ÉMETTEUR D'EMBRAYAGE

The Mitsubishi 2348A353 is the Tube, Clutch Release Cylinder — rigid hydraulic line connecting clutch master cylinder (firewall, behind clutch pedal) to clutch release / slave cylinder (bellhousing). Fitted to Mitsubishi L200 / Triton / Strada 5th gen (KK / KL series, 2015+) and platform-shared Mitsubishi Pajero Sport / Montero Sport 3rd gen (QF / QE series, 2015+). This is NOT a cylinder assembly — despite ok.parts listing "Cylinder Assy Clutch", Mitsubishi's catalogue identifies it as "TUBE, CLUTCH RELEASE CYL" — a steel pipe, NOT a hydraulic actuator.

The tube is the rigid hydraulic transfer pipe carrying pressurised clutch fluid from master cylinder output to slave cylinder input. On L200 / Pajero Sport KK / KL / QF / QE platform, the tube routes from master cylinder (firewall, behind clutch pedal) along the firewall, then along / under the engine block to terminate at slave cylinder on bellhousing. Steel construction with appropriate corrosion protection (plating / coating / stainless depending on supplier), with formed flare-fitting ends for connection using flare nuts.

Three functions: (1) hydraulic continuity — leak-tight pressure path withstanding peak 50-100 bar during firm pedal depression; (2) mechanical routing — formed shape avoids hot exhaust components, moving suspension parts, engine vibration zones; (3) flexibility absorption — engine vibration absorbed by short flexible-hose sections at tube ends.

Tubes fail through external corrosion from salt / water exposure, flare-fitting damage from over-tightening or repeated service removal, impact damage from underbody debris / kerb strikes, internal corrosion from moisture-contaminated fluid, and bend deformation from incorrect handling during engine / transmission service. Symptoms progress from minor weeping to drip leakage to complete rupture — catch early at seepage stage to avoid sudden total clutch hydraulic failure.

Clutch hydraulic transfer tubes as parts of motor vehicle clutch / brake systems are typically classified under HS 8708.30 (brakes and parts thereof, including clutch hydraulic system components) by extension. Some jurisdictions classify under HS 7307.99 (other tube / pipe fittings of iron or steel) for the tube assembly itself. Confirm the exact 10-digit subheading and applicable duty rates with your customs broker. Commercial invoice description: clutch hydraulic transfer tube for passenger vehicle / pickup truck, formed steel pipe with flare-fitting threaded male ends connecting clutch master cylinder to slave cylinder.

Does NOT fit: Mitsubishi L200 / Triton (4th gen, KA / KB series, 2005-2015) — older platform with different clutch hydraulic system layout and different tube reference; Mitsubishi Pajero Sport / Montero Sport (2nd gen, KH series, 2008-2015) — different platform; Mitsubishi Pajero / Montero (full-size, V60 / V80 / V90 series) — different platform with different clutch system; Mitsubishi ASX / RVR / Outlander Sport — different transverse-engine platform; Mitsubishi Outlander (any generation) — different platform; Mitsubishi Lancer / Mirage / Eclipse Cross — different platforms; Automatic transmission variants of any of the above — no clutch hydraulic system fitted (torque converter system instead); Newer 6th generation L200 / Triton (2023+) — new platform with different clutch hydraulic layout. Always verify by reading the OEM number stamped on the existing tube before ordering — the tube reference is platform-specific to KK / KL / QF / QE.

Difficulty: Moderate. Estimated time: 90–120 minutes including bleeding. Vehicle lift access is strongly recommended — the tube routing along the engine and bellhousing is difficult to access from below without a lift.

1. 1
   Park the vehicle on a level surface and chock the wheels. Lift the vehicle to access the underside if a lift is available; otherwise raise the front using axle stands following manufacturer-specified jacking points.
2. 2
   Locate clutch master cylinder on firewall (behind clutch pedal), and slave cylinder on bellhousing (visible from below). Trace existing tube routing + photograph for reference.
3. 3
   Place an absorbent catch container beneath the slave cylinder area to capture residual fluid that will drain when the tube is disconnected. Clutch / brake fluid is corrosive to paint — cover any painted surfaces with absorbent towels.
4. 4
   Disconnect flare fitting at slave cylinder end using flare-nut wrench (NOT open-ended — strips threads). Apply penetrating oil to corroded fittings, soak 10-15 min before applying force. Catch residual fluid.
5. 5
   Disconnect the flare fitting at the master cylinder end using the flare-nut wrench. Position a catch towel under the master cylinder to absorb fluid that drains when the system depressurises.
6. 6
   Release any tube clips, brackets, or P-clamps securing the tube to the body, engine, or bellhousing along its routing. Some clips are single-use plastic that may break during removal — have replacement clips ready before starting work.
7. 7
   Extract old tube from routing path; rigid steel may require careful navigation around adjacent components. Note flexible-hose sections at ends — tube may have integrated flexible sections or connect via separate hose connectors.
8. 8
   Compare the new tube to the old one — verify total length, bend geometry, flare fitting positions and thread sizes, mounting clip positions, end fitting types match. Do NOT install if any geometry differs — this indicates a wrong-application part. Confirm the OEM number on the new tube reads 2348A353.
9. 9
   Position the new tube in the original routing aligning with all clip / bracket positions. Engage clips one by one. The tube should sit naturally in its routing without forced bending or twisting — if forcing is required, the geometry is wrong.
10. 10
    Connect flare fittings at master + slave ends. Start each fitting BY HAND several turns BEFORE wrench torque — cross-threading is leading cause of post-install leaks. Torque OEM spec 14-18 Nm with flare-nut wrench.
11. 11
    Refill the clutch fluid reservoir with fresh fluid of the specification stamped on the reservoir cap (typically DOT 4 for L200 / Pajero Sport, but verify against vehicle handbook). Do NOT use old fluid recovered during disassembly — degraded fluid attacks new seals.
12. 12
    Bleed clutch hydraulic circuit via two-person pedal pumping method or pressure bleeder. Continue until clean fluid flows without air bubbles. Pedal feel test: firm throughout travel without sponginess; hold depressed 30 sec, should not sink. Road test through full gear range; verify smooth complete disengagement at every change.