engine oil JEEP LIBERTY 2002 KJ / 1.G Workshop Manual

FASTENER USAGE
DESCRIPTION
DESCRIPTION
WARNING: USE OF AN INCORRECT FASTENER
MAY RESULT IN COMPONENT DAMAGE OR PER-
SONAL INJURY.
Figure art, specifications and torque references in
this Service Manual are identified in metric and SAE
format.
During any maintenance or repair procedures, it is
important to salvage all fasteners (nuts, bolts, etc.)
for reassembly. If the fastener is not salvageable, a
fastener of equivalent specification must be used.
DESCRIPTION
Most stripped threaded holes can be repaired using
a Helicoilt. Follow the vehicle or Helicoiltrecommen-
dations for application and repair procedures.
THREADED HOLE REPAIR
DESCRIPTION
Most stripped threaded holes can be repaired using
a Helicoilt. Follow the vehicle or Helicoiltrecommen-
dations for application and repair procedures.
INTERNATIONAL SYMBOLS
DESCRIPTION
The graphic symbols illustrated in the following
International Control and Display Symbols Chart
(Fig. 3) are used to identify various instrument con-
trols. The symbols correspond to the controls and dis-
plays that are located on the instrument panel.
Fig. 3 INTERNATIONAL CONTROL AND DISPLAY SYMBOLS
1 High Beam 13 Rear Window Washer
2 Fog Lamps 14 Fuel
3 Headlamp, Parking Lamps, Panel Lamps 15 Engine Coolant Temperature
4 Turn Warning 16 Battery Charging Condition
5 Hazard Warning 17 Engine Oil
6 Windshield Washer 18 Seat Belt
7 Windshield Wiper 19 Brake Failure
8 Windshield Wiper and Washer 20 Parking Brake
9 Windscreen Demisting and Defrosting 21 Front Hood
10 Ventilating Fan 22 Rear hood (Decklid)
11 Rear Window Defogger 23 Horn
12 Rear Window Wiper 24 Lighter
4 INTRODUCTIONKJ

LUBRICATION & MAINTENANCE
TABLE OF CONTENTS
page page
INTERNATIONAL SYMBOLS
DESCRIPTION Ð INTERNATIONAL SYMBOLS . . 1
FLUID TYPES
DESCRIPTION
DESCRIPTION - FLUID TYPES............1
DESCRIPTION - AXLE...................2
DESCRIPTION - MANUAL TRANSMISSION . . . 2
DESCRIPTION - AUTOMATIC
TRANSMISSION FLUID..................2
DESCRIPTION - TRANSFER CASE - NV231 . . 3
DESCRIPTION - TRANSFER CASE - NV242 . . 3
DESCRIPTION - ENGINE COOLANT........3
OPERATION - AUTOMATIC TRANSMISSION
FLUID...............................4FLUID CAPACITIES
SPECIFICATIONS - FLUID CAPACITIES.......4
FLUID FILL/CHECK LOCATIONS
DESCRIPTION..........................5
MAINTENANCE SCHEDULES
DESCRIPTION..........................5
HOISTING
STANDARD PROCEDURE - HOISTING
RECOMMENDATIONS...................5
JUMP STARTING
STANDARD PROCEDURE - JUMP STARTING
PROCEDURE.........................6
TOWING
STANDARD PROCEDURE - TOWING.........6
INTERNATIONAL SYMBOLS
DESCRIPTION Ð INTERNATIONAL SYMBOLS
DaimlerChrysler Corporation uses international
symbols to identify engine compartment lubricant
and fluid inspection and fill locations (Fig. 1).
FLUID TYPES
DESCRIPTION
DESCRIPTION - FLUID TYPES
When service is required, DaimlerChrysler Corpo-
ration recommends that only Mopartbrand parts,
lubricants and chemicals be used. Mopartprovides
the best engineered products for servicing
DaimlerChrysler Corporation vehicles.
Only lubricants bearing designations defined by
the following organization should be used to service a
Chrysler Corporation vehicle.
²Society of Automotive Engineers (SAE)
²American Petroleum Institute (API) (Fig. 2)
²National Lubricating Grease Institute (NLGI)
(Fig. 3)
SAE VISCOSITY RATING
An SAE viscosity grade is used to specify the vis-
cosity of engine oil. These are specified with a dual
SAE viscosity grade which indicates the cold-to-hot
temperature viscosity range. Example SAE 5W-30 =
multigrade engine oil.
DaimlerChrysler Corporation only recommends
multigrade engine oils.
Fig. 1 International Symbols
KJLUBRICATION & MAINTENANCE 0 - 1

API QUALITY CLASSIFICATION
This symbol (Fig. 2) on the front of an oil container
means that the oil has been certified by the Ameri-
can Petroleum Institute (API) to meet all the lubri-
cation requirements specified by DaimlerChrysler
Corporation.
GEAR LUBRICANTS
SAE ratings also apply to multigrade gear lubri-
cants. In addition, API classification defines the
lubricants usage. Such as API GL-5 and SAE 75W-
90.
LUBRICANTS AND GREASES
Lubricating grease is rated for quality and usage
by the NLGI. All approved products have the NLGI
symbol (Fig. 3) on the label. At the bottom NLGI
symbol is the usage and quality identification letters.
Wheel bearing lubricant is identified by the letter
ªGº. Chassis lubricant is identified by the latter ªLº.
The letter following the usage letter indicates the
quality of the lubricant. The following symbols indi-
cate the highest quality.
SPECIALIZED LUBRICANTS AND OILS
Some maintenance or repair procedures may
require the use of specialized lubricants or oils. Con-
sult the appropriate sections in this manual for the
correct application of these lubricants.
DESCRIPTION - AXLE
A multi-purpose, hypoid gear lubricant which con-
forms to MIL-L-2105C and API GL 5 quality specifi-
cations should be used. Mopar Hypoid Gear
Lubricants conforms to these specifications.
FRONT AXLE
²Lubricant for 186FIA (Model 30) axle is SAE
75W-140 SYNTHETIC.
REAR AXLE
²Lubricant for 198RBI (Model 35) axle is SAE
75W-140 SYNTHETIC.
²Lubricant for 8 1/4 axle is a thermally stable
SAE 75W-90. For trailer tow or heavy duty applica-
tions the lubricant should be replaced with SAE
75W-140 SYNTHETIC.
NOTE: Trac-lokTequipped axles require a friction
modifier be added to the lubricant.
CAUTION: If axle is submerged in water, lubricant
must be replaced immediately to avoid possible
premature axle failure.
DESCRIPTION - MANUAL TRANSMISSION
Mopartmanual transmission fluid is the lubricant
recommended for the NV1500 and the NV3550 trans-
missions.
DESCRIPTION - AUTOMATIC TRANSMISSION
FLUID
NOTE: Refer to the maintenance schedules in this
group for the recommended maintenance (fluid/filter
change) intervals for this transmission.
NOTE: Refer to Service Procedures in this group for
fluid level checking procedures.
MopartATF +4, type 9602, Automatic Transmis-
sion Fluid is the recommended fluid for
DaimlerChrysler automatic transmissions.
Dexron II fluid IS NOT recommended. Clutch
chatter can result from the use of improper
fluid.
MopartATF +4, type 9602, Automatic Transmis-
sion Fluid when new is red in color. The ATF is dyed
red so it can be identified from other fluids used in
the vehicle such as engine oil or antifreeze. The red
color is not permanent and is not an indicator of fluid
condition. As the vehicle is driven, the ATF will begin
to look darker in color and may eventually become
brown.This is normal.ATF+4 also has a unique
Fig. 2 API Symbol
Fig. 3 NLGI Symbol
1 - WHEEL BEARINGS
2 - CHASSIS LUBRICATION
3 - CHASSIS AND WHEEL BEARINGS
0 - 2 LUBRICATION & MAINTENANCEKJ
FLUID TYPES (Continued)

centage of antifreeze can cause the engine to over-
heat because specific heat of antifreeze is lower than
that of water.
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethyl-
ene-glycol.
CAUTION: Do not use coolant additives that are
claimed to improve engine cooling.
OPERATION - AUTOMATIC TRANSMISSION
FLUID
The automatic transmission fluid is selected based
upon several qualities. The fluid must provide a high
level of protection for the internal components by
providing a lubricating film between adjacent metal
components. The fluid must also be thermally stable
so that it can maintain a consistent viscosity through
a large temperature range. If the viscosity stays con-
stant through the temperature range of operation,
transmission operation and shift feel will remain con-
sistent. Transmission fluid must also be a good con-
ductor of heat. The fluid must absorb heat from the
internal transmission components and transfer that
heat to the transmission case.
FLUID CAPACITIES
SPECIFICATIONS - FLUID CAPACITIES
DESCRIPTION SPECIFICATION
FUEL TANK 18.5 U.S. Gallons (70
Liters)****
ENGINE OIL
Engine Oil - with Filter -
2.4L2.4L (5.0 qts.)
Engine Oil - with Filter -
3.7L3.7L (5.0 qts.)
Engine Oil - With Filter -
2.5L Diesel6.5L (6.9 qts.)
ENGINE COOLANT
Cooling System - 2.4L 9.6L (10.1 qts.)
Cooling System - 3.7L 12.3L (13.0 qts.)
Cooling System - 2.5L
Diesel12.5L (13.2 qts.)
AUTOMATIC TRANSMISSION
Service Fill - 45RFE 4.73L (10.0 pts)
O-haul Fill - 45RFE 13.33L (28.0 pts)
Dry fill capacity Depending on type and size of
internal cooler, length and inside diameter of cooler
lines, or use of an auxiliary cooler, these figures may
vary. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC/FLUID - STANDARD PROCEDURE)
TRANSFER CASE
NV231 1.4L (2.95 pts.)
NV242 1.6L (3.4 pts.)
MANUAL TRANSMISSION
NV1500 (Approximate dry
fill or fill to bottom edge of
the fill plug hole.)2.28L (2.41 qts.)
NV3550 (Approximate dry
fill or fill to bottom edge of
fill plug hole.)2.28L (2.41 qts.)
FRONT AXLE
186 FIA (Model 30) 1.24L (41.9 fl. oz.)
REAR AXLE
198 RBI (Model 35) 1.78L (60.2 fl. oz.)*
8 1/4 2.08L (4.4 pts.)*
* When equipped with Trac-lok, include 4.0 ounces of
Friction Modifier.
****Nominal refill capacities are shown. A variation
may be observed from vehicle to vehicle due to
manufacturing tolerance and refill procedure.
0 - 4 LUBRICATION & MAINTENANCEKJ
FLUID TYPES (Continued)

FLUID FILL/CHECK
LOCATIONS
DESCRIPTION
The fluid check/fill point locations are located in
each applicable service manual section.
MAINTENANCE SCHEDULES
DESCRIPTION
9Maintenance Schedule Information not included in
this section, is located in the appropriate Owner's
Manual.9
HOISTING
STANDARD PROCEDURE - HOISTING
RECOMMENDATIONS
Refer to the Owner's Manual for emergency vehicle
lifting procedures.
When properly positioned, a floor jack can be used
to lift a Jeep vehicle (Fig. 4). Support the vehicle in
the raised position with jack stands at the front and
rear ends of the frame rails.CAUTION: Do not attempt to lift a Jeep vehicle with
a floor jack positioned under:
²A body side sill.
²A steering linkage component.
²A drive shaft.
²The engine or transmission oil pan.
²The fuel tank.
²A front suspension arm.
²Transfer case.
NOTE: Use the correct sub-frame rail or frame rail
lifting locations only.
HOIST
Refer to the Owner's Manual for emergency vehicle
lifting procedures.
A vehicle can be lifted with:
²A single-post, frame-contact hoist.
²A twin-post, chassis hoist.
²A ramp-type, drive-on hoist.
NOTE: When a frame-contact type hoist is used,
verify that the lifting pads are positioned properly.
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN A CHASSIS OR DRIVETRAIN COMPO-
NENT IS REMOVED FROM A VEHICLE, THE
CENTER OF GRAVITY IS ALTERED MAKING SOME
HOISTING CONDITIONS UNSTABLE. PROPERLY
SUPPORT OR SECURE VEHICLE TO HOISTING
DEVICE WHEN THESE CONDITIONS EXIST.
Fig. 4 Correct Vehicle Lifting Locations
1 - Frame Contact Lift (Single Post)
Chassis Lift (Non-Axle Dual Post)
Outboard Lift (Dual Post)
Floor Jack
2 - Floor Jack
KJLUBRICATION & MAINTENANCE 0 - 5

(6) Using yoke with Spanner Wrench 6958 and a
torque wrench set at 474 N´m (350 ft. lbs.), (Fig. 41)
slowly tighten the nut in 6.8 N´m (5 ft. lbs.) incre-
ments until the rotating torque is achieved. Measure
the rotating torque frequently to avoid over crushing
the collapsible spacer (Fig. 42).
NOTE: If more than 474 N´m (350 ft. lbs.) torque is
required to crush the collapsible spacer, the spacer
is defective and must be replaced.
(7) Check rotating torque with an inch pound
torque wrench (Fig. 42). The rotating torque of the
pinion gear should be, the reading recorded during
removal plus an additional 0.56 N´m (5 in. lbs.).
(8) Install propeller shaft with reference marks
aligned.
(9) Install rear brake drums.
(10) Add gear lubricant, if necessary.
(11) Install wheel and tire assemblies.
(12) Remove supports and lower vehicle.
DIFFERENTIAL
REMOVAL
(1) Raise and support vehicle.
(2) Remove differential cover and drain fluid.
(3) Clean the housing cavity with flushing oil, light
engine oil or lint free cloth.NOTE: Do not use water, steam, kerosene or gaso-
line for cleaning.
(4) Remove axle shafts.
(5)
Note the reference letters stamped on the bearing
caps and housing machined sealing surface (Fig. 43).
Fig. 41 YOKE SPANNER WRENCH
1 - PINION YOKE
2 - WRENCH
3 - PIPE
Fig. 42 PINION ROTATING TORQUE
1 - TORQUE WRENCH
2 - PINION YOKE
Fig. 43 BEARING CAP IDENTIFICATION
1 - REFERENCE LETTERS
2 - REFERENCE LETTERS
KJREAR AXLE - 198RBI 3 - 71
COLLAPSIBLE SPACER (Continued)

lbs.) increments until proper rotating torque is
achieved.
NOTE: The bearing rotating torque should be con-
stant during a complete revolution of the pinion. If
the rotating torque varies, it indicates a binding
condition.
(9) The seal replacement is unacceptable if the
final pinion nut torque is less than 285 N´m (210 ft.
lbs.).
(10) Install the propeller shaft with the installa-
tion reference marks aligned.
(11) Install the brake drums.
(12) Check the differential housing lubricant level.
(13) Install wheel and tire assemblies and lower
the vehicle.
DIFFERENTIAL
REMOVAL
(1) Raise and support vehicle.
(2) Remove fill hole plug from the differential
housing cover.
(3) Remove differential housing cover and drain
housing.
(4) Clean the housing cavity with a flushing oil,
light engine oil or lint free cloth.Do not use water,
steam, kerosene or gasoline for cleaning.(5) Remove the axle shafts.
NOTE: Side play resulting from bearing races being
loose on case hubs requires replacement of the dif-
ferential case.
(6) Mark the differential housing and bearing caps
for installation reference (Fig. 28).
(7) Remove bearing threaded adjuster locks from
each bearing cap.
(8) Loosen bearing cap bolts, them loosen the
threaded adjusters with Wrench C-4164 (Fig. 29).
Fig. 27 Pinion Rotation Torque
1 - PINION YOKE
2 - INCH POUND TORQUE WRENCH
Fig. 28 Reference Mark
1 - REFERENCE MARKS
2 - REFERENCE MARKS
3 - DIFFERENTIAL HOUSING
4 - BEARING CAP
Fig. 29 Threaded Adjuster
1 - AXLE TUBE
2 - BACKING PLATE
3 - THREAD ADJUSTER WRENCH
3 - 104 REAR AXLE-81/4KJ
PINION SEAL (Continued)

CAUTION: Never use gasoline, kerosene, alcohol,
motor oil, transmission fluid, or any fluid containing
mineral oil to clean the system components. These
fluids damage rubber cups and seals. Use only
fresh brake fluid or Mopar brake cleaner to clean or
flush brake system components. These are the only
cleaning materials recommended. If system contam-
ination is suspected, check the fluid for dirt, discol-
oration, or separation into distinct layers. Also
check the reservoir cap seal for distortion. Drain
and flush the system with new brake fluid if con-
tamination is suspected.
CAUTION: Use Mopar brake fluid, or an equivalent
quality fluid meeting SAE/DOT standards J1703 and
DOT 3. Brake fluid must be clean and free of con-
taminants. Use fresh fluid from sealed containers
only to ensure proper antilock component opera-
tion.
CAUTION: Use Mopar multi-mileage or high temper-
ature grease to lubricate caliper slide surfaces,
drum brake pivot pins, and shoe contact points on
the backing plates. Use multi-mileage grease or GE
661 or Dow 111 silicone grease on caliper slide pins
to ensure proper operation.
DIAGNOSIS AND TESTING - BASE BRAKE
SYSTEM
Base brake components consist of the brake shoes,
calipers, wheel cylinders, brake drums, rotors, brake
lines, master cylinder, booster, and parking brake
components.
Brake diagnosis involves determining if the prob-
lem is related to a mechanical, hydraulic, or vacuum
operated component.
The first diagnosis step is the preliminary check.
PRELIMINARY BRAKE CHECK
(1) Check condition of tires and wheels. Damaged
wheels and worn, damaged, or underinflated tires
can cause pull, shudder, vibration, and a condition
similar to grab.
(2) If complaint was based on noise when braking,
check suspension components. Jounce front and rear
of vehicle and listen for noise that might be caused
by loose, worn or damaged suspension or steering
components.
(3) Inspect brake fluid level and condition. Note
that the brake reservoir fluid level will decrease in
proportion to normal lining wear.Also note that
brake fluid tends to darken over time. This is
normal and should not be mistaken for contam-
ination.(a) If fluid level is abnormally low, look for evi-
dence of leaks at calipers, wheel cylinders, brake
lines, and master cylinder.
(b) If fluid appears contaminated, drain out a
sample to examine. System will have to be flushed
if fluid is separated into layers, or contains a sub-
stance other than brake fluid. The system seals
and cups will also have to be replaced after flush-
ing. Use clean brake fluid to flush the system.
(4) Check parking brake operation. Verify free
movement and full release of cables and pedal. Also
note if vehicle was being operated with parking
brake partially applied.
(5) Check brake pedal operation. Verify that pedal
does not bind and has adequate free play. If pedal
lacks free play, check pedal and power booster for
being loose or for bind condition. Do not road test
until condition is corrected.
(6) Check booster vacuum check valve and hose.
(7) If components checked appear OK, road test
the vehicle.
ROAD TESTING
(1) If complaint involved low brake pedal, pump
pedal and note if it comes back up to normal height.
(2) Check brake pedal response with transmission
in Neutral and engine running. Pedal should remain
firm under constant foot pressure.
(3) During road test, make normal and firm brake
stops in 25-40 mph range. Note faulty brake opera-
tion such as low pedal, hard pedal, fade, pedal pulsa-
tion, pull, grab, drag, noise, etc.
(4) Attempt to stop the vehicle with the parking
brake only and note grab, drag, noise, etc.
PEDAL FALLS AWAY
A brake pedal that falls away under steady foot
pressure is generally the result of a system leak. The
leak point could be at a brake line, fitting, hose, or
caliper/wheel cylinder. If leakage is severe, fluid will
be evident at or around the leaking component.
Internal leakage (seal by-pass) in the master cylin-
der caused by worn or damaged piston cups, may
also be the problem cause.
An internal leak in the ABS or RWAL system may
also be the problem with no physical evidence.
LOW PEDAL
If a low pedal is experienced, pump the pedal sev-
eral times. If the pedal comes back up worn linings,
rotors, drums, or rear brakes out of adjustment are
the most likely causes. The proper course of action is
to inspect and replace all worn component and make
the proper adjustments.
KJBRAKES - BASE 5 - 3
BRAKES - BASE (Continued)

BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and/or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or wheel cylinders, worn seals, driv-
ing through deep water puddles, or lining that has
become covered with grease and grit during repair.
Contaminated lining should be replaced to avoid fur-
ther brake problems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation. A
tire with internal damage such as a severe bruise,
cut, or ply separation can cause pull and vibration.
BRAKE NOISES
Some brake noise is common with rear drum
brakes and on some disc brakes during the first few
stops after a vehicle has been parked overnight or
stored. This is primarily due to the formation of trace
corrosion (light rust) on metal surfaces. This light
corrosion is typically cleared from the metal surfaces
after a few brake applications causing the noise to
subside.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake shoes in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors and drums can become so scored that replace-
ment is necessary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn
components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causesof chatter are out-of-tolerance rotors, brake lining not
securely attached to the shoes, loose wheel bearings
and contaminated brake lining.
THUMP/CLUNK NOISE
Thumping or clunk noises during braking are fre-
quentlynotcaused by brake components. In many
cases, such noises are caused by loose or damaged
steering, suspension, or engine components. However,
calipers that bind on the slide surfaces can generate
a thump or clunk noise. In addition, worn out,
improperly adjusted, or improperly assembled rear
brake shoes can also produce a thump noise.
STANDARD PROCEDURE
STANDARD PROCEDURE - PRESSURE
BLEEDING
Use Mopar brake fluid, or an equivalent quality
fluid meeting SAE J1703-F and DOT 3 standards
only. Use fresh, clean fluid from a sealed container at
all times.
Do not pump the brake pedal at any time while
bleeding. Air in the system will be compressed into
small bubbles that are distributed throughout the
hydraulic system. This will make additional bleeding
operations necessary.
Do not allow the master cylinder to run out of fluid
during bleed operations. An empty cylinder will allow
additional air to be drawn into the system. Check the
cylinder fluid level frequently and add fluid as
needed.
Bleed only one brake component at a time in the
following sequence:
²Master Cylinder
²Combination Valve
²Right Rear Wheel
²Left Rear Wheel
²Right Front Wheel
²Left Front Wheel
Follow the manufacturers instructions carefully
when using pressure equipment. Do not exceed the
tank manufacturers pressure recommendations. Gen-
erally, a tank pressure of 15-20 psi is sufficient for
bleeding.
Fill the bleeder tank with recommended fluid and
purge air from the tank lines before bleeding.
Do not pressure bleed without a proper master cyl-
inder adapter. The wrong adapter can lead to leak-
age, or drawing air back into the system. Use
adapter provided with the equipment or Adapter
6921.
KJBRAKES - BASE 5 - 5
BRAKES - BASE (Continued)

BRAKE LINES
DESCRIPTION
Flexible rubber hose is used at both front brakes
and at the rear axle junction block. Double walled
steel tubing is used to connect the master cylinder to
the major hydraulic braking components and then to
the flexible rubber hoses. Double inverted style and
ISO style flares are used on the brake lines.
DIAGNOSIS AND TESTING - BRAKE LINE AND
HOSES
Flexible rubber hose is used at both front brakes
and at the rear axle junction block. Inspect the hoses
whenever the brake system is serviced, at every
engine oil change, or whenever the vehicle is in for
service.
Inspect the hoses for surface cracking, scuffing, or
worn spots. Replace any brake hose immediately if
the fabric casing of the hose is exposed due to cracks
or abrasions.
Also check brake hose installation. Faulty installa-
tion can result in kinked, twisted hoses, or contact
with the wheels and tires or other chassis compo-
nents. All of these conditions can lead to scuffing,
cracking and eventual failure.
The steel brake lines should be inspected periodi-
cally for evidence of corrosion, twists, kinks, leaks, or
other damage. Heavily corroded lines will eventually
rust through causing leaks. In any case, corroded or
damaged brake lines should be replaced.
Factory replacement brake lines and hoses are rec-
ommended to ensure quality, correct length and supe-
rior fatigue life. Care should be taken to make sure
that brake line and hose mating surfaces are clean
and free from nicks and burrs. Also remember that
right and left brake hoses are not interchangeable.
Use new copper seal washers at all caliper connec-
tions. Be sure brake line connections are properly
made (not cross threaded) and tightened to recom-
mended torque.
STANDARD PROCEDURE
STANDARD PROCEDURE - DOUBLE INVERTED
FLARING
A preformed metal brake tube is recommended and
preferred for all repairs. However, double-wall steel
tube can be used for emergency repair when factory
replacement parts are not readily available.
Special bending tools are needed to avoid kinking
or twisting of metal brake tubes. Special flaring tools
are needed to make a double inverted flare or ISO
flare.(1) Cut off damaged tube with Tubing Cutter.
(2) Ream cut edges of tubing to ensure proper
flare.
(3) Install replacement tube nut on the tube.
(4) Insert tube in flaring tool.
(5) Place gauge form over the end of the tube.
(6) Push tubing through flaring tool jaws until
tube contacts recessed notch in gauge that matches
tube diameter.
(7) Tighten the tool bar on the tube
(8) Insert plug on gauge in the tube. Then swing
compression disc over gauge and center tapered flar-
ing screw in recess of compression disc (Fig. 2).
(9) Tighten tool handle until plug gauge is
squarely seated on jaws of flaring tool. This will start
the inverted flare.
(10) Remove the plug gauge and complete the
inverted flare.
STANDARD PROCEDURE - ISO FLARING
A preformed metal brake tube is recommended and
preferred for all repairs. However, double-wall steel
tube can be used for emergency repair when factory
replacement parts are not readily available.
Special bending tools are needed to avoid kinking
or twisting of metal brake tubes. Special flaring tools
are needed to make a double inverted flare or ISO
flare.
To make a ISO flare use a ISO brake flaring tool or
equivalent.
(1) Cut off damaged tube with Tubing Cutter.
(2) Remove any burrs from the inside of the tube.
(3) Install tube nut on the tube.
Fig. 2 Inverted
5 - 8 BRAKES - BASEKJ