Range Rover Sport. Manual — part 2

In addition to marks identifying the manufacturer, the top of the bolt head is also marked with symbols indicating the
strength grade e.g. 8.8, 10.9, 12.9, 14.9. Alternatively, some bolts and screws have the M and strength grade symbol
stamped on the flats of the hexagon.

Encapsulated ('Patched') bolts and screws

Encapsulated ('patched') bolts and screws have a thread locking agent applied to the threads during manufacture. Most
thread locking agents are colored, the band of color extending for 360 degrees around the thread. Some locking agents
however, are neutral in color and may not be so easily identified apart from a slightly darker area of thread where the
locking agent has been applied. The locking agent is released and activated by the tightening process and is then
chemically cured to provide the locking action.

Self-locking bolts and screws

Unless stated in a specific repair procedure, self-locking bolts and screws i.e. nylon patched or trilobular thread can be
reused provided that resistance is felt when the locking portion enters the female thread.

Nylon patched bolts and screws have a locking agent either applied to, or inserted in the threaded portion. They are
identified by the presence of a colored section of thread extending approximately 180 degrees around the thread or by a
colored plug inserted into the bolt.

CAUTION: Do Not reuse self-locking fasteners in critical locations e.g. drive plates/flywheel or engine

bearings. Do not fit non self-locking fasteners where a self-locking fastener is specified.

Trilobular bolts should not be used as a substitute for patched bolts.

Nut identification

A nut with an ISO metric thread is marked on one face or one of the hexagonal flats with the strength grade symbol 8, 12,
14. Some nuts with the strength grade 4, 5 or 6 are also marked and some have the metric symbol M on the hexagonal flat
opposite the strength grade marking.

A clock face system is sometimes used as an alternative method of indicating the strength grade. The external chamfers or
a face of the nut is marked in a position relative to the appropriate hour mark on a clock face to indicate the strength grade.

A dot is used to locate the 12 o'clock position and a dash to indicate the strength grade. If the grade is above 12, two dots
identify the 12 o'clock position.

When tightening a slotted or castellated nut, never loosen it to insert a split pin except where specified as part of an
adjustment procedure. If difficulty is experienced in correctly positioning the slot, alternative washers or nuts should be
selected.

Where a nut is tightened to adjust or maintain bearing pre-load, the tightening procedure must be adhered to.

Self-locking nuts

Unless stated in a specific repair procedure, self-locking nuts i.e. those with a nylon insert or deformed thread nuts can be
reused provided that resistance can be felt when the locking portion of the nut passes over the thread of the bolt or stud.

Unless stated otherwise, self-locking nuts once removed must be discarded and new nuts of the same type and strength
grade fitted.

Always ensure that suitable eye protection is worn when working on the air suspension system.

Ball and Roller Bearings

When removing and installing bearings, ensure that the following practices are observed to ensure component
serviceability:

CAUTION: Service tools have been developed for removing the majority of bearings; these must always be

used where specified.

Remove all traces from bearing under inspection by cleaning with a suitable degreasant; maintain absolute
cleanliness throughout operations.
Conduct a visual inspection for markings on rolling elements, raceways, outer surfaces of outer or inner surfaces of
inner rings. Reject any bearings found to be marked since marking in these areas indicates onset of wear.
Hold inner race of bearing between finger and thumb of one hand and rotate outer race to check that it revolves
absolutely smoothly. Repeat holding outer race and rotating inner race. DO NOT spin the bearing.
Rotate outer ring gently using a reciprocating movement whilst holding inner ring; feel for any check or obstruction to
rotation. Reject bearing if movement is not absolutely smooth.
Check bearing for blueing or signs of overheating.
Lubricate bearing with the specified lubricant.
Inspect bearing surface of shaft and bearing housing for discoloration or other markings which indicate overheating
of bearing or movement between bearing and seating.
Before fitting bearing, ensure that shaft and bearing housing are clean and free from burrs.
If one bearing of a pair shows signs of wear, overheating etc., it is advisable to replace bearings as a pair unless it is
suspected that one bearing may have been faulty when fitted, was fitted incorrectly or the fault arose due to oil seal
failure.
Never refit a bearing unless it is in a fully serviceable condition.

When fitting a bearing to a shaft, only apply force to the inner ring of the bearing. When fitting a bearing into a
housing, only apply force to the outer ring of the bearing.

CAUTION: Service tools have been developed for fitting the majority of bearings; these must always be

used where specified.

In the case of grease lubricated bearings, fill the space between the bearing and outer seal with the recommended
grade of grease before fitting the seal.

CAUTION: When a waxed oil seal (fitted dry) type of oil seal is to be fitted, take great care that grease does

not contaminate the running surface of the seal.

Brake Pads and Linings

Always fit the correct grade and specification of brake pads and linings. When replacing these items, always replace as
complete axle sets.

Brake Hydraulics

Always observe the following recommendations when working on the braking system:

WARNING: Do not intermix brake fluid of different specifications.

Always use two spanners when loosening or tightening brake pipes or hose connections.
Ensure that hoses run in a natural curve and are not kinked or twisted.
Fit brake pipes and hoses securely in their retaining clips and ensure that they cannot contact a potential chafing
point.
Containers used for brake fluid must be kept absolutely clean.
Do not store brake fluid in unsealed containers, the fluid will absorb water which will lower the boiling point of the
fluid.
Do not allow brake fluid to be contaminated with other fluids such as mineral oil and do not put brake fluid in a
container which has previously been used for storing other fluids.
Do not reuse brake fluid which has been bled from the system.
Always use brake fluid or a suitable brake cleaning fluid to clean hydraulic components.
Unless stated otherwise, use only clean brake fluid to lubricate hydraulic seals and components.
Always fit blanking plugs to hoses, pipes or components immediately after disconnection.
Check thread compatibility of original equipment with replacement components.
Observe absolute cleanliness when working with hydraulic components.

Pipes and Hoses

When removing or installing flexible hydraulic pipes and hoses, ensure that the following procedures are observed to ensure
component serviceability:

Prior to removal, clean area around hose or pipe end which is to be disconnected.
Obtain appropriate blanking plugs or caps before disconnecting hose or pipe end fittings in order that connections
can be plugged immediately following disconnection.
Always fit blanking plugs or caps to pipes and unions immediately following disconnection.
Clean hose or pipe and blow through with an air line.

WARNING: Suitable eye protection must be worn.

Check hoses externally for cracks, separation of plies, security of end fittings and external damage; replace faulty
hoses.
Check pipes for signs of corrosion and chafing, replace as necessary.

CAUTION: If pipes are found to be chafed, rectify clips, mounting points etc., to prevent further problems in

service.

When fitting hoses, ensure that no unnecesary bends are introduced and that hoses are not kinked, twisted or
positioned close to potential chafing points.
When fitting pipes, ensure that pipes are positioned and clipped clear of potential chafing points.