Catalog

GEELY 1077588700 TRANSMISSION MOUNT

GEELY 1077588700 TRANSMISSION MOUNT

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
Wholesale price USD $13.25
Wholesale price CNY ¥90
bolt MOQ (Minimal order)
30 pcs
local_shipping Production time
20-50 days
package_2 Shipping Weight: —
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GEELY 1077588700
Overview & Operating Principle
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The TRANSMISSION MOUNT is a rubber-bonded hydraulic or solid elastomeric mount that supports the transmission or gearbox against the vehicle's body crossmember or subframe, performing three simultaneous functions: carrying the static weight of the transmission assembly; limiting transmission movement under the dynamic torque reaction forces generated during acceleration, deceleration, and gear changes; and isolating the vehicle body from the high-frequency vibration and lower-frequency torque pulses transmitted through the drivetrain from the engine and road surfaces. The mount consists of an inner metal sleeve that bolts to the transmission casing bracket and an outer metal bracket that bolts to the body crossmember, bonded together by a precision-formulated natural rubber or hydrogenated nitrile rubber element whose compound stiffness and geometry are calibrated to provide exactly the right balance between load capacity — the mount must not allow the transmission to sag or rotate excessively under full acceleration torque — and compliance — the rubber must deflect sufficiently to absorb vibration frequencies from the drivetrain without transmitting them to the body structure. On hydraulic transmission mounts used in high-refinement applications, the rubber element encloses a fluid-filled chamber with internal orifices that provide additional damping of specific vibration frequencies through hydraulic resistance — these mounts provide superior vibration isolation at low engine loads where solid rubber mounts transmit more vibration.

This unit — GEELY 1077588700 — is manufactured to OEM-equivalent specifications: inner sleeve bore diameter and thread for transmission bracket attachment, outer bracket dimensions and mounting hole positions for crossmember attachment, rubber compound Shore hardness and dynamic stiffness in the primary load axis, maximum static load capacity, and hydraulic fluid fill where applicable are matched to the original part. Supplied as a complete assembly ready for installation. Available wholesale from 13.25 USD, MOQ 30 pcs, production lead time 20-50 days.

Transmission mounts fail through rubber element cracking and delamination from ozone, heat cycling, and oil contamination — oil dripping from an engine or transmission seal onto the mount rubber degrades the compound and accelerates hardening that eliminates the mount's compliance and vibration isolation function; through rubber tearing from abnormal shock loads when the vehicle's wheel drops into a pothole under full acceleration torque; and through the inner or outer metal sleeve separating from the rubber bond from fatigue. A completely failed mount that allows the transmission to move excessively causes misalignment of the propeller shaft or driveshaft joints, accelerating their wear, and allows the gear lever to move in the cabin — on manual gearboxes a loose mount can make gear selection difficult as the selector mechanism moves with the transmission rather than remaining fixed relative to the driver.

Symptoms & Diagnostics
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Clunking or thudding noise felt through the gear lever and floor when selecting drive from neutral or when the accelerator is depressed and released at low speed — most pronounced during parking manoeuvres — the transmission is moving excessively within a failed mount, allowing the drivetrain to clunk against travel stops or transmitting the gear selector mechanism's movement directly to the lever; the clunk occurs specifically at drivetrain load reversal because the failed mount offers no resistance to transmission rotation at the transition point.
Increased drivetrain vibration felt through the gear lever, floor, and seat that has developed gradually — the vehicle feels rougher than it previously did without any specific event — the rubber element has hardened from oil contamination or age, eliminating its vibration isolation function; the transmission's rotational vibration is now transmitting directly to the body through the hardened mount; the vibration is present at all engine speeds and increases with engine load.
Difficulty engaging gears on a manual gearbox — gear selection requires unusual force or misses the gate position — the failed transmission mount is allowing the gearbox to move forward, backward, or rotate under the selector's operating forces, shifting the selector mechanism relative to the gear lever and changing the effective position of each gear in the gate; the gear selection difficulty is reproduced by trying to engage gears from different body positions that change the lever's position relative to the moving gearbox.
Visible separation between the rubber element and the inner or outer metal sleeve — the rubber has pulled away from the metal bonding surface — direct visual confirmation of mount failure; a mount with rubber-to-metal separation provides no load path between the transmission and the crossmember at the separated section; the transmission is being carried only by the remaining bonded sections and by the other engine and transmission mounts, overloading them.
Transmission that has moved from its normal position — driveshaft angles that appear steeper than normal or the exhaust that is misaligned relative to the body tunnel — the mount has collapsed completely and the transmission is sagging under gravity; the driveshaft and CV joints are operating at angles outside their designed range; measure the driveshaft angles against the OEM specification to confirm positional change before investigating other potential causes.
Cracking, splitting, or oil-soaked rubber visible on the mount body on inspection from below — a mount with surface cracking has begun to lose structural integrity; oil contamination from a leaking gearbox or engine seal produces accelerated rubber deterioration that is often not immediately visible as hardening but will progress to tearing within a short period under normal load cycling; address the oil leak source simultaneously with the mount replacement.
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
30 pcs
Production Lead Time
20-50 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. Support the transmission on a transmission jack before removing the mount — the transmission mount carries the full weight of the gearbox tail section; removing the mount bolts without supporting the transmission allows the tail to drop suddenly, potentially bending the propeller shaft, over-extending the CV joints on front-wheel-drive transmissions, or damaging the wiring harness and fluid lines routed along the transmission tunnel; position the jack under the gearbox sump or tail housing before loosening any mount bolt.
  2. Inspect the crossmember and transmission bracket for corrosion and distortion before fitting the new mount — a crossmember with corroded or cracked mounting flange cannot provide the rigid reference surface the new mount requires; a transmission bracket that is bent or cracked from the old mount's collapse must be replaced before a new mount is installed; torquing a new mount to a distorted bracket produces incorrect mount geometry that alters the transmission's position and driveline angle from the first installation.
  3. Address any oil leaks from the gearbox or engine before installing the new mount — oil contamination is the primary cause of premature rubber mount failure; a new mount installed under an active oil leak will harden and crack within a fraction of its designed service life; identify and seal the leak source — typically the rear transmission seal, the gearbox oil pan gasket, or an engine rear main seal — before fitting the new mount to protect the replacement investment.
  4. Tighten the transmission bracket bolts and the crossmember bolts hand-tight before final torquing — the mount must be able to adopt its natural position without constraint from either the bracket or the crossmember during assembly; tightening one end fully before the other forces the rubber element into a pre-stressed position that cracks it prematurely; with all bolts hand-tight, lower the transmission jack to allow the mount to carry the transmission weight in its natural position, then apply final torque to all bolts.
  5. Torque all mount bolts to OEM specification with the transmission at ride height — typical torque values are 40–80 Nm for the crossmember bolts and 25–55 Nm for the transmission bracket bolts; the specific values vary significantly between applications; undertorquing allows the mount to move on its bolts under load; overtorquing crushes the rubber element between the bracket and the crossmember flange, destroying its compliance immediately.
  6. Install the new TRANSMISSION MOUNT (GEELY 1077588700), lower the vehicle, and perform a road test that includes firm acceleration from rest, a gear change under load, and a coast-down deceleration — confirm the clunking noise has been eliminated, the gear lever no longer moves excessively during drivetrain load changes, and no new vibration has been introduced from an incorrectly positioned mount before returning the vehicle to service.
Tools: transmission jack, torque wrench (range covering 25–80 Nm), penetrating oil for corroded mount bolts, inspection light for crossmember and bracket condition assessment.
Frequently Asked Questions
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Should the engine mounts be replaced simultaneously with the transmission mount when one has failed?
Engine mount replacement alongside the transmission mount is strongly recommended when the vehicle has accumulated significant mileage and the mount failure is from general age-related rubber degradation rather than a specific event. All powertrain mounts — engine left, engine right, transmission rear — carry shared loads and age at the same rate from identical thermal and ozone exposure; if one mount has failed from rubber deterioration, the remaining mounts are at the same stage. Replacing all powertrain mounts simultaneously during a single jack-and-support operation eliminates sequential mount failures within a short period and ensures the complete powertrain is correctly positioned and isolated after the service. ok.parts supplies transmission mounts and complete powertrain mount sets at wholesale MOQ from 13.25 USD per unit.
Can a failed transmission mount be identified without raising the vehicle on a ramp?
Several in-cabin tests can indicate a failed transmission mount before the vehicle is raised. The brake-and-throttle test: with the vehicle stationary, handbrake applied, and footbrake depressed, briefly apply moderate throttle and observe the gear lever — a mount with significant rubber loss will allow the lever to move noticeably in the direction of torque reaction. The deceleration clunk test: drive at 30 km/h and release the throttle abruptly — a failed mount produces a clunk as the drivetrain torque reversal allows the transmission to move to its opposite travel stop. The idle vibration test: compare idle vibration level in neutral with clutch engaged versus clutch depressed (manual) or drive versus neutral (automatic) — a mount with hardened rubber shows significantly increased vibration transmission with the drivetrain connected. Raising the vehicle on a ramp and inspecting the mount visually remains the definitive confirmation test.
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
Engine Mounts
Left and right — OEM ref. varies by engine		Engine mounts and the transmission mount form a matched set that positions the complete powertrain in the engine bay at the designed geometry for correct driveshaft angles, exhaust clearances, and gear selector alignment. All mounts age from identical ozone, heat, and oil exposure — a transmission mount that has failed from rubber degradation confirms the engine mounts are at the same stage. Replacing all three powertrain mounts simultaneously ensures the complete mount system is renewed in a single operation with consistent rubber compliance across all load paths.
Gearbox Crossmember
Body-mounted transmission support beam		The crossmember that the transmission mount bolts to is subject to the same underbody road salt environment as the mount itself and frequently develops through-corrosion at its body attachment points or at the mount's crossmember flange over high mileage. A crossmember with corroded or cracked flange cannot provide the rigid reference surface the new mount requires — a new mount on a corroded crossmember will shift its position as the crossmember flexes, producing the same clunk as the failed mount within a short period. Inspect and replace the crossmember if any structural corrosion is found.
Rear Transmission Oil Seal
Output shaft or extension housing seal — application-specific		If the transmission mount has failed from oil contamination — indicated by oil-soaked rubber and an oily residue on the mount body — the source of the oil must be identified and sealed simultaneously. The most common source is the transmission rear output shaft seal or extension housing seal, which is accessible from below with the propeller shaft disconnected. Replacing the seal simultaneously with the mount eliminates the ongoing contamination source and protects the new mount's rubber from immediate re-contamination.