Modern front-wheel-drive and transverse-engined vehicles rely on a set of rubber-and-metal engine mountings to isolate the powertrain from the bodyshell, absorbing torque reaction forces and preventing vibration from reaching the cabin. Each mounting is hydraulically or rubber-damped to specific stiffness values calculated for the engine mass and position in that chassis โ a mounting from a different application will change the resonant frequency of the drivetrain and can allow excessive movement that stresses driveshaft joints and inlet manifold connections. The most common failure mode is rubber deterioration: the elastomeric core cracks or separates from its metal inserts after years of heat cycling and oil contamination, producing a distinctive clunk over speed bumps or during sudden throttle changes. Engine-driven accessories such as air conditioning compressors and alternators may also vibrate noticeably once a mounting loses its damping capacity. Metalcaucho and Original Imperium supply a large proportion of replacement mountings for European-built Renaults, Peugeots, Citroรซns, and the VAG range, where transverse four-cylinder layouts place heavy torque loads on the side torque mount in particular. Matching the OE number confirms correct rubber durometer and bracket hole pattern for your vehicle.
Engine mountings are chassis-specific: the OE number encodes the rubber durometer, bracket geometry, and hydraulic damping specification that match your particular engine-to-subframe layout. Use your VIN or the make-model-year selector to filter down to your specific fitment. Cross-checking against the part number on your original mounting โ usually stamped into the metal bracket โ against the OE references listed on the page confirms you have the right one before ordering.
OEM engine mountings are produced to the vehicle manufacturer's stiffness and damping specification, usually by a tier-one rubber and vibration specialist like Metalcaucho or Original Imperium. Quality aftermarket equivalents match those specifications closely and are a reliable choice for high-mileage replacement. Cheaper mountings sometimes use a harder rubber compound that does not absorb torque shocks as effectively, leading to a rougher cabin feel and greater stress on adjacent components such as driveshaft CV joints and gearbox linkages.
Not necessarily, but it is worth inspecting all mountings when one fails because they are subject to the same operating environment and age at similar rates. On many transverse-engined cars there are three or four mountings โ two primary mounts and a torque rod or pendulum mount at the gearbox end โ and if the most stressed one has deteriorated, others are often not far behind. Replacing the failed unit and scheduling the others within the next service interval is a pragmatic approach that avoids a return visit within six months.
A failed or deteriorating engine mounting usually announces itself as a heavy clunk felt through the floor when pulling away sharply from rest, changing gear under load, or driving over a speed bump at low speed. You may also notice excessive vibration at idle that subsides once you blip the throttle, or a rocking motion visible under the bonnet when a passenger applies the brakes while you rev the engine. In advanced cases the powertrain can move far enough to strain coolant hoses and intake ducting, causing secondary faults that obscure the original mounting failure.
Showing 100 of 15,308 Engine mounting OE numbers. Enter the OE on the main OE search to jump to any reference.
