Rubber Extruded and Moulded Parts

Rubber Mounting
An engine mount must satisfy two essential but conflicting criteria. First, it should be stiff and highly damped to control the idle shake and engine mounting resonance over 5±30 Hz. Also, it must be able to control, like a shock absorber, the motion resulting from quasistatic load conditions such as travel on bumpy roads, abrupt vehicle acceleration or deceleration, and braking and cornering. Second, for a small amplitude excitation over the higher frequency range, a compliant but lightly damped mount is required for vibration isolation and acoustic comfort, like a conventional rubber mount.

An automotive engine-body-chassis system is typically subjected to unbalanced engine forces, uneven firing forces especially at the idling speeds, dynamic excitations from gearboxes and accessories, and road excitation. Since design trends have been towards compact and efficient automobiles, engine-to-frame weight ratio and engine force densities have increased. Engine mountings are designed to achieve better vibration isolation, smooth vehicle movement, and noise reduction. Our mountings are so designed that the load deflection graph is well defined and the spring constants is specified depending upon vibration intensity and engine load. The length of time for which an mount is expected to function effectively is another strong determining factor in the selection or design process. The Polymers of superior grades assures complete durability and long life of the Component. Engine Mountings, Transmission Mountings, Gear Box Mounts, Radiator Mounts, Suspension Mounts, Strut Mounts and Hydro Mounts, which are utilized in highly demanding areas of automobiles and general industries are produced using advanced Technology.

Rubber Bellows
Constant Velocity and Steering Boots
The axle shafts connect the transaxle in front-wheel drive cars and minivans to the drive wheels. There are always two (one for each side), the one on the right side is much longer than the one on the left. This is because the vehicle has "unequal" length axle shafts due to offset position of the transaxle with a transverse (sideways) mounted engine. There are CV joints at both ends of the axle shafts. The CV joint that attaches one end of each half shaft to the differential portion of the transaxle is called an inboard. Inboard CV joints must accommodate the in-and-out movement of the axle shafts as the suspension operates. The CV joint at the other end of the axle shaft is called an outboard joint. On each end of the shaft is a ribbed rubber boot that covers a constant velocity joint (CV joint). The CV joint is the flexible coupling that allows the outer wheel to steer, and the shaft to follow the up and down motions of the suspension as the vehicle travels down the road. The outboard CV joint (the one that connects to the drive wheel) typically has a much wider operating angle than the inboard CV joint that connects to the transaxle. This is because the outer joint may have to turn up to 50 degrees off center when the front wheels are steered. The inboard joint, by comparison, rarely sees an operating angle of more than about 20 degrees. Consequently, different types of joint designs may be used for the inner and outer joints. Neoprene or polyurethane boots are used to protect CV joints. The most frequent cause of CV joint failure is a bad boot. Thus, the boot should be replaced at the first sign of damage or deterioration to prevent damage to the CV joint. The cost of replacing a boot is inexpensive when compared to the price of a new CV joint.