The brake actuator installation requires 3 bolts that need to be tightened to 5.4 Nm (55 kgf-cm, 48 in-lbf) torque without removing hole plugs until all 6
Brake Lines are connected and while keeping contact away from the connector during the process. The bolts should be tightened according to their designated sequence. The brake actuator with bracket needs to be attached to the body through 3 bolts while applying 19 Nm torque (194 kgf-cm, 14 ft-lbf) but ensure brake lines and wire harness will not get damaged. During installation, doctors should restore each brake line to its marked position before tightening. Fully tighten each brake line using a union nut wrench (10 mm and 12 mm) with specific torque values: Flare Nut A (M10) without union nut wrench at 15 Nm (155 kgf-cm, 11 ft-lbf) and with union nut wrench at 14 Nm (143 kgf-cm, 10 ft-lbf); Flare Nut B (M12) without union nut wrench at 20 Nm (204 kgf-cm, 15 ft-lbf) and with union nut wrench at 18 Nm (184 kgf-cm, 13 ft-lbf), ensuring the use of a torque wrench with a fulcrum length of 250 mm (9.84 in.) and that the union nut wrench is parallel to the torque wrench. Once the brake actuator connector is attached correctly with contamination-free contact the system should proceed with attaching the No. 1 cooler refrigerant suction tube by securing it to both clamps before mounting the suction hose bracket onto the brake actuator bracket assembly with a 9.8 Nm (100 kgf-cm, 87 in-lbf) torque level. After this, fit the relay box. The procedure includes brake fluid addition to the reservoir and bleeding operations for master cylinder and both the brake line and actuator. Post-bleeding you need to check reservoir fluid levels and examine for any fluid leaks before installing the V-bank cover sub-assembly on 2GR-FE models along with installing No. 1 engine cover sub-assembly on 1AR-FE cars while reconnecting the negative battery cable and recording that some systems need initialization steps. The inspection of the brake actuator through Techstream must be combined with yaw rate and acceleration sensor zero point calibration followed by a diagnostic test and DTC check.