Craftsman 20930 Bedienungsanleitung

Operator’s Manua

VACUUM PUMP/BRAKE BLEED KIT

Mode 20930

CAUTION: Before using this

product, read this manua and

fo ow a its Safety Ru es

and Operating Instructions.

• Safety

• Operation

• Specifications

• Vacuum Systems

• Diagnostics

• Parts and Accessories

• Españo , p. 20

Sears, Roebuck and Co., Hoffman Estates, IL 60179, U.S.A.

www.craftsman.com

CONTENTS

If t is Craftsman product fails due to a defect in material or workmans ip wit in one year from t e date of

purc ase, RETURN IT TO ANY SEARS STORE OR OTHER CRAFTSMAN OUTLET IN THE UNITED STATES FOR FREE

REPLACEMENT.

T is warranty applies for only 90 days from t e date of purc ase if t is product is ever used for commercial

or rental purposes.

T is warranty does not include vacuum pump seals, w ic are expendable parts.

T is warranty gives you specific legal rig ts, and you may also ave ot er rig ts w ic vary from state to

state.

Sears, Roebuck and Co., Hoffman Estates, IL 60179

CRAFTSMAN ONE YEAR FULL WARRANTY

ServiceParts&Accessories...........................................................1

T ePump........................................................................2

T eAutomotiveVacuumSystem .......................................................4

DiagnosingMec anicalEngineConditions.................................................6

PositiveCrankcaseVentilationSystem...................................................8

Ex austGasRecirculation(EGR).......................................................9

SparkDelayValves(SDV)...........................................................13

Electrical/VacuumSolenoid..........................................................14

T ermal-ControlledVacuumSwitc ingValves.............................................14

BrakeBleeding...................................................................16

Spanis Section...................................................................20

SERVICE PARTS & ACCESSORIES

06172

123

823373

822391 – Tubing (2 pieces)

822303 – Adapter Kit

822392 – Suction Cup

PUMP SERVICE KITS

822390 – Reservoir Kit

This Kit 04100 823371 823311

1X X X

2X X

3X X

4X X

5X X

6X X

7X X X

10 X

11 X

12 XX

13 XX

14 X

16 X

17 X

The vacuum pump is an extremely versatile service

tool that can be used to test a variety of automotive

systems and perform a number of useful tasks.

Though the pump has obvious uses for testing

various vacuum motors, control valves and vacuum

sources, its applications don’t end there. Almost

any part or system that requires proper sealing,

pressure or vacuum to operate can be tested with

the vacuum pump. The pump and its accessories

also transfer fluids, help to bleed brakes and aid in

other tasks. The pump also meets diagnostic tool

requirements when such tools are specified for some

state vehicle inspection programs.

This section will describe the pump, give

specifications, tell how to use the pump and

provide some service tips to help you keep your

pump in tip-top shape.

DESCRIPTION

The hand-held vacuum pump is simple, accurate,

easy to use, and has many applications. It consists

of a pump body, moveable handle, vacuum gauge,

vacuum fitting and a safety-capped pressure fitting.

The pump is easily held in your hand, and when the

handle is squeezed, a vacuum is drawn at the

vacuum fitting. If the vacuum fitting of the pump

is connected to a closed container or system, the

gauge will show the vacuum level. If the pressure

fitting is attached to the container or system, a

pressure will be generated but will not show on the

gauge. If it is desired to read the amount of

pressure, a separate pressure gauge is required.

VACUUM RELEASE

The vacuum is released by pulling back on the

Vacuum Release Lever. This action allows air to enter

the system, thus relieving the vacuum. Vacuum will

also be released when the hose is detached from the

vacuum fitting.

SAFETY CAP

The small cap on the pressure fitting is pressed on

with a friction fit. It can be removed with a twisting

pull. The cap is used to prevent any fluids (brake

fluid, gasoline, etc.), which may have accidentally

been pulled into the pump, from squirting into the

user’s eyes. For this reason, the cap should always

be in place when using the pump, except when

attaching a hose to the pressure fitting. The pump

will last for many years when cared for properly.

See PROPER CARE in this section.

SPECIFICATIONS

Maximum Vacuum Approx. 25" Hg

@ Sea Level: (85 kPa)

Stroke Volume: 1 cu. in. (16cc)

Maximum Pressure

(Unassisted): 15 psi (103 kPa)

(Assisted): 30+ psi (207+ kPa)

Gauge Accuracy 3%-2%-3%

(15-20 in Hg): of full range

USING THE PUMP

The vacuum pump is simple to use. In most cases,

the pump is either attached directly to a component,

used in place of a vacuum line or connected into a

vacuum circuit with a tee connector. The pump can

be operated as a test instrument in three ways:

1) When vacuum is desired for a test, the movable

handle of the pump is simply squeezed with your

hand, as in clenching your fist. Continue strokes

until desired vacuum is indicated on the gauge.

2) The pump can be connected into a vacuum circuit

and used to measure existing amounts of vacuum,

just as any vacuum gauge would be used. When

used this way, do not pump the handle, or incorrect

readings may result.

THE PUMP

3) The pump can also be used as a pressure pump

by removing the safety cap and connecting to the

pressure fitting. When the pump handle is released

from the closed position, pressure is created.

Additional pressure can be applied by manually

pushing in the piston pump rod.

CAUTION: Always be sure the safety cap is in place

unless the pressure fitting is being used. Other

sections of this manual outline specific uses for

the pump.

PROPER CARE

Your pump is a sturdily built, precision test

instrument. Do handle it carefully!

Don’t drop or handle roughly as the gauge accuracy

may be affected. Care for your pump and it will

give you years of trouble-free service.

LUBRICATION

The factory-installed lubricant is silicone oil and

should provide very long service. If you find it

necessary to lubricate your pump, use silicone oil.

If unavailable, you may use DOT 5 (not DOT 3)

silicone-based brake fluid or a salad vegetable oil.

Do not use petroleum based fluids or spray

lubricants (WD-40, motor oil, etc.), as these will

damage the pump.

This manual deals with vacuum, how it is used in

various automotive systems and how the vacuum

pump can be used to test and diagnose these

systems. This section discusses what vacuum is,

how it is measured, where it comes from on an

automobile, the system for distributing and using

vacuum, and some troubleshooting basics.

WHAT IS VACUUM?

Put simply, vacuum is empty space, and may exist

as either a total or partial vacuum. Vacuum does

not, of itself, create power. Rather, power for

vacuum devices depends on the presence of

atmospheric pressure. The atmosphere exerts a

pressure of 14.7 pounds per square inch (psi) on

everything at sea level. If a portion of the air is

removed from one side of a diaphragm (partial

vacuum), the atmospheric pressure will exert a

force on the diaphragm. The force is equal to the

pressure difference times the diaphragm area

(FIGURE 1). Generally, the less air (greater vacuum)

in a given space, the more the atmosphere tries to

get in and the more force is created.

HOW IS VACUUM MEASURED?

In the United States, vacuum is commonly measured

in inches of Mercury (" Hg). It may also be

measured in centimeters of Mercury (cm Hg) and

kiloPascals (kPa). Atmospheric pressure will support

a column of Mercury in a manometer gauge about

30 inches high or about 76 cm high. This is the

barometric pressure in " Hg which varies as the

weather changes. Vacuum readings in " Hg are

really negative pressure readings. For example,

30" Hg vacuum would be a complete vacuum. Half

of a complete vacuum would be 15" Hg. A gasoline

engine at idle usually pulls about 16-22" Hg

vacuum. On deceleration, because the throttle is

closed, the vacuum will increase. The pump will pull

about 25" Hg as indicated on its vacuum gauge

which is calibrated in both " Hg and kPa.

WHY ENGINES CREATE VACUUM

Vacuum is created when air is withdrawn from

a given volume, or a sealed volume is increased.

That is why vacuum is available in an engine.

On the intake stroke, the piston moves down, this

creates a partial vacuum because the volume of the

cylinder is increased. Air cannot rush through the

intake system fast enough to totally fill the space

created when the piston moves down (FIGURE 2).

This is the most common automotive vacuum

supply source.

GASOLINE VS. DIESEL VACUUM

Because a diesel engine does not produce as much

vacuum as a gasoline engine, a mechanical vacuum

pump must be employed to operate vacuum

devices. The pump is useful in testing devices

on both types of engines.

THE AUTOMOTIVE VACUUM SYSTEM

FIGURE 1:

VACUUM VS. ATMOSPHERIC PRESSURE

14.7 - 10.7 = 4 PSI

40 Pounds

14.7 PSI

10.7 PSI

Piston area 10 sq. in.

FIGURE 2: THE ENGINE AS A VACUUM SOURCE

Vacuum

Air

Vacuum Port

Intake Stroke

VACUUM DISTRIBUTION

All modern automobiles have a vacuum distribution

system (FIGURE 3), consisting of lines, hoses,

fittings and vacuum devices. This system must be

leak proof. If it is not, the engine air/fuel mixture

will be leaned out by the extra air entering the

system through the leaks, thus causing problems

such as burned exhaust valves, uneven idle, stalling,

pre-ignition, burned spark plugs, etc. Additionally,

any vacuum operated device affected by the

vacuum leak will not function properly.

A normal gasoline engine should develop 16-22" Hg

of intake manifold vacuum at idle. This is an

indication that the engine is breathing properly.

If the vacuum is lower, the engine is running less

efficiently. The lower the manifold vacuum, the less

efficiently the engine is running and the lower the

gas mileage will be.

The vacuum distribution system supplies vacuum

to vacuum motors (servos) in the air conditioning,

power brake booster, speed control servo, emission

controls, manifold absolute pressure (MAP) sensor,

and automatic transmission control systems. In older

vehicles, vacuum is also supplied to the distributor

vacuum advance or retard mechanism. These

devices can be connected directly to manifold

vacuum, or can be controlled through electric

solenoids, thermostatic switches, or other

vacuum controls.

TROUBLESHOOTING THE VACUUM SYSTEM

Most vacuum problems can be traced to leaks, which

occur in hoses, connectors, motor diaphragms or

valves. Pinched lines or clogged valves will also not

allow vacuum flow. Problems can also be traced to

improper mechanical operation of devices driven by

vacuum motors.

The vacuum pump can be used to measure the

amount of vacuum in a hose. The vacuum gauge

feature is very useful for detecting a fluctuating

vacuum supply or a leaky hose. The vacuum pump

feature enables you to check all types of vacuum

operated devices.

On a vacuum motor, for example, the pump is used

to evacuate the diaphragm chamber, which allows

you to check the mechanical operation of the device

as well as the amount of vacuum required to

actuate it. Test for a leaking diaphragm by applying

10" Hg vacuum to the device (FIGURE 4). Observe

the gauge to see if the needle drops after the

actuator stops moving. If the needle continues

to drop, a leaking diaphragm is indicated. If the

diaphragm is okay, the vacuum should hold for

one minute with the needle steady.

THE AUTOMOTIVE VACUUM SYSTEM

FIGURE 3: TYPICAL VACUUM DISTRIBUTION SYSTEM

To Intake Manifold

To A/C

Heater

PRNDL Switch

Brake

Release Motor

Distributor

Advance

Power Brake

Booster

Intake Air Motor

To Speed

Control

Auto

Trans

VACUUM DISTRIBUTION BLOCK

DIAGNOSING MECHANICAL ENGINE CONDITIONS

THE AUTOMOTIVE VACUUM SYSTEM

FIGURE 4: TYPICAL CARBURETOR VACUUM SUPPLY POINTS

Carburetor or Throttle Body

EGR Vacuum

• Zero at closed throttle

• Still zero when “S” vacuum is on

• Equal to manifold at greater

throttle opening

Venturi Vacuum

• Weak or zero at cruise or idle

• Strong at wide open throttle

Position when “S” and “E”

vacuum are “on”

Throttle plate (closed position)

Manifold Vacuum

• Available with engine running

• Strongest at closed throttle

• Gradually weakens as throttle opens

• But stays strong if the choke is closed

Spark Port Vacuum

• No vacuum at

closed throttle

• Equal to manifold vacuum off idle

• Originally used to control “spark” vacuum

to distributor advance diaphragm

VACUUM GAUGE CHECKS DIAGNOSIS

The pump’s vacuum gauge readings give indications

of possible mechanical problems, but they are not

foolproof. Observe the gauge carefully and follow

the vacuum readings with further tests, where

possible, to confirm your diagnosis.

Do not look for the engine to produce specific

(numerical) amounts of vacuum. Much more

important than specific numbers, are the range

of the vacuum readings and the movement of the

needle (FIGURE 5). Important things to notice about

the needle movement are HOW the needle moves

(in a smooth or jerky manner, erratic, etc.), what

direction it moves, whether movement is regular or

varying, and how far the needle moves.

The following gives some examples of what to

look for and the meanings of a variety of vacuum

gauge readings.

NORMAL ENGINE

Run engine at idle and connect the pump to an

intake manifold vacuum port. Watch the needle’s

movement on the gauge. At idle, the vacuum gauge

reading should be 16-22" Hg and steady.

BURNED OR LEAKING VALVE

At idle, burned or leaking valves will cause the

pointer on the gauge to drop to a low reading and

return to normal at a regular interval. The needle

will drop from 1 to 7" Hg at regular intervals

whenever the defective valve attempts to close.

STICKING VALVE

A sticking valve will exhibit a rapid, intermittent

drop from the normal pointer indication. This is

unlike the regular drop that characterizes a

burned or leaking valve.

A sticking valve condition may be pin-pointed by

directly applying lightweight oil to each valve guide.

When the sticking valve is reached, the situation will

be temporarily remedied.

WEAK OR BROKEN VALVE SPRING

Weak valve springs are indicated when the pointer

of the vacuum pump gauge fluctuates rapidly

between 10" and 21" Hg at idle. The fluctuations

will increase with engine speed. A broken valve

spring will cause the needle to fluctuate rapidly

at a regular interval. Again, this will occur every

time the valve attempts to close.

WORN VALVE GUIDES

Worn valve guides admit air which upsets the

air/fuel mixture. The vacuum gauge reading will

be lower than normal and will fluctuate rapidly

in a range of about 3" Hg. As the speed of the

engine is increased, the needle will steady.

LEAKING PISTON RING

Vacuum at idle will be low but steady at about 12 to

16" Hg. Open the throttle and allow the engine to

pick up speed to about 2000 RPM, and then close

the throttle quickly. The pointer should jump 2 to 5"

Hg above its low steady reading. A lesser gain may

indicate faulty rings, and a complete cylinder

leakage or compression test should be done.

BLOWN CYLINDER HEAD GASKET

At idle, the vacuum pump gauge pointer will

fluctuate between normal and a low reading.

The needle will drop sharply about 10" Hg from

a normal reading and return each time the defective

cylinder or cylinders reach firing position.

EXHAUST RESTRICTION TEST

An exhaust restriction will cause normal or near nor-

mal performance at engine idle, but cause very poor

engine performance under load or at higher speeds.

1) Connect the pump hose to an intake manifold

vacuum fitting. Operate the engine at idle and

note the vacuum reading and needle movement.

Compare readings and movements against

descriptions listed for burned valves and late

ignition or valve timing.

2) Watch the vacuum gauge as engine speed is

increased to approximately 2500 RPM.

3) An increase in vacuum over that obtained at idle

indicates an exhaust system that is free of restrictions.

4) If the needle drops toward zero as engine RPM

is increased, either an exhaust restriction or an

over-active Exhaust Gas Recirculation (EGR) valve

is causing the problem.

5) Test the EGR valve separately. If it is found to

be in good condition, the problem is a restricted

exhaust. Check and replace if necessary.

INCORRECT IDLE AIR/FUEL MIXTURE

If the gauge needle drifts slowly back and forth at

idle, over a range of 4 to 5" Hg, the fuel mixture is

too rich. A lean mixture will cause an irregular drop

of the needle over about the same range.

INTAKE MANIFOLD OR AIR INDUCTION

LEAKS

If there are any air leaks in the air induction

system, the gauge needle will be about 3 to 9" Hg

below normal, but will remain steady.

LATE IGNITION OR VALVE TIMING

An extremely low but steady reading at idle

indicates late ignition or valve timing, or a

uniformly close setting of the valve lash.

Perform separate tests to determine which

of these problems, if any, have affected

the engine.

DIAGNOSING MECHANICAL ENGINE CONDITIONS

FIGURE 5: VACUUM GAUGE READINGS

With motor at idle speed,

vacuum pointer should hold

steady between 16 and 22.

With motor at idle speed,

dropping back of vacuum

pointer indicates sticky

valves.

With motor at idle speed,

floating motion right and

left of vacuum pointer

indicates carburetor too rich

or too lean.

With motor at idle speed, low

reading of vacuum pointer

indicates late ignition timing

or intake manifold air leak.

SYSTEM OPERATION

The Positive Crankcase Ventilation (PCV) system is

used on all modern engines to reduce air pollution

by providing a more complete scavenging of

crankcase vapors. Air is drawn through a filter

located in the air cleaner, through a hose in the

valve cover, into the crankcase, across and up into

the rear of the intake manifold or opposite valve

cover, through the PCV valve, through a hose, into

the intake manifold. Intake manifold vacuum draws

in all vapors from the crankcase to be burned in

the engine

When air flow through the carburetor or throttle

body is high, added air from the PCV system has

no effect on engine operation. However, at idle, air

flow through the carburetor or throttle body is so

low that any large amount added by the ventilation

system would upset the air/fuel mixture, causing a

rough idle. For this reason, the PCV valve restricts

the ventilation system flow when intake manifold

vacuum is high.

SERVICE PROCEDURES

After a period of operation, the PCV valve may

become clogged and reduce the amount of

crankcase ventilation. The PCV valve should be

replaced periodically to prevent the formation of

acids in the crankcase, and the build up of excessive

crankcase pressure, which could force engine oil out

past the seals. Use the following procedure to check

the PCV system using your pump:

1) Inspect the system for kinked, plugged or

deteriorated hoses. Check to be sure all hoses

are connected properly. Repair as necessary.

2) Connect your pump to an intake manifold port

and check the vacuum reading of the warmed and

idling engine.

3) Clamp off the vacuum hose to the PCV valve.

The engine speed should decrease 100 RPM to

indicate the loss of the calibrated air leak into

the intake manifold. The vacuum gauge reading

should increase slightly, indicating that the vacuum

leak has been plugged. If this does not happen,

replace the PCV valve and/or replace any damaged,

plugged or loose hoses.

4) If the engine is idling too slow or is rough, this

may be caused by a clogged PCV valve or hose.

Do not adjust the idle speed without first checking

the PCV system.

5) After installing a new PCV valve, always adjust

the idle speed, and if possible, the idle air mixture.

The installation of the wrong valve may cause too

much vapor to flow through the system if the

calibrated bleed is too large. This will lean out the

air/fuel mixture excessively. If the opening is too

small, the plugging effect will be nullified, emissions

will increase, acids will form and oil leaks may

develop. Be sure you get the correct PCV valve

for your car.

POSITIVE CRANKCASE VENTILATION SYSTEM

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