GEELY 1014003295 HUB BEARING ASSY

Name: GEELY 1014003295 HUB BEARING ASSY
Brand: GEELY
SKU: 1014003295
Price: 15.9 USD
Availability: InStock
Rating: 2 (1 reviews)

Product Specifications

Product quality

OEM Equivalent Grade

starstarstar

50 sold

Wholesale price USD $15.9

Wholesale price CNY ¥108

bolt MOQ (Minimal order)

50 pcs

local_shipping Production time

60-90 days

package_2 Shipping Weight: 2.5 kg

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GEELY	1014003295
MILES	DB83358

Overview & Operating Principle

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The HUB BEARING ASSY is a preloaded double-row angular-contact ball bearing or tapered roller bearing assembly that supports the wheel hub on the steering knuckle or axle carrier, carrying the full radial and axial loads generated at the tyre contact patch during cornering, braking, and acceleration while maintaining precise wheel alignment geometry throughout the wheel's rotational speed range. Modern hub bearing units are supplied as sealed, pre-greased, pre-preloaded cartridge assemblies in three generations of design: Generation 1 units are separate inner and outer ring bearing assemblies pressed into the knuckle bore and onto the stub axle, requiring a separate hub and a locknut to apply axial preload — these are still used on some rear axles; Generation 2 units are an outer ring pressed into the knuckle bore with flanged inner races that bolt to the hub face — the bearing unit and hub are separate components; Generation 3 units are fully integrated hub bearing assemblies where the outer ring presses into the knuckle bore and the inner ring incorporates the wheel bolt flange directly, combining hub and bearing in a single replaceable unit. On driven axles the inner ring bore is splined to receive the driveshaft stub; on non-driven axles the bore is solid. All Generation 3 units on ABS-equipped vehicles incorporate an integrated ABS reluctor ring — a magnetic encoder ring or toothed ring — on the inner race outer face that provides the wheel speed signal to the ABS sensor.

This unit — GEELY 1014003295 — is manufactured to OEM-equivalent specifications: bearing outer diameter for knuckle bore press fit, inner ring spline dimensions for driveshaft engagement, wheel bolt flange bolt circle diameter and bolt hole count, ABS reluctor ring pole count and signal amplitude, overall axial width, and bearing dynamic and static load ratings are matched to the original part. Supplied as a complete pre-greased and pre-preloaded assembly ready for installation. Available wholesale from 15.9 USD, MOQ 50 pcs, production lead time 60-90 days.

Hub bearings fail through raceway fatigue spalling from high-mileage cumulative load cycling, seal degradation allowing water and road salt ingress that accelerates raceway corrosion, and impact damage from kerb strikes or severe pothole impacts that dent the raceways — a single high-impact load event that produces a visible flat spot on the raceway destroys the bearing's fatigue life immediately. ABS sensor reluctor ring damage — from corrosion, debris impact, or incorrect bearing installation that cracks the encoder ring — produces wheel speed sensor faults and ABS deactivation that persist until the bearing is replaced.

Symptoms & Diagnostics

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Humming, rumbling, or growling noise that varies with vehicle speed and changes in character when the steering wheel is loaded left or right — the characteristic symptom of hub bearing raceway fatigue; the noise increases when cornering load is applied to the failing bearing and reduces when load transfers to the opposite bearing; the failing bearing is on the side where the noise reduces when steering load is applied — the unloaded side in a turn.

ABS warning light combined with a specific wheel speed sensor fault code identifying a single wheel position — the ABS reluctor ring integrated into the hub bearing has cracked, corroded, or lost magnetic encoding; confirm by monitoring all four wheel speeds on scan tool live data at a steady 30 km/h — the affected wheel will show an erratic or zero speed signal while adjacent wheels read correctly.

Steering wheel vibration at a specific speed range that changes character when the steering wheel is turned slightly left or right — a hub bearing with raceway damage or loss of preload is producing rotational irregularity that excites a resonance frequency in the steering column at the matching road speed; the vibration changes because lateral load shift modifies the bearing's contact geometry.

Radial wheel play detectable by gripping the wheel at 3 and 9 o'clock and rocking laterally with the wheel off the ground — a bearing with severely worn raceways or complete loss of preload has measurable radial clearance; any detectable play confirms the bearing has reached the end of its service life; a bearing at this stage is at risk of sudden race separation under cornering load.

Uneven or accelerated tyre wear on one corner despite correct alignment settings — a bearing with internal clearance is allowing dynamic camber variation under cornering load that a static alignment cannot compensate for; the tyre wear pattern changes with bearing wear progression and does not respond to alignment adjustment.

Grinding or crunching sensation felt through the floor or steering wheel during slow-speed manoeuvres — the bearing raceways have progressed to surface spalling where metal fragments are circulating within the bearing; this is an advanced failure state requiring immediate replacement before race fracture and wheel detachment can occur.

Logistics & Customs

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International HS Code

8482.10

EAEU Customs Code (TN VED)

8482 10 900 0

Typical Net Weight

2.5 kg

Country of Manufacture

China

Standard MOQ

50 pcs

Production Lead Time

60-90 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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Use a hydraulic press with the correct support plates and driver cups to remove the old bearing and install the new unit — never drive a hub bearing in or out with a hammer and drift; impact force concentrates on one point of the bearing outer race, causing Brinell indentation damage on the raceways before the bearing is even installed; always apply force evenly through the full circumference of the outer race using a driver cup matched to the race outer diameter.
Measure the knuckle bore diameter before pressing in the new bearing — a bore that has been enlarged by a previous oversized bearing or by corrosion-induced fretting will not hold the new bearing's interference fit under cornering loads; the bearing outer race will rotate in the bore, destroying both the bore and the bearing within a short operating period; confirm the bore is within the OEM tolerance for interference fit before installation.
Apply force only to the outer race when pressing the bearing into the knuckle bore — never apply installation force through the inner race or through the rolling elements; force transmitted through the rolling elements to the outer race during pressing causes immediate Brinell damage on the raceways; use a driver cup whose outer diameter contacts only the outer race face and whose inner diameter clears the inner race completely.
On driven axles, do not install the driveshaft nut until the vehicle is lowered onto the ground — the hub bearing inner race spline must be prevented from rotating during nut torquing; with the wheel on the ground and the vehicle weight on the tyre, apply the footbrake to hold the hub stationary while the driveshaft nut is torqued to OEM specification — typically 200–350 Nm; a driveshaft nut insufficiently torqued allows axial movement of the driveshaft stub in the bearing spline, producing a fretting wear pattern that destroys the bearing inner race spline within a short mileage.
Torque the bearing-to-knuckle mounting bolts (on bolt-flange designs) evenly in a diagonal sequence to the OEM specification; on press-fit designs confirm the bearing outer race is fully seated flush with or below the knuckle bore face before releasing the press; a bearing that is not fully pressed home has reduced effective bearing width and will fail prematurely under axial cornering loads.
Install the new HUB BEARING ASSY (GEELY 1014003295), lower the vehicle and torque the driveshaft nut to specification, refit the wheel, clear any stored ABS wheel speed sensor fault codes with a scan tool, perform a test drive monitoring all four wheel speeds on live data to confirm the new bearing's ABS reluctor ring is producing a clean signal, and check for bearing noise on a steady 80 km/h cruise with gradual steering left and right before returning the vehicle to service.

Tools: hydraulic press with driver cup set matched to bearing outer diameter, dial bore gauge for knuckle bore measurement, torque wrench (high-range for driveshaft nut), OBD-II scanner with ABS wheel speed live data, new driveshaft nut (single-use stretch type on most applications).

Frequently Asked Questions

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Should hub bearings be replaced in axle pairs or only the failed unit?

Replace only the failed bearing when the failure is confirmed by noise or ABS fault code on a specific wheel — hub bearings do not have a fixed shared replacement interval and the opposite bearing may have many remaining service life miles. However, on vehicles above 150,000 km where one bearing has failed from accumulated fatigue, inspect the opposite bearing by gripping the wheel at 3 and 9 o'clock and checking for play, and listen for bearing noise on a test drive with gradual steering load changes — if any roughness or play is detected, replacing both simultaneously eliminates a repeat knuckle disassembly within a short interval. ok.parts supplies hub bearings individually and in axle pairs at wholesale MOQ from 15.9 USD per unit.

Why must a new single-use driveshaft nut always be fitted when replacing a front hub bearing?

The driveshaft nut is a prevailing-torque stretch nut on most modern front-wheel-drive vehicles — it is tightened beyond its elastic limit during installation so the thread stretches slightly, creating a prevailing torque that prevents loosening under vibration without requiring a split pin or locking feature. Once a stretch nut has been tightened to its installation torque, the thread has permanently deformed; retorquing a used stretch nut to the same specification produces a lower actual clamping force because the thread material has already yielded. A reused nut that appears tight by torque wrench reading may be providing less than 60% of the required clamping force, allowing axial movement of the driveshaft in the bearing spline. Always use a new driveshaft nut at every hub bearing replacement — the nut cost is negligible relative to the bearing and the consequences of reuse.

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
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 produces insufficient clamping force regardless of the torque wrench reading, allowing axial play of the driveshaft stub in the bearing spline that destroys the new bearing's inner race spline within a short operating period. Always include a new driveshaft nut in the bearing replacement parts order.
ABS Wheel Speed Sensor OEM ref. varies by wheel position	The ABS wheel speed sensor is located immediately adjacent to the hub bearing reluctor ring and is removed during bearing replacement access. A sensor that has been in service alongside a corroded or damaged reluctor ring may have a contaminated or pitted sensing face that produces signal noise even with a new clean reluctor ring. Inspect the sensor tip for corrosion deposits and replace the sensor simultaneously if any surface contamination is present to ensure clean signal quality on the new bearing's reluctor ring.
Steering Knuckle OEM ref. varies by axle position	A knuckle bearing bore that has been enlarged by fretting corrosion from a spinning outer race — identified by a bearing that can be removed without a press or that falls out under its own weight — cannot retain the new bearing's interference fit under cornering loads. Attempting to install a new bearing in an oversized bore using adhesive or bearing fit compound is not a reliable repair in a safety-critical steering component. Replace the knuckle simultaneously with the bearing when bore diameter is confirmed outside OEM tolerance.