Inline Tube - Tips For A Perfect Flare
What should I use 45
or 37 degree flares
There are many different plumbing systems available, and which one is right for
your application? We are going to talk about the 3 most common: Inverted Flare,
-AN and Pipe.
Inverted Flare or 45 is on all standard automotive applications, cars and trucks
from the 30's to mid 80's have inverted flare fittings at all the connections.
Inverted flare is a single nut that uses a 45 degree double flare. This flare is
lapped over so the tube is double thickness at the end. A inverted or double
flare has a tube nut that pushes the flare against the brass seat to make a leak
proof connection. For a leak to stop the flare it must seal against the brass seat.
Using Teflon tape does no good because the thread is not what seals the line to
the flare. The tape seals the thread but the fluid will still leak between the
tube and the hole in the fitting. When sealing newly flared lines to old
components the line must be tightened then loosened and the process must be
repeated until the leak stops. If component brass seat is used, you are trying
to seat over the existing crush ring, this may take a few tries but repeating
the process will form the line flare to the brass seat. To form the end of the
tube it requires a 45 degree double flare tool. Inverted flare fittings and
tools are always less expensive because they are more common.
-AN or 37 is short for army/navy standard this system was never used on new
cars from the factory. The -AN system was used on military equipment and
introduced into the auto aftermarket in the 60's. The -AN fittings are a two
part fitting part, one is a nut and part two is a sleeve. The nut holds the
sleeve and tube in place. Since -AN uses a 37 degree single flare a sleeve is
required to give extra support to the flare. This single flare can leave a rough
edge to the tube since it is not rolled over. Since -AN fittings were never used
on factory applications a adapter fitting must be used on any factory master
cylinder or proportioning valve. So instead of having one fitting into the
master when using inverted flare there will now be a nut, sleeve, and adapter.
The down side is that there are now three connections and the cost of three
fittings. To form the end of the tube it requires a 37 degree single flare tool.
-AN flare fittings and tools are generally more expensive because they are less
common.
Pipe is a tapered thread that uses the thread of the fitting to seal
against the thread wall of the component. Teflon tape is used at this connection
because the threads are sealing the part. All tapered fittings are pipe and
require tape. Pipe fittings can also be seen on factory cars, some fuel pumps,
and other components use pipe thread. Most after market parts: residual valves,
adjustable valves, aftermarket calipers, thru frame fittings, and etc are made
using pipe thread. Pipe thread is a universal system designed to work with all
systems. Pipe thread is used to connect different systems. Pipe adapters are
made for both -AN and inverted flare.
The problem with all these systems is it's like different languages and -AN is one
language, inverted flare is another language, and pipe is the translator. Pipe
works with both but -AN and Inverted flare do not work together.
If you choose to use -AN you will have a 37 degree flare and if you choose Inverted
flare you will have a 45 degree double flare. The double flare is a stronger
flare but more difficult to make. Both of these flares can be formed on stainless
as well as tin steel tube. Knowledge and practice make a perfect flare. We have
outlined the steps in the process for both tools. By following these steps you
will achieve a perfect flare every time.
Use the right tube
Not all tubing is
the same, there are many grades and thickness. This makes the difference in
being able to flare the tube. Automotive tubing is .028 wall thick.
Thicker tubes .035 and .048 are a nightmare to bend because they are thicker.
The thicker tube also reduces the inside diameter so your brake fluid flow is
restricted.
Steel Tube: has a tin coating for corrosion resistance. The heating
process of the tubing for the coating causes the tube to be hard or soft. Also
depending on what the tubing is made for it can be single wall or double wall
tube. On single wall tube the weld seam is clearly visible and this tube will be
cheaper and much harder to work with (Not worth it). Double wall tube is much
softer and there is no seam. Some steel tube has no coating and while it saves
money it will rust almost right away. Inline Tube uses the best tube on the
market, it is doubled wall with a tin coating on the outside and a copper
coating on the inside made to automotive specifications to be effortless to end
form and bend. Tubing has many uses and general tube from the supply house has
general specifications. Inline Tubing is specifically for automotive use and
ordered to your specification.
Stainless Tube: has many benefits. It will never corrode and it has a bright
glossy finish that can be polished to chrome but requires a better tool to
flare. This tubing is also on the market in many different grades, thickness, and
hardness which all play a role in how hard it will be to flare. General tubing
can be very hard to flare and the finish may not hold up depending on the
composition of the tube. Inline stainless tubing is 304 grade, 028 fully
annealed, with a bright finish. This all means that it is the easiest to to work
with on the market.
Use the right Tools
Not all tools are
the same, the cheap $25 dollar tool is designed for copper tube and barley gets
the job done. In tools you get what you pay for. A good flaring tool can
cost between $65.00 and $110.00. Good tool names are Ridge, Blue Point, Imperial
Eastman, and Inline Tube carries them all.
Prep the tube 45 degree
Cut tubing with a wire fiber wheel not a tube cutter. The fiber wheel is a clean
heat free cut and it is fast. The tube cutter heats up the end causing work
hardening and also roles the inside edge in making it very difficult to flare.
Once the tube is cut it will have a burr on the inside and outside of the tube,
this burr must be cleaned off. To take care of the outside we use a flat file
working a 45 angle around the edge of the tube. For the inside edge we use a
drill, center drill, or chamfer bit.
Ready for flaring
45 degree
Once the tube is prepped the end will come to a point. By removing material from
both the inside and the outside edge the tube will fold over much easier when we
begin flaring.
Measure the tube
45 degree
Advance the
tube through the die block so it is at the same height of the lip of the button.
The proper distance for the tubing to be raised above the die block is gauged by
the head of the appropriate button. The second ridge for the 3/16 button is
used. Make sure the tube is advanced flush with the top of the button. Use the
side clamp to hold the tube and it can be helpful to clamp in a vise to hold the
tool. Now place the button with the pin in the tube and line the tool over the
top of the button. With the tube clamped start turning the top handle until the
button die reaches the die bar. You will feel the tube forming as you are
turning. DO NOT OVER TIGHTEN the tool. When the button die is at the die block
you are done. If the tool is over tightened the small button will usually fail
by cracking into two. If you are unsure stop early. This is considered the
first operation of the double flair.
Do not over tighten
45 degree
Now place the
button with the pin in the tube and line the tool over the top of the button.
With the tube clamped start turning the top handle until the button die reaches
the die bar. You will feel the tube forming as you are turning. DO NOT OVER
TIGHTEN the tool. When the button die is at the die block you are done. If the
tool is over tightened the small button will usually fail by cracking into two.
If you are unsure stop early. This is considered the first operation of
the double flair.
Let the tool do the work
45 degree
Remove the
small button die and tighten the handle again, this will fold over the tube to
form a smooth uniform flare. Loosen the tool and take a look. This is
considered the second operation of the double flair.
Inspect your flair
45 degree
This basically shows the three operations. Cut and debur your tube, first
operation, second operation and you are finished. Now inspect your results.
There are many thing that can go wrong so if you do not have a perfect flair
with the tips below try again.
Tube Cutting - Do Not use a tube cutter. Cut the tube with a fiber wheel
or metal cut off saw.
Prevent Tube Slipping - If your tube is slipping from the tool you may
clamp it in a vise or clamp the opposite end with vise grip pliers.
Shallow Flairs - Are a result of not allowing enough material to stick up
through the die block. The proper distance is measured to the top of the button.
This distance may vary so if the flair is shallow advance more tube, and if the
flare is too much lower the tube, this height may vary on different size tubing.
Die Cracking - The buttons for the double flair should never be tightened
against the die block. If this occurs the button will crack. DO NOT OVER TIGHTEN
THE TOOL. This button may also break if not enough tube is advanced thru die
block and button bottoms out.
A Final Note - Fairing tube takes practice and an understanding of how
the tool works. Once the practice is put in the understanding will come. Read
the instructions before starting, they will save you lots of time in the end.
Prep the tube 37 degree
Cut tubing with a wire fiber wheel, not a tube cutter. The fiber wheel is a clean
heat free cut and it is fast. The tube cutter heats up the end causing work
hardening and also roles the inside edge in making it very difficult to flare.
Once the tube is cut it will have a burr on the inside and out side of the tube,
this burr must be cleaned off. To take care of the out side we use a flat file
working a 45 angle around the edge of the tube. For the inside edge we use a
drill and a center drill or chamfer bit.
Ready for flaring
37 degree
Once the tube is prepped the end will have a chamfer on both the inside and
outside edge. You want the end of the tube to be as flat as possible with no
burr. If the end of the tube is not prepped when a flair is applied the
edge will be rough and dig into the component.
Measure the tube
37 degree
Advance the
tube through the die block so it is at the same height of the block. This is the
same for all sizes of tube. Use the side clamp to hold the tube and it can be
helpful to clamp in a vise to hold the tool. With the tube clamped start turning
the top handle until the handle pops and spins with no effort. You will feel the
tube forming as you are turning. You can not over tighten this tool once the
cone reaches the die block it pops and you are done. This tool has a off set
head so it works the edge of the tube out slowly for a perfect flair.
Inspect your flare 37 degree
This is a single flare so if it is shallow advance more tube up through the die
block and if it is too big reduce the amount of tube though the block. Since
tubing varies so will this height. It will take a few times before it is just
right. Since the single flair has a rough edge you may want to file any burr off
the edge before installing.
Consult your mechanic
This page is
intended for use as a basic guide to help install new brake and fuel lines. If
you are unsure about any part of the installation procedure, please consult a
certified professional mechanic for assistance. Inline Tube assumes no
responsibility or liability for improperly installed lines.
Quick Tip: Tube Flaring
Read the instructions - Stainless and steel tube flair the exact same way. The steel tube is a bit softer and this makes it easier to flair but if you follow the steps the stainless will come out just as nice.
Sources:
Inline Tube - Brake & Fuel Lines
15066 Technology Drive
Shelby Twp, MI 48315
(586) 532-1338
