54501-2W000
54501-2W000
Hyundai, Kia
Santa Fe, IX45
Chassis System
Control Arm (Lower / Upper)
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Product Description
Category | Parameter | Details |
Part Identification | OE Number | 54501-2W000 |
Official OEM Name | ARM ASSY-CONTROL / SUSPENSION CONTROL ARM (FRONT RIGHT) | |
Interchange Numbers | 54501-2W000, 545012W000, ARM-2W000 | |
Alternative Aftermarket Numbers | CARM-FRO-2W000, CTRL-54501-2W | |
Vehicle Compatibility | Applicable Models | Hyundai Santa Fe DM, ix45 (DM Platform) (2013-2015) |
Suspension Type | MacPherson strut independent front suspension | |
Mount Position | front right chassis — inboard end mounts to subframe via rubber bushing; outboard end connects to steering knuckle via ball joint | |
Design Variant | Single-piece stamped steel or welded assembly (model-dependent) | |
Dimension & Weight | Overall Arm Length | Varies by application (350-550 mm typical) |
Bushings | Large-diameter rubber-insulated inboard bushing(s) (1 or 2 per arm) | |
Ball Joint | Integrated or bolt-on ball joint at outboard knuckle end | |
Net Weight per Arm | Approx 4.5-8.5 kg (9.9-18.7 lbs) depending on size and construction | |
Package Size | 400 x 200 x 150 mm with protective wrapping | |
Material & Production | Arm Body | High-strength low-alloy (HSLA) stamping steel or STKM13A welded steel tubing |
Inboard Bushings | Natural rubber bonded to inner/outer steel sleeves (tuned compliance rate for NVH) | |
Ball Joint | Forged alloy steel stud with PTFE-lined spherical bearing (if integrated) | |
Ball Joint Boot | Neoprene or TPE rubber dust boot with crimped metal retaining ring | |
Subframe Bracket | Reinforced gusset plate at bushing mounting area | |
Surface Treatment | Electro-deposition (e-coat) primer with black or silver topcoat paint | |
Production Standard | Manufactured to Mobis/Hyundai-Kia suspension OEM specification, IATF16949 compliant | |
Torque Specs | Subframe bushing bolt: 80-130Nm; Ball Joint nut: 50-85Nm; Ball Joint pinch bolt: 45-70Nm |
The control arm body is stamped from high-strength low-alloy sheet steel, which provides higher yield strength than mild steel while retaining formability for complex curved geometries. In collision events, HSLA steel exhibits progressive plastic deformation that absorbs impact energy in a controlled manner, supporting passenger compartment protection while enabling designed deformation at crumple zone interfaces.
The inboard mounting bushings use compounded natural rubber with tuned durometer and internal geometry, delivering specific compliance rates in different directions: stiff laterally for handling precision, and compliant vertically to absorb impacts from potholes and expansion joints. The bushing rubber resists cracking, tearing and oil-induced degradation compared to economy-grade synthetic rubber substitutes.
Depending on OE design, the outboard end features either a press-fit integral ball joint (non-serviceable, replace the full arm when worn) or a bolt-on replaceable ball joint (allows ball joint-only replacement while retaining the arm). Both designs match factory-specified ball stud taper, thread pitch and range-of-motion articulation envelope.
A new control arm restores factory-specified suspension geometry parameters (camber, caster, toe-angle) that drift out of specification from bent or fatigued old arms. This addresses uneven tire wear, directional instability, and altered stopping distances from changed scrub radius. It also eliminates suspension clunking over bumps from worn bushings or loose ball joints, reduces road noise transmitted into the cabin, and resolves steering pull caused by asymmetric bushing degradation. Professional wheel alignment is required after replacement.
This issue is caused by worn ball joints with excess clearance, deteriorated rubber bushings allowing metal-on-metal contact, or torn ball joint boots causing grease loss. Diagnose by checking for deep metallic clunking at low speeds on uneven surfaces, and use a pry bar to check ball joint vertical movement (max 0.5mm). Replace the complete control arm assembly, and tighten all mounting bolts to specification only after the vehicle rests on its wheels to prevent bushing pre-load.
These symptoms stem from worn control arm bushings causing dynamic alignment changes, bent control arms from impact, or loose mounting bolts. Diagnosis includes consistent steering pull on level roads, off-center steering wheel when driving straight, and faster wear on tire edges. Replace the damaged control arm, inspect subframe mounting points for damage, and perform a professional 4-wheel alignment after replacement.
This failure comes from worn inner control arm bushings allowing excessive fore-aft movement, or damaged hydraulic bushings with fluid leakage. Vibration appears at 90-120 km/h and changes with road surface, and may diminish during slight steering turns. Replace the control arm if bushings show visible cracking or fluid leakage, and balance all four wheels while inspecting for bent rims.
This product supports minimum order quantities starting at 500 units, with complete hardware kits included in each shipment. It is suited for suspension repair programs and SUV parts distributors. Available packaging options include genuine MOBIS standard packaging, neutral aftermarket packaging, and custom brand packaging. Each arm is dimensionally verified to OE specifications before delivery.
This is an aftermarket replacement produced to meet or exceed original equipment specifications, with equivalent fit, form and function as the genuine part.
Professional 4-wheel alignment is mandatory after control arm replacement to restore factory suspension geometry.
Replaceability depends on the OE design of your vehicle model. Press-fit integral ball joints require full arm replacement.
Warranty applies to manufacturing defects under normal use. Improper installation, racing use or modifications void the warranty. Refer to the full policy for details.
