Catalog

SUZUKI 4628281A10 BUSHING

SUZUKI 4628281A10 BUSHING

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
Wholesale price USD $1.46
Wholesale price CNY ¥9.84
bolt MOQ (Minimal order)
100 pcs
local_shipping Production time
20-40 days
package_2 Shipping Weight: —
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SUZUKI 4628281A10
SUZUKI 4628281A00
Overview & Operating Principle
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The BUSHING is an automotive rubber-bonded or plain elastomeric bushing — a cylindrical or flanged sleeve assembly pressed into a bore in a suspension arm, subframe bracket, engine mount carrier, or body attachment point that provides a controlled elastic connection between two metal components, simultaneously allowing the designed rotational or translational movement between them, absorbing road-induced vibration before it can transmit as structure-borne noise into the vehicle body, and isolating the chassis from the impact loads generated at the tyre contact patch. The bushing consists of an inner metal sleeve that carries the pivot bolt or pin, an outer metal sleeve that is pressed into the housing bore to provide the interference fit that retains the assembly, and a vulcanised rubber element bonded between the two sleeves whose compound stiffness in each spatial direction — axial, radial, and torsional — is precisely engineered to produce the correct kinematic and dynamic behaviour for the specific attachment point. Suspension bushings carry substantial loads — a front lower control arm front bush experiences peak radial loads of several kilonewtons during combined braking and cornering — while simultaneously providing the compliance in the longitudinal direction that gives the suspension its characteristic bump compliance behaviour, absorbing small road impacts that would otherwise be transmitted directly to the vehicle body as harshness. The directional stiffness anisotropy of the bush rubber is achieved through voids, slots, or varying section thickness in the rubber element that make it soft in the desired compliance direction and stiff in the load-bearing directions, a balance that defines much of the vehicle's ride and handling character.

This unit — SUZUKI 4628281A10 — is manufactured to OEM-equivalent specifications: outer sleeve outer diameter and length for the housing bore interference fit, inner sleeve bore diameter and length for the pivot bolt engagement, rubber compound Shore hardness and directional stiffness values in radial, axial, and torsional axes, void geometry and position in the rubber element for the designed compliance anisotropy, and bond strength between the rubber and metal sleeves for the rated load capacity are matched to the original part. Supplied as a complete bushing assembly ready for press installation. Available wholesale from 1.46 USD, MOQ 100 pcs, production lead time 20-40 days.

Automotive bushings fail through rubber compound fatigue and hardening from accumulated load cycles and thermal ageing — the rubber progressively stiffens, losing its vibration isolation function and transmitting increasing road noise to the body; through rubber-to-metal bond failure from chemical attack by oil contamination or ozone exposure that separates the rubber from the sleeve, allowing the rubber to shift angularly within the sleeve and introducing play that the bush was designed to prevent; and through rubber tearing from overload events — a single high-impact kerb strike can tear the rubber element beyond its elastic recovery limit, producing immediate play and noise. A bushing that has lost its rubber-to-metal bond shifts the component it locates out of its designed geometric position, altering wheel alignment in a way that cannot be corrected by alignment adjustment alone.

Symptoms & Diagnostics
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Knocking or clunking from the suspension over road joints and speed bumps — a sharp knock that is reproducible by rocking the vehicle body fore-aft by hand while a second person listens from below — the rubber-to-metal bond has failed, allowing the inner sleeve to impact the outer sleeve through the delaminated rubber; the knock is most pronounced at the direction of the failed bond; rocking the vehicle by hand is a reliable test as it loads the bush in the fore-aft direction where compliance bushes are most susceptible to failure; a knock that reproduces during rocking and disappears when the bush area is pressed by hand confirms the bush as the source.
Wheel alignment that drifts out of specification progressively between alignment services — particularly camber and toe that require increasing correction at each annual check — the bushing rubber is hardening and taking a permanent compression set that shifts the component's static position relative to the subframe; as the set increases, the component moves progressively out of its designed position; the drift rate — faster in vehicles driven on severely degraded roads — confirms the bushing as the geometry-shifting element rather than a bent arm or subframe.
Increased road noise and harshness at motorway speed — the vehicle feels less refined than it previously did and transmits more road texture to the cabin without any specific knock or rattle — suspension and subframe bushings have hardened progressively from thermal ageing and accumulated load cycles, losing their vibration isolation function; the hardened rubber transmits road vibration directly to the body structure at frequencies it should attenuate; the progressive deterioration makes it difficult to identify a specific event that caused the change.
Visible rubber extrusion beyond the sleeve faces — the rubber compound is bulging out of the end of the bushing beyond the designed sleeve boundary — on inspection with the vehicle raised — the rubber is delaminating from the outer sleeve and extruding under the compression loads of normal suspension travel; extruded rubber beyond the sleeve face has lost the confinement that gives it its designed stiffness characteristics and is no longer correctly locating the component; replace immediately.
Steering pull under braking — the vehicle pulls to one side when the brakes are applied firmly but tracks straight during light braking — a front lower control arm front bush has lost its fore-aft stiffness from delamination, allowing the arm to deflect rearward under braking load on the pull side; the deflection toes the wheel outward on that side and produces the pull; the effect is load-dependent — only occurring under firm braking where the fore-aft bush load exceeds the delaminated rubber's remaining resistance.
Tyre feathering wear — a saw-tooth wear pattern across the tread blocks felt by running the hand across the tread in the rolling direction — dynamic toe variation from compliant bushings that allow the wheel to toe-in and toe-out cyclically with each road impact; feathering is the characteristic signature of dynamic toe change from bushing compliance, distinguishing it from static misalignment which produces uniform edge wear; bushings that produce feathering have lost their designed lateral stiffness and must be replaced to stop the tyre wear regardless of whether a knock is currently audible.
Logistics & Customs
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International HS Code
4016.99
EAEU Customs Code (TN VED)
4016 99 970 9
Typical Net Weight
Country of Manufacture
China
Standard MOQ
100 pcs
Production Lead Time
20-40 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 hydraulic press with correctly sized driver cups matched to the outer sleeve diameter to remove and install the bushing — the outer sleeve requires uniform axial force applied across its full end face circumference; a driver cup smaller than the outer sleeve diameter contacts only the rubber element and tears it rather than pressing the sleeve; a driver cup larger than the housing bore contacts the housing edge and deforms it; confirm the driver cup diameter precisely matches the outer sleeve outer diameter before applying any press force.
  2. Inspect the housing bore for corrosion, scoring, and out-of-round condition before pressing the new bushing — a housing bore enlarged by a spinning outer sleeve or corroded beyond its tolerance will not provide the interference fit required; measure the bore diameter at two perpendicular orientations; a bore more than 0.1 mm oversize requires the housing to be replaced or bored for an oversize bushing; pressing a new bushing into an oversize bore allows it to spin under load within a short service period.
  3. Apply a light film of rubber lubricant or soapy water to the outer sleeve before pressing — the lubricant reduces the press-in force and prevents the outer sleeve from galling against the housing bore during installation; use only rubber-compatible lubricant — never petroleum-based oil or grease that will swell the rubber element; the lubricant evaporates or is squeezed out during the press cycle and does not affect the interference fit once the bushing is fully seated.
  4. Confirm the bushing is fully seated by checking the outer sleeve end face position relative to the housing face — a bushing pressed to depth is flush with or fractionally below the housing face; a bushing that is proud of the housing face has not reached its designed seating depth and has reduced interference contact area; check the depth by measuring from the housing face to the sleeve end face at multiple points around the circumference to confirm uniform seating.
  5. Tighten the pivot bolt with the vehicle at normal laden ride height — not at full droop or full bump — the rubber element must be in its torsionally neutral position when the pivot bolt is tightened to its final torque; tightening with the suspension at full droop or full bump pre-winds the rubber by the amount of torsional deflection between that position and normal ride height; this pre-stress significantly shortens the bushing's fatigue life; lower the vehicle to its laden position and bounce all corners before applying final torque.
  6. Install the new BUSHING (SUZUKI 4628281A10), lower the vehicle to laden ride height, torque all pivot fasteners to OEM specification, perform a four-wheel alignment to confirm the geometry is restored, road test confirming no knock or pull, and recheck alignment after 1,000 km as new bushings settle slightly under initial load cycling before returning the vehicle to service.
Tools: hydraulic press with driver cup set matched to bushing outer sleeve diameter, internal micrometer for housing bore measurement, rubber-compatible lubricant for installation, torque wrench for pivot bolt, four-wheel alignment equipment.
Frequently Asked Questions
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When is bushing-only replacement preferable to complete arm replacement, and when does complete arm replacement offer better value?
Bushing-only replacement is preferable when the arm body is confirmed straight and undamaged, only one specific bush position has failed, and the replacement bush can be correctly pressed using appropriate workshop tooling without risk of housing deformation. Complete arm replacement — supplied with bushes pre-pressed from the factory — is preferable when multiple bushes on the same arm have failed simultaneously, when the arm body has been deformed by an impact even without visible cracking, when the housing bore has been enlarged by a spinning bush and requires the replacement arm's fresh housing bore, or when the cost difference between a separate bush and a complete arm is small and the available tooling makes bushing-only replacement uncertain. On high-mileage vehicles where all bushes across both arms of the same axle have deteriorated simultaneously, replacing both complete arms provides symmetric stiffness characteristics and eliminates the risk of housing deformation during bush extraction. ok.parts supplies bushings individually and as part of complete arm assemblies at wholesale MOQ from 1.46 USD per unit.
Are polyurethane replacement bushings preferable to rubber for improved handling, and what are the trade-offs?
Polyurethane bushings offer higher stiffness than the OEM rubber compound, which reduces compliance in all directions and improves the precision of wheel location under cornering and braking loads — the vehicle responds more immediately to steering inputs with reduced self-steer understeer from bush deflection. The trade-offs are significant for road use: polyurethane's lower damping coefficient compared to rubber means it absorbs less vibration energy, transmitting more road noise and harshness to the cabin; polyurethane requires grease lubrication on the inner sleeve interface or it produces a creaking squeak under load cycling; and polyurethane's increased stiffness reduces the bump compliance that OEM rubber provides, making the ride noticeably firmer over small road imperfections. For daily road use where ride comfort and cabin refinement are priorities, OEM-specification rubber bushings are the correct choice; polyurethane is appropriate for vehicles used predominantly on track or in competition where maximum handling precision justifies the comfort trade-off.
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
Control Arm or Suspension Link
Complete arm with pre-pressed bushes — OEM ref. varies		When the bushing has failed from rubber-to-metal bond delamination and the outer sleeve has been spinning in the housing bore, the bore is likely enlarged beyond the tolerance for a new bush — the spinning sleeve abrades the bore diameter. A complete replacement arm provides an undamaged housing bore with the new bushing correctly pressed at the factory, eliminating the bore measurement and remediation step. On high-mileage arms where both bushes have deteriorated, a complete arm replacement is significantly more efficient than two separate bush replacement operations.
Pivot Bolt and Nut
Single-use stretch bolt — OEM specification		The pivot bolt through the bushing inner sleeve is a single-use stretch bolt on many modern suspension designs — it deforms plastically during tightening to achieve its specified clamp load; retorquing a used stretch bolt to the same torque produces a different clamp load from the permanent set the bolt has taken. Always confirm from the OEM parts data whether the pivot bolt is single-use before beginning disassembly; include new pivot bolts in the parts order to avoid a second disassembly after discovering the bolt cannot be reused.
Stabiliser Bar Bush
Clamp bush set — OEM ref. varies by axle		The anti-roll bar's chassis mounting bushes are typically of the same rubber compound and accumulate the same mileage and thermal cycling as the suspension arm bushes on the same axle. If the arm bushes are being replaced from age-related rubber hardening, the stabiliser bar bushes on the same axle are at the same material stage and will produce the same knocking symptoms within a short interval of the arm bush replacement. Replacing both simultaneously eliminates a repeat underbody access for a stabiliser bush knock complaint within a short mileage.