IMPORTANT: PLEASE READ THESE INSTRUCTIONS CAREFULLY. NOTE THE SAFE OPERATIONAL REQUIREMENTS, WARNINGS & CAUTIONS. USE
THE PRODUCT CORRECTLYAND WITH CARE FOR THE PURPOSE FOR WHICH IT IS INTENDED. FAILURE TO DO SO MAY CAUSE DAMAGE AND/OR
PERSONAL INJURYAND WILL INVALIDATE THE WARRANTY. KEEPTHESE INSTRUCTIONS SAFE FOR FUTURE USE.
MODEL NO: VSE3156.V3
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.
Refer to
instructions
Wear eye
protection
Wear protective
gloves
Wear safety
footwear
Wear protective
clothing
1. SAFETY
WARNING! Ensure all Health and Safety, local authority and general workshop practice regulations are adhered to when using these
tools.
8DO NOT use tools if seals or threads are damaged. Any defective seal MUST be changed before use to avoid incorrect readings.
9 Maintain the tools in a good, clean condition for best and safest performance.9 Ensure that a vehicle that has been jacked up is adequately supported with axle stands.9 Wear approved eye protection. A full range of personal safety equipment is available from your Sealey Stockist.9 Wear suitable clothing to avoid snagging, tie back long hair and DO NOT wear jewellery.9 Ensure any disconnected fuel pipes are plugged to avoid spillage.9 Ensure that the correct connector is used for the engine/vehicle being tested.9 Always release the pressure from the gauge before disconnecting the quick release coupling.9 Account for all tools, and parts being used and DO NOT leave them in or near the engine.
WARNING! Select neutral (or ‘park’ if automatic transmission) and keep hands clear of the engine as engine rotation may occur
when using these tools. The ignition MUST BE turned o, and only switched on when instructed to do so.
WARNING! (Leakage Tester) Turn regulator knob fully anti-clockwise before connecting to compressed air. Excess pressure will
damage the gauge and will invalidate the warranty.
IMPORTANT: Always refer to the vehicle manufacturer’s service instructions, or a proprietary manual, to establish the current procedure and data. These instructions are provided as a guide only.
9 When not in use, return all parts to the protective case and store this in a safe, dry, childproof location.
WARNING! The warnings, cautions and instructions referred to in this manual cannot cover all possible conditions and situations
that may occur. It must be understood that common sense and caution are factors which cannot be built into this product, but must be
applied by the operator.
2. INTRODUCTION
A comprehensive kit for testing the compression and leakage on both diesel and petrol vehicles. Features 600psi gauge with large rubber
bumper, straight and right angled quick connect ttings and an extensive range of spark/glow plug and injector adaptors. Includes TDC nder,
ideal for use when the engine has no crankshaft timing marks. Supplied in carry-case. See instructions on Sealey website for complete vehicle
applications.
Model No:.......................................................................................................................................... VSE3156.V3
When an engine’s performance is down, or if misring occurs which cannot be attributed to the ignition or fuel systems, a compression test can provide diagnostic clues as to the engine’s condition. Compression should build up quickly in a healthy engine. A very low compression reading on the rst stroke, followed by gradually increasing pressure on successive strokes, indicates worn piston rings. A low compression reading on the rst stroke, which does not build up during successive
strokes, indicates leaking valves or a faulty head gasket (a cracked head could also be the cause). Deposits on the undersides
of the valve heads can also cause low compression. If the pressure in any cylinder is considerably lower than the others, introduce
a small quantity of clean oil into that cylinder through the access hole, and repeat the test. If the addition of oil temporarily improves
the compression pressure, this indicates that bore or piston wear is responsible for the pressure loss. If there is no improvement,
it suggests that the leakage is around the valves, or a faulty head gasket. A low reading from two adjacent cylinders suggests
a faulty head gasket between the two cylinders. The presence of coolant in the engine oil will conrm this. If the compression is
unusually high, the combustion chambers are probably coated with carbon deposits. If this is the case, the cylinderhead should be removed and de-carbonised. As a rough guide, engines having a compression pressure in excess of 100psi (6.9 bar), should not exceed a compression loss of more than 10psi (0.69 bar). On older engines with lower compression pressure,
loss should not exceed 0.35 bar (5psi).
5.2. COMPRESSION TESTING.
5.2.1. Check the engine oil is at the correct level.
5.2.2. Remove all of the glow plugs/spark plugs from the engine.
5.2.3. Select the applicable adaptor from the kit and screw it into the rst glow/spark plug port, ensuring there is a good seal with the
O-ring (if tted). Connect the coupling on the pressure gauge hose to the adaptor, ensuring it locks into place.
5.2.4. Turn over the engine using the starter motor and observe the gauge, looking for a steady increase in the reading (see 5.1) and note
the maximum reading obtained. Refer to the vehicle/engine manufacturer’s workshop manual for compression data.
5.2.5. Depress the Re-set Valve (situated under the gauge) to release the pressure. The Re-set Valve allows the test to be repeated if
required without disconnecting the tester from the glow/spark plug port.
WARNING! Always release pressure via the Re-set Valve BEFORE disconnecting the Tester.
5.2.6. Disconnect the compression tester from the adaptor and remove the adaptor from the glow/spark plug port. Install them into the
next cylinder’s glow/spark plug port and repeat the tests. Continue the tests for all of the remaining cylinders in turn.
NOTE: A variation in compression readings between cylinders is often a better indication of engine problems than the individual values of
compression.
COMPRESSION CONDITIONACTION/DIAGNOSIS
Low compression reading on some cylinders.
High relative compression readings and relatively equal cylinder
readings.
Lower relative compression readings. One or more cylinders lower than
others.
(a) Use oil in cylinder to see if rings are worn.
(b) If compression increases, rings and/or cylinder wall are worn.
(c) If compression does not rise, do a cylinder leakage test to
determine source of problem.
If excessive exhaust emissions, lack of power, poor performance, or
poor fuel consumption do a cylinder leakage test to determine source
of problem.
Do a cylinder leakage test to determine source of problem.
5.3. TDC INDICATOR TOOL.
5.3.1. Remove the glow/spark plug from cylinder number 1. It may also be necessary to remove all glow/spark plugs to facilitate manual
turning over of the engine.
5.3.2. Select the applicable adaptor from the kit and screw it into the glow/spark plug port of cylinder number 1. Ensure that there is a
good seal with the O-ring (if tted). Connect the coupling on the TDC nder to the adaptor, ensuring it locks into place.
5.3.3. Position the indicator in a vertical position, in a suitable viewable location, using the magnetic hook if needed.
5.3.4. Turn the engine over manually, using a spanner or socket on the crankshaft pulley, in the direction of engine rotation and watch for
the oat to rise in the tube. As the piston rises on the compression stroke, the oat will rise to the top of the tube and stay there,
when the piston goes past TDC and compression is lost, the oat will suddenly sink. Note the position and temporarily make suitable marks to indicate TDC, or compare with existing timing marks.
5.3.5. Turn the engine over a further 1¾ turns and the oat should start to rise again as the piston rises on the compression stroke. Continue to slowly turn the crankshaft towards TDC (watching the timing marks) - note the exact point when the oat drops. Alter
the timing mark if required.
5.3.6. Repeat the procedure, turning the engine over a further 2 turns to re-check for accuracy.
5.3.7. Disconnect the TDC tool from the adaptor and remove the adaptor from the glow/spark plug port.
5.4.1. The recommended hook-up is shown in Fig.1. An air pressure of 45 to 100psi is required.
5.4.2. Ensure that the air valve regulator is in the “o” position before connecting to the air supply.
WARNING! Ensure that the air supply is clean and does not exceed the pressure quoted. Too high an air pressure and/or unclean
air will shorten the life of the tester due to excessive wear and may be dangerous, causing damage and/or personal injury.
5.4.3. Drain the compressor air tank daily. Water in the air line will damage the tester.
5.4.4. Clean compressor air inlet lter weekly.
5.4.5. Line pressure should be increased to compensate for unusually long air hoses (over 8 metres). The minimum bore for hose and
ttings is 1/4”.
5.4.6. Keep hoses away from heat, oil and sharp edges. Check hoses for wear and make certain that all connections are secure.
g.1
5.5. OVERVIEW OF LEAKAGE TESTING.
Once the leakage tester has been connected to one of the cylinders, compressed air is fed into that particular cylinder through the built
in pressure regulator. Diagnosis is made by observing the amount of leakage that is indicated on the cylinder leakage gauge and by
listening for leakage at various points of the vehicle’s system.
Location of listening points:
Oil Dipstick Tube - for leakage from damaged or worn rings and/or cylinder wall.
Radiator Filler - for cylinder wall cracks or head gasket leakage.
Adjacent Cylinder - for head gasket leakage.
Exhaust Tail Pipe - for exhaust valve leakage.
Carburettor Air Inlet - for intake valve leakage.
Fuel Injection Throttle Body - for intake valve leakage.
5.6. USING THE LEAKAGE TESTER.
5.6.1. Run the engine until it reaches normal operating temperature.
5.6.2. Remove glow/spark plugs, oil dipstick, radiator cap, air lter from carburettor, or if fuel injected, remove air lter or hose from the
throttle body.
5.6.3. Position No.1 piston at TDC on the compression stroke so that both inlet and exhaust valves are closed.
NOTE: Always rotate the engine in the normal operating direction. To position the piston correctly, use a piston position gauge and remove
the cam/rocker cover so that closed valves can be conrmed.
5.6.4. Diesel engines: Fit a suitable connector into the glow plug aperture, then connect the hose (54) onto this.
5.6.5. Petrol engines: Fit a connector (31, 32 or 33) into the spark plug aperture, then screw the hose (43) onto this, or directly screw the hose (43) into the spark plug aperture.
5.6.6. DO NOT connect the Leakage Tester to the hose’s connector until the leakage gauge has been calibrated. To do this, screw a
1/4” BSPT male air line connector tting into the threaded hole on the side of the regulator of the Leakage Tester. Pull out and turn the regulator knob on the tester fully in to close the regulator, then t the blanking connector (55) to the end of the leakage
hose (54), before connecting the regulator/tester to the compressed air line (supply must be between 45 and 100psi).
5.6.7. Calibrate the leakage gauge by turning the regulator knob out until the needle on the gauge reaches zero at the end of the yellow
‘SET’ band (0%), typically this will happen between 15 to 20psi, then lock the regulator by pushing the knob in. Once set, remove
the air line from the regulator and then remove the blanking connector (55) and instead, connect the leakage hose (54) to
the previously tted connector/hose (see 5.6.4). Reconnect the air line.
5.6.8. Any leakage present in the currently connected cylinder will show on the cylinder leakage gauge as a percentage loss. A cylinder
that is not leaking will read approximately 20% in the green band.
5.6.9. Test the other cylinders (always at TDC), and compare the leakage gures to determine which of the cylinders are faulty.
5.6.10. If necessary, retest the cylinder(s) showing high leakage. Check at the listening points (see 5.5.) to determine the cause of the
leakage.
5.7. PROBLEM SOLVING.
5.7.1. If excessive leakage shows on gauge, the cylinder may not be at TDC on the compression stroke. Check to ensure that the valves are closed. Always position piston at TDC for uniform results.
5.7.2. If rings are broken or cylinder walls are scored, excessive leakage will be identied.
5.7.3. It is important that all cylinders have reasonably uniform readings (as in compression testing). Dierences in excess of 15% indicate
excessive leakage.
5.7.4. Large engines tend to leak more than small engines.
5.7.5. If leak is excessive on a vehicle with low mileage, the piston rings may be stuck. Treat the engine with quality tune-up oil for a period of
time and then re-test before disassembling.
5.7.6. The lower the pitch of the leakage sound, the greater the leak.
5.7.7. To assist with listening, use a length of clean hose, or a mechanic’s stethoscope with the probe removed.
5.7.8. When making repeat tests on the same cylinder, variations in the piston position and engine temperature can cause gauge readings to
dier by up to 10%.
5.7.9. If an engine has multiple faults (such as worn rings and burned valves), the tester may indicate only the most serious fault.
NOTE: There is always some leakage past the piston rings. As a result, some leakage will always be heard when listening to the dipstick tube.
ENVIRONMENT PROTECTION
Recycle unwanted materials instead of disposing of them as waste. All tools, accessories and packaging should be sorted, taken to
a recycling centre and disposed of in a manner which is compatible with the environment. When the product becomes completely
unserviceable and requires disposal, drain any fluids (if applicable) into approved containers and dispose of the product and fluids
according to local regulations.
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.
Important: No Liability is accepted for incorrect use of this product.
Warranty: Guarantee is 12 months from purchase date, proof of which is required for any claim.
Sealey Group, Kempson Way, Suffolk Business Park, Bury St Edmunds, Suffolk. IP32 7AR