Catalog

MERCEDES-BENZ A2044106801 SHAFT ASSY

MERCEDES-BENZ A2044106801 SHAFT ASSY
MERCEDES-BENZ A2044106801 SHAFT ASSY
MERCEDES-BENZ A2044106801 SHAFT ASSY
MERCEDES-BENZ A2044106801 SHAFT ASSY

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
30 sold
Wholesale price USD $33.56
Wholesale price CNY ¥228
bolt MOQ (Minimal order)
10 pcs
local_shipping Production time
14 days
package_2 Shipping Weight: 3.2 kg
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MERCEDES-BENZ A2044106801
MERCEDES-BENZ 2044106801
Overview & Operating Principle
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The SHAFT ASSY is a propeller shaft assembly — the torque-transmitting structural tube that connects the transmission output flange to the front or rear axle differential input flange on rear-wheel-drive, four-wheel-drive, and all-wheel-drive vehicles, conveying the full engine torque to the driven axle while accommodating the angular and axial displacement between the transmission and the differential as the suspension moves through its travel range and the body flexes under load. The assembly consists of a seamless steel or alloy steel tube of precisely calculated wall thickness and diameter — the tube's bending and torsional stiffness and its critical speed (the rotational speed at which the shaft begins to whip into resonance) are determined by the tube geometry; the tube is balanced to within fractions of a gram·centimetre at the factory to prevent rotational imbalance vibration across the full operating speed range. At each end of the tube, universal joint yoke flanges or slip yoke flanges are welded or press-fitted — the universal joints at each end accommodate the angular misalignment between the transmission output axis and the differential input axis, which changes as the body pitches under braking and acceleration load and as the differential moves with the rear suspension. On two-piece propeller shaft designs, a central slip joint or a sliding spline section allows the shaft's effective length to change as the driveline angle changes, and a centre bearing support assembly carries the shaft's midpoint weight while isolating vibration from the body. The complete assembly is dynamically balanced as a unit to a residual imbalance specification typically below 5 g·cm at 3,000 RPM.

This unit — MERCEDES-BENZ A2044106801 — is manufactured to OEM-equivalent specifications: tube outer diameter, wall thickness, and material grade, universal joint trunnion cross dimensions and needle bearing cup diameter, flange bolt circle and bolt count at each end, slip joint spline count and diameter, overall assembled length, and dynamic balance residual imbalance specification are matched to the original part. Supplied as a complete dynamically balanced assembly ready for installation. Available wholesale from 33.56 USD, MOQ 10 pcs, production lead time 14 days.

Propeller shafts fail through universal joint needle bearing wear and cup fracture from inadequate lubrication — most modern sealed UJs are lifetime-lubricated and fail when the grease depletes after high mileage or when the seal is breached by water ingress; through tube denting or bending from road debris impact that destroys the dynamic balance and introduces a bending moment that causes rapid universal joint and centre bearing failure; and through slip joint spline corrosion seizure that prevents the shaft's length from changing freely, imposing large axial loads on the transmission output seal and differential input bearing when the driveline angle changes. A propeller shaft that has been bent or significantly dented cannot be straightened — the residual stress pattern and the balance condition cannot be restored without factory-level equipment, making complete shaft replacement the only correct repair.

Symptoms & Diagnostics
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Speed-proportional vibration felt through the floor, seat, and gear lever — increasing smoothly with road speed and present during both drive and engine-off coasting at the same road speed — propeller shaft imbalance or a worn universal joint producing rotational vibration at shaft frequency; the presence of the vibration during coasting confirms the source is rotating with the shaft rather than engine-related; identify whether the vibration frequency changes with vehicle speed (shaft related) or engine RPM (engine related) using scan tool live data.
Clunking, knocking, or shuddering noise felt through the drivetrain during take-up from rest — most pronounced in first gear from a standing start and when changing from drive to reverse — a worn universal joint with needle bearing play is producing impact as the worn joint transitions from loaded to unloaded state during the torque reversal; the clunk is characteristic of UJ play rather than transmission or differential fault because it occurs specifically at the moment of drivetrain load reversal.
Vibration that is present at a specific narrow speed range — typically 70–110 km/h — and disappears both above and below that range — the propeller shaft is operating near its critical speed from tube bending damage or a balance weight that has detached; the critical speed vibration excites the cabin's resonant response at the coinciding frequency; confirm by accelerating through the speed range — a shaft critical speed vibration builds rapidly to maximum amplitude and then reduces as the speed increases further.
Vibration during acceleration that reduces or disappears during coasting at the same road speed — a universal joint with excessive operating angle produces a second-order vibration that is more pronounced under torque loading; worn UJ needle bearings amplify this characteristic vibration; confirm by lying under the vehicle and manually rotating the propeller shaft by hand — any roughness or catching at specific angles of the yoke confirms UJ needle bearing wear.
Visible dent, bend, or deformation in the propeller shaft tube — detected on inspection with the vehicle raised on a ramp — any deformation of the tube destroys the shaft's dynamic balance and introduces stress concentrations that will cause fatigue fracture of the tube at the deformation point under continued operation; replace immediately; a bent propeller shaft will also cause rapid wear of all adjacent UJs and the centre bearing from the eccentric rotation it produces.
Oil leak at the transmission output seal or differential front seal combined with propeller shaft noise — a seized slip joint that prevents the shaft from changing length is imposing axial hammering loads on both seals during body movement; the seal failure is a consequence of the shaft fault; replacing only the seals without addressing the slip joint seizure reproduces the leak immediately as the shaft continues to load the new seals axially.
Logistics & Customs
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International HS Code
8708.99
EAEU Customs Code (TN VED)
8708 99 970 9
Typical Net Weight
3.2 kg
Country of Manufacture
China
Standard MOQ
10 pcs
Production Lead Time
14 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. Mark the transmission and differential flange bolt positions before removing the old shaft — on propeller shafts with non-symmetrical flange bolt patterns the shaft can only be installed in one orientation; on symmetrical patterns the shaft should be installed in the original orientation to preserve the factory-set phasing relationship between the front and rear UJs; use a paint pen to mark the relationship between the shaft yoke flange and both the transmission and differential flanges before unbolting.
  2. Support the propeller shaft sections at both ends and at the centre on two-piece designs before unbolting either flange — an unsupported propeller shaft that drops when the last flange bolt is removed will fall against the body tunnel or exhaust system and may bend the tube slightly; bend damage that is invisible to the naked eye destroys the dynamic balance and requires workshop balancing to correct; use a transmission jack or safety straps to support the full weight of the shaft before removing any flange fasteners.
  3. Clean both the transmission output flange and the differential input flange mating faces before installing the new shaft — remove all corrosion, old thread lock compound, and debris from the flange faces and bolt threads; a contaminated flange face prevents the new shaft's yoke from seating flat against the mating flange, introducing angular misalignment at the UJ that immediately begins generating vibration; torque all flange bolts to OEM specification in a diagonal sequence.
  4. Lubricate the slip joint splines with molybdenum disulphide grease before assembly on designs where the slip joint is accessible — the splined sliding section must move freely through the shaft's full axial range to prevent the axial hammering loads on the transmission and differential seals; apply MoS₂ grease to the full length of the male spline before sliding the joint together; do not use standard bearing grease which provides inadequate boundary lubrication for the high contact pressure spline interface.
  5. Torque all flange bolts and centre bearing bracket bolts to OEM specification — propeller shaft flange bolts are typically single-use stretch fasteners that must be replaced at every removal; confirm from the OEM parts data whether new bolts are required; undertorqued flange bolts allow micro-movement between the shaft yoke and the flange that generates fretting corrosion within a short operating period and eventually produces clunking at the affected joint.
  6. Install the new SHAFT ASSY (MERCEDES-BENZ A2044106801) in the marked orientation, torque all fasteners to specification, lower the vehicle and perform a progressive road test from 40 to 130 km/h confirming vibration is absent at all speeds, perform a clunk test by repeatedly reversing drive direction at low speed confirming no drivetrain knock, and check for transmission and differential seal leaks after 500 km before returning the vehicle to service.
Tools: paint pen for flange orientation marking, transmission jack or safety straps for shaft support, torque wrench for flange and centre bearing bolts, MoS₂ grease for slip joint splines, new single-use flange bolts where specified.
Frequently Asked Questions
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When should individual universal joints be replaced rather than the complete propeller shaft assembly?
Individual UJ replacement is appropriate when the shaft tube is confirmed straight and undamaged, the slip joint moves freely, the centre bearing is serviceable, and only the UJ needle bearings have failed from normal wear or grease depletion. On shafts where the UJ is a serviceable press-fit cross-and-yoke design, individual UJ replacement with a factory-balanced kit is a cost-effective repair. However, complete shaft replacement is recommended when: the tube shows any denting or deformation; the shaft has suffered a high-speed impact; multiple UJs have failed simultaneously indicating a systemic lubrication or misalignment problem; the slip joint is corroded and cannot be freed; or the shaft has accumulated very high mileage where all joints are approaching end of life simultaneously. A complete remanufactured shaft assembly sourced at wholesale pricing frequently represents better value than the combined cost of individual UJ kits, labour, and a balancing service on a severely worn original shaft. ok.parts supplies propeller shaft assemblies at wholesale MOQ from 33.56 USD per unit.
Does a replacement propeller shaft require dynamic balancing before installation, or is the factory balance adequate?
A new or remanufactured propeller shaft supplied by a reputable manufacturer is dynamically balanced to the OEM specification before dispatch and does not require additional balancing before installation — provided it is installed in the original flange orientation using the phasing marks made during removal. Additional workshop balancing is required only when a shaft has been repaired with new UJ crosses or tube sections that have altered its original balance state, or when a speed-proportional vibration persists after installing a new shaft and all other vibration sources — wheel balance, tyre uniformity, driveshaft imbalance — have been eliminated. Always confirm the new shaft's balance specification from the supplier before installation.
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
Propeller Shaft Centre Bearing Support
OEM ref. varies — two-piece shaft designs		The centre bearing support assembly is always disturbed during propeller shaft replacement and should be inspected simultaneously for rubber cushion cracking, bearing roughness, and bracket corrosion. A centre bearing that has been operating alongside a worn or damaged propeller shaft has been subjected to the same vibration and eccentric loading that caused the shaft damage; replace the centre bearing simultaneously with the shaft to eliminate a vibration source that would otherwise make the new shaft's performance indistinguishable from the old one.
Transmission Output Seal and Differential Input Seal
Application-specific oil seals		Both the transmission output seal and the differential pinion seal are accessible and should be inspected when the propeller shaft is removed; a shaft with a seized slip joint will have damaged both seals through axial hammering loads. Replacing both seals simultaneously with the new shaft eliminates oil contamination of the new shaft's UJ needle bearings from a leaking adjacent seal — oil-contaminated UJ bearings wear at an accelerated rate that quickly defeats the purpose of the new shaft.
Gearbox and Differential Oil
GL-4 or GL-5 per OEM specification		Propeller shaft removal exposes both the transmission output and the differential front flange, providing the opportunity to check oil level and condition in both units simultaneously. A propeller shaft that has failed from vibration-induced fatigue may have subjected both the gearbox and differential to abnormal load cycling that has generated metallic debris; inspect the differential drain plug magnetic insert and renew the oil in both units if metallic accumulation is found.