Catalog

GEELY 4017019800 HUB SUB-ASSY

GEELY 4017019800 HUB SUB-ASSY

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
Wholesale price USD $9.74
Wholesale price CNY ¥66
bolt MOQ (Minimal order)
1 pcs
local_shipping Production time
25-55 days
package_2 Shipping Weight: —
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GEELY 4017019800
GEELY T28010115049
Overview & Operating Principle
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The HUB SUB-ASSY is a precision-machined steel assembly that mounts the wheel and brake rotor to the suspension knuckle while transmitting all cornering, braking, and drive forces between the wheel and the vehicle structure. On driven axles the hub incorporates a splined inner bore that engages the CV axle shaft, transferring engine torque to the wheel. The hub rotates on a sealed double-row angular contact bearing pressed into or integrated with the hub body — Generation 3 hub bearing units combine the hub flange, inner and outer bearing races, and ABS reluctor ring encoder into a single non-serviceable assembly that bolts directly to the knuckle, eliminating the need for separate bearing press-fitting.

This unit — GEELY 4017019800 — is manufactured to OEM-equivalent specifications: hub flange pilot diameter, bolt circle diameter (BCD), stud thread pitch and projection length, bearing preload, spline count and fit on driven hubs, and integrated ABS encoder ring pole count are matched to the original part. Supplied as a direct bolt-in replacement for standard fitment. Available wholesale from 9.74 USD, MOQ 1 pcs, production lead time 25-55 days.

Hub bearing wear is caused by water and road contamination ingress through the bearing seal after high-mileage seal degradation, corrosion from road salt, and fatigue from cornering loads — particularly on front axles that carry combined steering, braking, and drive loads simultaneously. The definitive diagnostic test is to raise the wheel and check for radial and axial play by gripping the tyre at 3 and 9 o'clock positions and attempting to rock it — any play beyond approximately 0.05 mm indicates bearing wear. Confirm the source is the hub bearing rather than a worn ball joint by gripping the tyre at 12 and 6 o'clock instead, which loads the ball joint rather than the bearing.

Symptoms & Diagnostics
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Humming, rumbling, or growling noise from one corner that increases with vehicle speed and changes in pitch or intensity when the steering wheel is turned slightly left or right — the classic signature of a worn wheel bearing; loading shifts between inner and outer bearing rows during cornering, causing the noise to vary.
ABS warning light with wheel speed sensor fault codes C0031, C0034, C0037, or C0040 — on Generation 3 hub assemblies the ABS encoder ring is integrated into the bearing seal; a corroded or damaged encoder ring causes erratic or absent wheel speed signals without any fault in the external sensor.
Detectable radial play when the raised wheel is gripped at 3 and 9 o'clock and rocked — any free movement beyond minimal bearing clearance indicates the bearing races have worn beyond serviceable limits and the hub assembly must be replaced.
Vibration through the steering wheel or floor at motorway speeds that changes with steering input — a worn bearing allows the hub to oscillate slightly on its axis, producing vibration that varies as load distribution across the bearing rows changes with steering angle.
Uneven brake pad wear or brake judder on one corner — a worn hub bearing with axial play allows the brake rotor to wobble on its mounting face, creating disc thickness variation that causes pedal pulsation and uneven pad contact.
Clicking or popping on full-lock turns on a driven axle — while this symptom is more commonly associated with CV joint wear, a severely worn hub bearing with excessive play can produce a similar noise; confirm by checking for bearing play before condemning the CV joint.
Logistics & Customs
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International HS Code
8482.10
EAEU Customs Code (TN VED)
8482 10 900 0
Typical Net Weight
Country of Manufacture
China
Standard MOQ
1 pcs
Production Lead Time
25-55 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. Raise and support the vehicle, remove the wheel, and loosen the hub centre nut before lifting — on driven axles the hub nut (typically M24–M30, 200–350 Nm) must be loosened with the wheel on the ground to prevent the hub rotating. Use a hub nut socket and breaker bar; the nut is frequently staked or uses a prevailing torque design and must be replaced rather than reused.
  2. Remove the brake caliper and rotor and support the caliper on a hook — never allow it to hang on the brake hose. On driven axles, push the CV axle shaft inward to disengage it from the hub splines; if seized, use a hub puller rather than striking the shaft end.
  3. Remove the hub assembly mounting bolts from the rear of the knuckle (typically 3–4 bolts, M12–M14). The hub is frequently corroded onto the knuckle bore — use a hub puller or hydraulic press to extract it; never use heat near the ABS encoder ring or wheel speed sensor as both are damaged above 120°C.
  4. Clean the knuckle bore and mounting face thoroughly with a wire brush and suitable rust remover. Measure the knuckle bore diameter — a bore worn or corroded beyond OEM tolerance will not support the new hub correctly and will cause premature bearing failure through fretting corrosion.
  5. Verify the ABS sensor air gap after fitting the new hub — on applications with a separate external wheel speed sensor, confirm the sensor tip is within the specified clearance of the new encoder ring. An incorrect air gap will cause erratic ABS codes even with a new hub assembly.
  6. Install the new HUB SUB-ASSY (GEELY 4017019800), torque the hub mounting bolts to OEM specification in a star pattern, refit the CV shaft and hub centre nut, torque the hub nut to specification and stake or lock as required, refit the brake rotor and caliper, refit the wheel, and road-test — confirm the bearing noise is eliminated and no ABS warning lights are present after a drive above 30 km/h.
Tools: hub nut socket set, breaker bar, torque wrench (high-torque range to 350 Nm), hub puller, wire brush, rust remover, dial gauge for knuckle bore measurement, OBD-II scanner for ABS code verification.
Frequently Asked Questions
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Should hub assemblies be replaced in pairs or only the worn side?
Unlike brake discs, hub assemblies do not need to be replaced in pairs as a safety requirement — replace only the side showing play or noise. However, on vehicles above 150,000 km where one bearing has failed, the opposite side is statistically near end-of-life and replacing both during the same workshop visit eliminates a second alignment disruption and labour charge within a short period. ok.parts supplies individual hub assemblies and axle pairs at wholesale MOQ from 9.74 USD per unit.
Is wheel alignment required after replacing a hub assembly?
On most vehicles the hub assembly mounts to the knuckle via fixed bolt holes with no alignment adjustment at that joint — replacing the hub does not alter camber, toe, or caster. However, if the knuckle was disturbed or any suspension components were disconnected to access the hub, a four-wheel alignment check is recommended to confirm geometry has not shifted during reassembly.
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
PartReason for Combined Replacement
Wheel Speed Sensor
OEM ref. varies by axle position		On applications with a separate external ABS sensor, the sensor tip is positioned within millimetres of the hub encoder ring and is frequently corroded onto its mounting boss. Replacing the sensor simultaneously avoids a separate labour operation if the sensor is damaged during hub removal, and ensures the air gap to the new encoder ring is correct.
Hub Centre Nut
M24–M30, application-specific thread pitch		The hub centre nut on driven axles is a prevailing torque or staked single-use fastener that must be replaced every time it is removed. Reusing a stretched or staked nut risks insufficient clamping force on the CV shaft splines, causing fretting wear and eventual hub bearing overload.
Brake Disc
OEM ref. varies by axle		Hub replacement requires full brake disassembly on the affected corner. If the brake disc is at or near minimum thickness, replacing it simultaneously avoids a second brake disassembly within a short mileage interval and ensures the new hub mounting face mates correctly with a true disc surface.