through the full suspension travel range before returning the vehicle to service.
Tools: coil spring compressor set (two independent compressors), torque wrench, wheel arch height gauge or tape measure for ride height verification, four-wheel alignment equipment.
Frequently Asked Questions
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What is the maximum ride height increase that can safely be achieved with strut spacers, and what are the limitations?
Strut spacers of 20–30 mm are the practical safe limit for most passenger car applications. Beyond 30 mm the geometry effects become significant: camber angle increases to the point where wheel alignment correctors cannot bring the angle within specification; the strut's piston rod protrudes further from the housing at full droop, approaching the rod's designed travel limit and potentially causing the gland seal to contact the piston rod's un-chromed section; and the CV joint inner angles increase toward their operating limit at full droop. Spacers also reduce the available suspension jounce travel by the spacer thickness, since the spring and strut assembly geometry is raised while the wheel remains at the same height — a 30 mm spacer reduces available jounce travel by approximately 30 mm, which may be acceptable on a vehicle with generous travel reserve but unacceptable on a vehicle already running near its bump stop. ok.parts supplies strut spacers in axle pairs at wholesale MOQ from 0.25 USD per unit.
Do strut spacers affect the vehicle's roadworthiness certification or type approval?
Ride height modification through strut spacers falls into a regulatory grey area that varies by jurisdiction. In most European markets, any modification to the vehicle's suspension geometry that alters ride height beyond a defined tolerance — typically ±30 mm from the type-approved height — requires an engineering assessment and updated vehicle documentation before the modification is legal for road use. In Russia and EAEU markets, suspension height modifications are regulated under TR TS 018/2011; modifications that alter the vehicle's centre of gravity, headlamp aim datum, or wheel alignment beyond the manufacturer's specification require a technical inspection confirmation. Always advise customers to verify local modification regulations before spacer installation to avoid roadworthiness certificate invalidation at the next periodic inspection.
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
Coil Spring
OEM ref. varies by axle position		A spacer fitted to correct ride height reduction from spring fatigue addresses only the height symptom — the fatigued spring has also lost a proportion of its spring rate, reducing body roll control and bump absorption quality. If the ride height reduction was caused by spring settlement, replacing the spring simultaneously with the spacer is the complete repair; the spacer alone on a fatigued spring restores the standing height but leaves the rate deficiency unaddressed. Inspect the spring for height loss and surface cracks whenever the strut assembly is disassembled for spacer installation.
Strut Top Mount Bearing
OEM ref. varies by strut application		The strut top mount bearing is fully accessible whenever the top mount nut is removed for spacer installation. A bearing that shows roughness when rotated by hand under spring load, or that produces a creaking noise during parking manoeuvres, should be replaced simultaneously with the spacer during the same spring compression operation — it is the most convenient time to address a worn bearing without scheduling a separate strut disassembly.
Dust Boot and Bump Stop Kit
OEM ref. varies by strut application		With the strut disassembled for spacer installation, the dust boot and bump stop are fully accessible and should be inspected for cracking, compression set, and boot tears. A boot that has cracked or a bump stop that has compressed beyond its height specification should be replaced simultaneously with the spacer — the incremental parts and labour cost of addressing both during the same disassembly is significantly lower than scheduling a repeat strut disassembly for boot or bump stop replacement within a short interval.