CHRYSLER 05161435AA CUSHION CTR SUPPORT
Product Specifications
Product quality
OEM Equivalent Grade
150 sold
Wholesale price USD
$5.83
Wholesale price CNY
¥39.6
bolt MOQ (Minimal order)
50 pcs
local_shipping Production time
61 days
package_2 Shipping Weight:
0.6 kg
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Application (cross references) 3
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| CHRYSLER | 05161435AA |
| CHRYSLER | 05127290AA |
| CHRYSLER | 05142476AA |
Overview & Operating Principle
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The CUSHION CTR SUPPORT is the propeller shaft centre bearing support — also called the centre bearing hanger or intermediate shaft bearing — that supports the midpoint of a two-piece propeller shaft on rear-wheel-drive and four-wheel-drive vehicles, preventing the shaft from sagging under its own weight and from oscillating at its natural resonant frequency during operation. The assembly integrates a sealed deep-groove ball bearing pressed into a rubber-bonded elastomeric isolation ring — the rubber cushion — which is in turn encased in a stamped steel bracket that bolts to the vehicle's body floor tunnel, chassis crossmember, or transmission mount crossrail at a precisely defined height that positions the propeller shaft sections at the designed driveline angle. The ball bearing supports the propeller shaft's rotational movement while carrying the static and dynamic radial loads from the shaft's weight and from any residual imbalance; the elastomeric rubber ring isolates the bearing and shaft vibration from the vehicle body, attenuating the rotational-frequency vibration that would otherwise transmit as a droning or humming noise through the floor into the cabin. The rubber isolation element's stiffness is calibrated to provide adequate shaft support while maintaining sufficient compliance to absorb the axial and radial movement of the driveshaft segments that occurs during suspension travel and body flex — a rubber element that is too stiff transmits all shaft vibration to the body; one that is too soft allows the shaft to oscillate and may allow the shaft sections to contact the body tunnel.
This unit — CHRYSLER 05161435AA — is manufactured to OEM-equivalent specifications: ball bearing bore diameter and outer diameter for propeller shaft stub fitment, bearing dynamic load rating, rubber cushion Shore hardness and isolation compliance, bracket outer dimensions and mounting hole positions for body or chassis attachment, and overall assembly height for the correct driveline geometry are matched to the original part. Supplied as a complete assembly — bearing, rubber cushion, and bracket — ready for installation. Available wholesale from 5.83 USD, MOQ 50 pcs, production lead time 61 days.
Centre support bearings fail through rubber cushion cracking and delamination from ozone and age that destroys the isolation function and allows the bearing housing to contact the steel bracket directly, transmitting all shaft vibration to the body as a pronounced droning noise; through ball bearing fatigue from sustained operation at high shaft speeds with the rubber already degraded, which subjects the bearing to amplified vibration loads it was not designed to absorb alone; and through water ingress into the bearing through a degraded seal that corrodes the raceways and produces a characteristic growling noise at shaft rotational frequency.
Symptoms & Diagnostics
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Droning, humming, or vibration felt through the floor and seat that is speed-proportional — increasing with vehicle speed and present at all engine loads including during engine-off coasting — the rubber isolation element has cracked or delaminated, allowing the bearing housing to transmit shaft rotational frequency directly to the body structure; the noise is proportional to shaft speed (road speed) rather than engine RPM, distinguishing it from engine-related vibration sources; the noise is present on coasting because the propeller shaft continues to rotate.
Growling or rumbling noise from beneath the vehicle at a specific road speed range — typically 60–120 km/h — that disappears above and below that range — the ball bearing has developed raceway fatigue damage that produces a characteristic defect frequency at the bearing's rotational speed; the noise appears at the specific speed where the bearing's defect frequency coincides with the cabin's resonant response frequency; confirm by noting the noise increases with vehicle speed rather than engine load.
Vibration specifically during acceleration from rest — felt as a shudder through the drivetrain in first and second gear that reduces or disappears at higher speeds — the rubber cushion has lost its compliance in the axial direction and is transmitting the torque reaction from the universal joints at the driveshaft's operating angle change during chassis squat under acceleration; the cushion's axial compliance absorbs this movement and its failure transmits it as a shudder.
Visible cracking, tearing, or separation of the rubber element — the rubber between the bearing housing and the steel bracket shows visible splits, missing sections, or the bearing housing is sitting off-centre in the bracket — direct visual confirmation of rubber failure; an off-centre bearing housing indicates the rubber has torn on one side and the shaft is no longer supported at the designed centreline height, altering the driveline angle and accelerating universal joint wear.
Metallic clunking noise from beneath the vehicle when engaging drive from neutral or when reversing direction — advanced rubber deterioration has allowed the bearing housing to move axially beyond its design limit; the clunk occurs as the housing impacts the bracket's axial travel stops during drivetrain torque reversal; at this stage the rubber has effectively ceased to function as an isolation element and the bearing is being subjected to impact loads on every direction change.
Propeller shaft visible sagging or not centred in the body tunnel when the vehicle is raised on a ramp — the shaft is drooping below its designed centreline — the rubber cushion has lost its radial support stiffness entirely and can no longer hold the shaft at the correct height; a sagging shaft operates the adjacent universal joints at incorrect angles that accelerate their wear and produce vibration even when the joints themselves are serviceable.
Logistics & Customs
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International HS Code
8708.99
EAEU Customs Code (TN VED)
8708 99 970 9
Typical Net Weight
0.6 kg
Country of Manufacture
China
Standard MOQ
50 pcs
Production Lead Time
61 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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- Mark the orientation of the propeller shaft sections relative to each other before separation — two-piece propeller shafts are factory-balanced as a complete assembly; the shaft sections must be reinstalled in the same relative angular orientation to preserve the balance; use a paint pen to mark the mating flange positions on both sections at the centre joint before splitting the shaft; failure to maintain the original phasing requires a full driveshaft rebalance on a balancing machine after installation.
- Support both propeller shaft sections independently before unbolting the centre support bracket — the two shaft sections are heavy and will drop suddenly when the centre support is released if unsupported; use a transmission jack under each section or tie them up with safety straps before removing any bracket bolts; an unsupported shaft section that drops can damage the universal joint at each end by over-extending the joint cup beyond its travel limit.
- Press the old bearing off the shaft stub and the new bearing onto the shaft using the correct diameter driver cups — never drive a centre bearing on or off with a hammer striking the outer race; apply installation force only to the inner race using a driver cup matched to the inner race diameter; applying force to the outer race during installation Brinell-dents the raceways before the bearing enters service; use a bearing press or a drawbolt tool that applies steady axial force through the correct cup.
- Install the new centre support bracket at the correct mounting height — the bracket height determines the propeller shaft's operating angle at both adjacent universal joints; a bracket mounted too high or too low changes both joints' operating angles simultaneously; confirm the bracket height matches the OEM specification — typically verified by comparing with the old bracket's mounting shim stack or by confirming the shaft is centred in the body tunnel without sagging or fouling the tunnel at any suspension position.
- Torque all bracket mounting bolts to OEM specification with the rubber cushion in its unloaded position — the bracket should be tightened with the shaft at its normal laden ride height so the rubber cushion is at its design pre-stress position; tightening with the shaft hanging at full droop twists the rubber into a pre-stressed position that cracks it prematurely; if exact ride height cannot be replicated, tighten the bolts hand-tight and lower the vehicle to ride height before final torquing.
- Install the new CUSHION CTR SUPPORT (CHRYSLER 05161435AA), reassemble the shaft sections in the marked orientation, torque all flange bolts to OEM specification, lower the vehicle, and road test at progressive speeds from 40 to 130 km/h confirming the drivetrain droning and vibration have been eliminated at all speeds; perform a check from the passenger cabin at 100 km/h specifically listening for any residual vibration frequency that may indicate a companion universal joint requiring attention.
Tools: paint pen for shaft phasing reference marks, transmission jack or safety straps for shaft support, bearing press with correct inner race driver cup, torque wrench for bracket and flange bolts, height gauge or tape measure for bracket height verification.
Frequently Asked Questions
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Does propeller shaft rebalancing always need to be performed after centre bearing replacement?
Propeller shaft rebalancing is required only when the shaft sections have been separated in a different angular orientation from the original factory-balanced position — if the shaft phasing marks are carefully preserved and the sections are reassembled in the original orientation, the shaft's balance state is unchanged and no rebalancing is needed. Rebalancing is also required when the universal joint yokes have been disturbed, when new shaft sections have been fitted, or when the vehicle continues to produce a speed-proportional vibration after centre bearing replacement that was not present before. For workshop operations where rebalancing equipment is not available, ensuring the phasing marks are correctly preserved is the critical step that eliminates the need for balancing in the majority of centre bearing replacement jobs. ok.parts supplies propeller shaft centre bearing supports at wholesale MOQ from 5.83 USD per unit.
How can centre bearing failure be distinguished from universal joint failure as the source of drivetrain vibration?
Centre bearing failure and universal joint failure produce overlapping symptoms but with different characteristics. Centre bearing rubber failure produces a continuous speed-proportional drone that is present at all throttle positions including engine-off coasting — the noise is purely proportional to shaft rotational speed. Ball bearing failure produces a growling noise at a specific speed range corresponding to the bearing's defect frequency. Universal joint failure produces a vibration that changes significantly with throttle load — a worn UJ produces its characteristic double-frequency vibration most intensely under drive torque and reduces on coasting at the same road speed. Raising the vehicle and manually rotating the propeller shaft by hand is the definitive test — a failed centre bearing produces roughness or grumbling when the shaft is rotated; a worn UJ produces a catch or stiffness at specific rotation angles of the yoke. Both conditions should be inspected simultaneously since a degraded centre bearing allows the shaft to oscillate at amplitudes that accelerate adjacent UJ wear.
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 |
|---|---|
| Universal Joint Set Front, centre, and rear UJs — application-specific | A failed centre bearing that has allowed the propeller shaft to oscillate at amplitudes beyond the designed travel of the adjacent universal joint cups subjects those joints to accelerated needle bearing wear. With the propeller shaft removed for centre bearing access, rotate each UJ through its full angular range and feel for roughness, binding, or axial play in the cups — any roughness confirms bearing needle wear that will produce vibration within a short mileage of the centre bearing repair. Replacing worn UJs simultaneously eliminates a repeat shaft removal within a short interval. |
| Propeller Shaft Flange Seal Differential or gearbox output seal — application-specific | The propeller shaft flanges at both the gearbox output and the differential input are disconnected during centre bearing replacement, exposing the shaft oil seals at these interfaces. A seal that has been running in contact with a vibrating propeller shaft from a failed centre bearing will have accumulated accelerated lip wear from the shaft's eccentric runout. Inspect both flange seals for weeping and replace simultaneously if any sign of oil migration is found — refitting a leaking seal to a newly stabilised shaft produces an oil contamination of the UJ needle bearings within a short period. |
| Gearbox and Differential Oil GL-4 or GL-5 per OEM specification | With the propeller shaft flanges disconnected, this is the correct time to check the gearbox and differential oil levels and condition simultaneously. Oil that has been in service for an extended period in both units should be renewed — the same vibration that destroyed the centre bearing may have subjected the UJs and differential to abnormal loads that have generated metallic particles in the differential oil; inspect both drain plugs for metallic accumulation and renew the oil if particles are found. |