Sealey Vs403.v2 User manual

 Keep this product in good working order and condition, take immediate action

to repair or replace damaged parts.

 Use approved parts only. Unapproved parts will invalidate the warranty.

 Keep children and unauthorised persons away from the work area.

 Keep work area clean and tidy and free from unrelated materials.

 Ensure the work area has adequate lighting.

 DO NOT use the kit to perform a task for which it is not designed.

 DO NOT hold pump inlet against the skin whilst using the pump.

 DO NOT allow untrained persons to use the kit.

 DO NOT use whilst under the influence of drugs, alcohol or intoxicating

medication.

 After use, clean equipment and store in a cool, dry, childproof area.

 WARNING!Brake fluid will damage paintwork. Any spillage should be

flushed with water immediately.

 WARNING!Brake fluid is flammable - keep away from sources of ignition,

including hot surfaces e.g. exhaust manifold.

Dispose of waste liquids in accordance with local authority regulations.

 WARNING! DO NOT pollute the environment by allowing uncontrolled

discharge of fluids.

Always read and comply with the warnings on the brake fluid container.

Wear eye protection and keep skin contact to a minimum. If brake fluid

enters eyes rinse with plenty of water and seek medical advice. If

swallowed seek medical advice immediately.

Professional vacuum/pressure diagnostic tool helps identify a variety of faults

on vehicle systems including fuel, ignition, transmission, emission and air

conditioning/heating. Set also includes reservoirs, hoses and adaptors for

bleeding brake and clutch systems. Features lightweight aluminium body with

simple sliding sleeve for choice of pressure or vacuum testing. Large rubber

easy-to-read gauge.

Contents: Vacuum Pump, 2 x Fluid Container, Transfer Cap, Vacuum Hoses;

1 x 65mm, 1 x 80mm, 1 x 90mm, 2 x 600mm, 14 x Assorted Connectors and

blanking caps.

1. SAFETY INSTRUCTIONS

2. INTRODUCTION & CONTENT

INSTRUCTIONS FOR:

VACUUM And pressUre

test / brAke bleedInG UnIt

MODEL No: VS403.V2

Thank you for purchasing a Sealey product. Manufactured to a high standard this product will, if used according to these instructions and properly maintained, give you years

of trouble free performance.

IMPORTANT: PLEASE READ THESE INSTRUCTIONS CAREFULLY. NOTETHE SAFE OPERATIONAL REQUIREMENTS, WARNINGS, AND

CAUTIONS. USE THISPRODUCT CORRECTLY, AND WITH CARE FOR THEPURPOSE FOR WHICH IT ISINTENDED. FAILURE TO DO SO MAY

CAUSE DAMAGEAND/OR PERSONAL INJURY AND WILL INVALIDATE THEWARRANTY.

fig.1

VS403.V2 Issue: 1 - 09/01/12

The use of a vacuum/pressure gauge is often overlooked when determining

mechanical condition and carrying out fault diagnosis on internal combustion

engines. Monitoring actual manifold vacuum is invaluable when troubleshooting

engine faults. This can only be carried out by using a good quality vacuum

gauge and this, coupled with a hand-operated vacuum pump, also allows static

testing of all types of vacuum operated systems.

Set out on the following pages are applications that the VS403.V2 vacuum and

pressure tester kit can be used for, but it must always be remembered that

these are examples only and reference to manufacturer’s service manuals

should always be made for correct testing procedures and specifications.

In addition to this, it is always recommended that additional tests, ie. compres-

sion tests, cylinder leakage tests, ignition timing checks etc. be carried out to

confirm indications of vacuum/pressure gauge readings.

3. APPLICATIONS

fig.1

Original Language Version

4. OPERATING INSTRUCTIONS

4.2 Analysing Engine Mechanical Condition via Manifold

Vacuum Readings

The gauge readings shown on the right hand side of this page are only

examples of what may be observed. It is important to remember that it is

the action of the needle rather than the actual reading that is more

important. Varying engine types will run different manifold vacuum

pressures, depending on camshaft profile, valve overlap, timing etc, so an

exact vacuum reading cannot be specified. The main criteria is that the

needle reading is between 16 to 21inHg and steady. Manifold vacuum is

also affected by altitude and it will drop approximately 1inHg for every

1000 feet above sea level so this must also be considered when

assessing manifold vacuum actual readings.

Step 1. Run engine until normal operating temperature is reached. Switch

engine off.

Step 2. Locate and connect the vacuum gauge to a port directly on the

manifold (fig.3) or on the carburettor/throttle body below the throttle

butterfly.

Step 3. Start and run the engine at idle, observing the gauge reading.

Refer to the gauge examples on the right of this page to indicate any

problems and their possible causes.

4.1 This hand pump and its adaptors can be used to test vacuum motors and

control valves as well vacuum or pressure operated systems and

components that require to be properly sealed. The pump and its

associated accessories can also be used to bleed brakes. In pressure

testing mode the pump may be utilised to dispense or transfer liquids and

provide slight pressure during gravity or pressure bleeding.

The VS403.V2 can be used for both pressure and vacuum testing by

means of the sliding sleeve selector at the front end of the pump.

To select PRESSURE TESTING mode, move the sliding sleeve away

from the nozzle end of the pump until it makes contact with the main

body. See fig.1A above. The hole indicated at 'X' must be fully covered.

To select VACUUM TESTING mode, move the sliding sleeve away

from the main body of the pump until it makes contact with the 'O' ring

just behind the nozzle. See fig.1B above. The hole indicated at 'X' must

be fully revealed.

fig.1

fig.3

(1) READING: 16 - 21inHG

DIAGNOSIS: NORMAL

(2) READING: When the throttle is

suddenly opened then released,

the needle should drop to below

5 inHg then bounce up to

approximately 25 inHg before

settling back to the original reading.

DIAGNOSIS: NORMAL

(3) READING: Extremely low but

steady

DIAGNOSIS: Leaking intake manifold

system, Faulty manifold gasket or

carburettor base gasket, split vacuum

hose, seized open EGRvalve.

(4) READING: Reading low but steady

DIAGNOSIS: Retarded ignition timing.

Confirm using timing light and reset to

manufacturer’s specification.

(5) READING: Reading slightly low

and fluctuating slowly.

DIAGNOSIS: Over lean or rich

mixture. Check and reset in

accordance with manufacturer’s

specification.

(6) READING: Regular fluctuation

between normal and low.

DIAGNOSIS: Blown head gasket

between two adjacent cylinders. Carry

out cylinder leakage test.

(7) READING: Reading slightly lower

than normal including when throttle is

suddenly opened then released.

DIAGNOSIS: Worn piston rings. Carry

out compression test.

(8) READING: Regular drop between

normal and low reading.

DIAGNOSIS: Burnt valve.

(9) READING: Normal when first

started but drops rapidly when RPM

held at 3000.

DIAGNOSIS: Restriction in exhaust

system.

VS403.V2 Issue: 1 - 09/01/12

Original Language Version

fig.2

fig.4

fig.5

fig.6

4.3 Ignition System Vacuum Advance

On standard points systems and some electronic ignition systems there

are two types of advance methods used, both of which must function

correctly to obtain maximum performance and fuel economy.

The first method Is Mechanical or Centrifugal, which operates by the

use of weights located in the base of the distributor. The weights move

outwards advancing ignition timing as engine RPM increases. This is

tested by firstly removing the vacuum advance line to disable the system,

then with a timing light connected, run the engine RPM up checking that

the timing advances in accordance with the manufacturer’s specification.

The second method is Vacuum Advance, which senses engine load via

manifold vacuum. A vacuum diaphragm is mounted onto the distributor

and connected to a rotating internal base plate which advances or retards

timing as required to suit varying engine loads. To test this system for

correct operation, again with the timing light connected, raise the engine

RPM and check timing advance against manufacturer’s specifications. In

the event that the vacuum advance is not operating, remove the vacuum

line from the distributor advance mechanism. Connect the VS403.V2

(fig.4) and create a 5-10 inHg vacuum, monitoring the timing at the same

time. If a timing advance is noted this confirms that the vacuum diaphragm

and mechanical links are in order and that the fault is a vacuum supply.

To confirm this, connect the VS403.V2 to the vacuum supply line and

check the gauge reading. No vacuum should be noted at idle but when

the engine RPM is increased a vacuum increase should be observed. If

this does not occur, trace the vacuum line back checking for restrictions

or breaks.

VS403.V2 Issue: 1 - 09/01/12

Original Language Version

of vacuum should be created. This should also be held for approximately

1 minute after engine shut down. If this vacuum reading is not achieved

or the vacuum drops off immediately with the engine shut down, the fuel

pump requires either overhaul or replacement.

Carburettors

There are many different types of vacuum control systems used on

carburettors. Using the VS403.V2 vacuum tester kit allows quick and

accurate testing of these systems. Below are just two examples of tests

that can be carried out.

Example 1.

Testing a Choke Break Diaphragm. With the engine at normal operating

temperature but not running, disconnect the vacuum line to the

diaphragm module. Connect the VS403.V2 vacuum tester (fig.5) and apply

approximately 15 inHg of vacuum and wait for 30 seconds. No drop in

gauge reading should be observed. With the vacuum still applied ensure

that the choke butterfly is pulled to the fully open position.

Example 2.

Testing Vacuum Operated Carburettor Secondary Barrel. With the engine

at normal operating temperature but not running, remove the vacuum line

from the secondary diaphragm module. Connect the VS403.V2 vacuum

tester (fig.6), hold the throttle and secondary air valve flaps open.

Operate the hand pump whilst observing free and easy opening of the

secondary throttle butterfly.

Testing Fuel Injection Pressure Regulator

Multi-point fuel injection rail pressure must vary to suit changing engine

loads and fuel delivery requirements. This is done using a vacuum

operated regulator which is connected to the engine manifold vacuum to

sense the varying loads. To test the fuel rail pressure, a gauge is

attached to the rail, then engine loads must be created to vary engine

manifold vacuum. Simply remove and block off the vacuum supply line to

the pressure regulator, connect and operate the VS403.V2 vacuum pump

(fig.7) to simulate vacuum pressures in accordance with the

manufacturer’s specifications and note variation in fuel pressure reading.

Testing Emission Control Exhaust Gas Reclrculation

Valves (EGR)

Start engine and run at idle until normal operating temperature is

reached. Remove the vacuum line from the EGRvalve and attach the

VS403.V2 vacuum tester kit (fig.8). Operate the hand pump to apply

approximately 15 inHg of vacuum. If the EGRValve is working correctly

the engine idle will become rough. If the idle remains unchanged the

valve is possibly seized in the closed position. If the vacuum is not held,

the diaphragm in the valve has failed.

fig.7

fig.8

4.4 FUEL SYSTEMS: Testing Mechanical Fuel Pumps

The VS403.V2 vacuum tester can be used to evaluate the condition of a

mechanical fuel pump by testing the vacuum that it is able to create.

Locate and remove the suction line from the pump. Connect the VS403.V2

vacuum tester to the suction port of the pump, start and run the engine at

idle. The vacuum reading that should be observed will vary slightly on

different makes and models but as a general rule approximately 15 inHg

4.8 Testing Vacuum Operated Heater Taps

Climate control ventilation systems are becoming very common on newer

vehicles and most of the systems use vacuum operated taps to control

the heating modes.

On the majority of makes and models, the system uses vacuum to turn

the heater tap 'on'. To test these remove the supply line from the tap

vacuum module and connect the VS403.V2 vacuum tester (fig.12). With the

engine at normal operating temperature locate and feel the heater return

hose. With the heater tap in the 'off' position, this hose should be cold.

Now operate the vacuum pump to open the tap. The gauge reading must

hold. If the tap is in working order, the return hose will begin to heat. If the

hose does not begin to heat this indicates that the tap is faulty.

4.9 Testing Vacuum Operated Remote Central Locking

Systems

Some makes and models use vacuum operated bellows mounted in each

door, to centrally lock and unlock the vehicles doors. These systems use

either manifold vacuum stored in a reservoir for use when the engine is

not running or an electrically driven vacuum pump which operates when

the doors are locked or unlocked. In either system, the VS403.V2

vacuum tester is ideal for testing each individual door bellows. To do this,

remove the door trims as required. Remove the vacuum supply lines from

the bellows and attach the VS403.V2 vacuum tester (fig.13) and operate

to apply vacuum to the bellows. Wait for 30 seconds, no drop on the

gauge should be noted. If the bellows are found to be in order attach the

vacuum supply line to the VS403.V2 vacuum tester and operate system

to test for vacuum supply. If the vacuum supply does not exist or is low

trace back down the lines to the vacuum supply looking for kinks,

restrictions or cracked lines. Repair as required and retest.

4.5 Testing One-Way Valves

Many vacuum operated circuits use in-line one-way valves to apply

vacuum in one direction only. To test the function of the valve remove it

from the circuit. Attach the VS403.V2 vacuum tester (fig.9) and operate

pump to apply vacuum. In one direction the valve should hold vacuum

and in the opposite direction it should not.

4.6 Testing Electrically Operated Vacuum Solenoids

Electrically operated vacuum solenoids are commonly used in control

circuits for air conditioning / ventilation systems, emission control

systems, idle step-up systems etc. and testing the function of these when

using the VS403.V2 is extremely simple. Locate the solenoid to be tested

and remove the line that goes to the component being tested. Connect

the VS403.V2 to the solenoid port (fig.10) and start the engine. With the

system turned off there should be a zero gauge reading. Now turn the

system to the 'on' position and a gauge reading equal to the manifold

vacuum should be observed. If no reading exists remove the vacuum

supply line and test for manifold vacuum at this point. If the vacuum does

exist this indicates that the solenoid is faulty or it is not receiving a 'switch

on' voltage (use a multimeter to test this). If no vacuum exists trace the

supply line back to the vacuum source checking for kinks or breaks.

4.7 Testing Thermal Vacuum Switches

There are many vacuum controlled circuits that must only operate when

the engine reaches normal operating temperature. This is done using

thermal switches that remain in an 'off’ position until a given temperature

is reached. To test this type of switch, remove the vacuum supply line

coming from the manifold to the switch and test for manifold vacuum. If

this vacuum is correct refit the supply line to the thermal switch and

remove the opposing line from the switch. Attach the VS403.V2 vacuum

tester to the port (fig.11) and start the engine. With a cold engine no

reading should be noted. When the engine reaches normal operating

temperature a manifold vacuum reading should be seen.

fig.9

fig.10

fig.11

fig.12

fig.13

VS403.V2 Issue: 1 - 09/01/12

Original Language Version

4.10 Testing Automatic Transmission Vacuum Operated

Modulator Valves

Automatic transmissions are normally equipped with a vacuum operated

modulator valve in order for the automatic transmission to detect engine

loads and adjust shift points to suit. The VS403.V2 vacuum tester can be

used to test both that the modulation valve diaphragm is serviceable and

also to simulate varying engine loads so modulator pressure readings can

be recorded. To test the modulator valve diaphragm remove the vacuum

supply line from the valve and attach the VS403.V2 vacuum tester. Operate

the vacuum pump until approximately 15 inHg is achieved and monitor

the gauge reading for approximately 30 seconds. No vacuum drop should

be noted. To check modulator pressure readings attach a pressure gauge

to the appropriate port on the transmission. Remove the vacuum supply

line from the modulator and attach the VS403.V2 vacuum tester (fig.14).

Start and run the engine and apply vacuum pressures. Monitor readings

and confirm that these are in conformance with manufacturer specifications.

4.11BRAKING SYSTEMS

Testing Brake Servo Diaphragm

Remove vacuum supply line from brake servo fitting. Attach VS403.V2

vacuum tester to vacuum supply port on servo (fig.15). Operate pump to

create approximately 15 inHg of vacuum and wait for 30 seconds. No

vacuum drop should be observed on the gauge reading. If the vacuum

drops this indicates that the brake servo diaphragm is faulty. In this case

the servo should be removed for overhaul by an authorised repairer or

replaced.

Brake Bleeding - Assembly of Brake Bleeder Kit

Ensure that the vacuum pump is connected to the brake bleeder reservoir

in accordance with the assembly diagram (fig.16). Failure to do so will

result in brake fluid being drawn into the vacuum pump.

Brake Bleeding Procedure.

WARNING! Familiarise yourself with the hazards of brake fluid - read

manufacturer’s instructions on the container. Do not touch the

vehicle’s brake pedal whilst bleeding the brakes.

Refer to the specific vehicle manufacturer’s instructions for brake

bleeding and wheel sequence procedure before proceeding. If no specific

instructions from the vehicle manufacturer exist, follow the instructions

detailed below.

1. Remove the cap of the vehicle’s master brake fluid reservoir. If the fluid

level is not at maximum, top it up.

2. Apply copper grease to the brake bleeding nipples before and after the

brake bleeding procedure to reduce the possibility of seized or broken

nipples when the brakes are next bled.

3. Attach the appropriate size bleeding attachment to the bleed nipple on

the brake calliper of the first wheel, normally nearest to master brake

fluid reservoir.

4. Operate vacuum pump until approximately 21 inHg vacuum is created.

5. Open the bleed nipple about a quarter of a turn (fig.17). Allow brake fluid

to be drawn until no air bubbles are visible in the brake fluid in the clear

hose.

6. Tighten the bleed nipple.

7. Remove the attachment from the brake nipple.

8. Repeat the process as necessary at each wheel.

9. Check the master brake fluid reservoir regularly to ensure that the level

does not drop too far, and top up as necessary.

10. Empty bleeder container regularly and do not allow container to overfill as

brake fluid will be drawn into vacuum pump.

When brake bleeding and/or fluid changing is complete, test the

action of the brake pedal to ensure that the brakes are working -

before attempting to drive the vehicle on the road and test the

vehicle for satisfactory performance of the braking system.

11. Clean bleeder components 'with water only' after use.

Clutch Bleeding Procedure.

Refer to the relevant vehicle manufacturer’s instructions for clutch

bleeding procedure. If no specific instructions from the vehicle

manufacturer exist, follow the same basic procedure as the brake

bleeding instructions above.

fig.15

fig.16

fig.17

fig.14

NOTE: It is our policy to continually improve products and as such we reserve the right to alter data, specifications and component parts without prior notice.