Sears owners manual AUTOMOTIVE ANALYZER MODEL NO. 244.21033 INTRODUCTION OPERATION REPAIR PARTS SEARS,ROEBUCK AND CO. U.S.A.4. Always operate vehicle in a weil ventilated area to avoid carbon monoxide poisoning. 2. Set parking brake and place gear shift lever in the neutral or park position, 3, Avoid contact of hands or test teads with fan blade, fan belt, power steering belt ‘and air conditioner bet. 4, Do not touch hot exhaust manifold, radi- ator, high voltage spark plugs or coil terminals; while not lethal, an involuntary jerk of the hands may cause you injury. 5. Avoid high engine speeds in neutral post- tion, 6. The gas formed above the clectrolyte ‘while a battery is being charged is expio- sive. Do not smoke or permit flame or ‘spark to accur near a battery on charge. 7. Never puncture the spark plug eables to nook Up a timing light of other tost equip: ment. Always use the proper adapter. 8, A battery is. capable of providing very high ‘currents, Therefore, reasonable care must be exercised when working near the bat- tery to prevent shorting it out. INDEX Rules for Safe Operation Introduction Selector Switch Positions Battery instalation Procedure Calibration Point Resistance Test weil Test Adjusting Dwell Dwell Variation Test \dle Speed Test Carburetor Adjustment — Idle RPM Alternator Systems Generator Systeme Battery Post Adapter installation Alternator Systems Tests Yoitage Regulator " Current Output iz Eliminating Voltage Regulator ‘Circuit Resistance—Altemalor Systema 16 Alternator Diode 7 Gonorator Systems Tests D.C. Generatar Polarity Voltage Regulator Current Output Circuit Resistance Cutout Relay Current Battery Capacity Test Coil Polarity & Ignition Test Cylinder Balance Test Ground Strap Test Starter Circuit Voltage Losses Battery: External Leakage Primary ignition System Tests Primary Circuit Resistance Primary Ignition Voltage Distributor Resistance Test Distributor — Shorts & Opens Seoartesseen—>! 2888 SSSRRBEVS Note: Illustrations are shown INDEX Condenser — Distributor Goll Ground Spark Plug Wire Resistance Colt Secondary Resistance Homs Condensers Diodes — On Tho Bench Test Fuses RPM Connections — Non Standard Ignition Systems Timing Light Tests Initiai Timing Timing Adjustments Centritugal Advance Check Vacuum Advance Gheck Vacuum Saupe T facuum Gauge Testing Engine Condition Tests: PCV Systam Test Exhaust Restriction Test Fuol Pump Tasting Pressure Test Volume Test Tune Up Tips Engine Hard Starting ‘Spark Plug Problems Engine Misfires at Idle Lack of Power Spark Knock Engine Backfires Engine Diesels Excessive Engine Temperatures Engine Water Loss Repair Parts Electrical Schomatio Exploded View — Extemal Parts Exploded View — internal Parts Parte List Guarantee a typical 12 volt negative 2 Sess SeSRaaRES FE S22 Seees § senecaneh grounded battery circuit. On a positive grounded battery cir- cuit, the at Fead connections must be reversed. A ground Connection in the illustrations means a goad connection to the engine block or the vehicle frame.INTRODUCTION The AUTOMOTIVE ANALYZER, Model 21033, was designed to test the automotive ignition System, charging system and to take measure- ments of the voltages, resistances and charging curent found in an sutomotive system: The ANALYZER does not require any power from the system being tested and Is therefore 1. METER FRONT—Occasionally, the meter cover should be cleaned with a clean cloth and a solution of 10 parts water to one part detergent. Never use gasoline 6¢ IRINNSY ON INS Matar front 2. ZERO ADJUSTING SCREW—Before con- necting leads to an engine, rotate the 260 adjusting serew until meter pointer rests on zero. ALTERNATOR TEST BUTTON—Com- pletes the intemal ANALYZER circuitry ‘when testing Alternator Diodes. 4. SELECTOR SWITCH—The 12 Selector switch positions are keyed by numbers 10 correspond to the meter scales. A short description ol each switch posibon is given on page 2. 5. SHUNT LEAD RECEPTACLE—Provices the necessary connections between Shunt toad and the ANALYZER. completely portable. It will test most systems regardless of voltage or type. Three “CG” size flashlight cells are used to power the tester. The celle should be replaced at beast once'a year or when the 6 CYL Set Line cannot be reached. See page 3 for bat- tory installation procedure. 6. TEST SWITCH—intornaily selects the cir- cuitry in which the ANALYZER meter is connected. The switch is placed in the ALL OTHER TESTS position except when sing the Amps écale. To read the Amps scale the switch must be in the AMPS position. 7. ALL OTHER TESTS RECEPTACLE—Pro- vides the necessary connection between ‘the test leads and the ANALYZER. 8 SET SWITCH—Used in calibrating the ANALYZER to the RPM, OWELL and OHMS positions of the Selector switch. 9, OHMS CALIBRATOR—Used to calibvats theHIGH-OHMS and LOW-OHMS positions of the Selector switen. 10. RPM AND DWELL CALIBRATOR—Used 10 calibrate the APM and DWELL posi- tions of the Selector switch.‘SELECTOR SWITCH POSITIONS alternator —=S~point res| ALTERNATOR (1)— Provides a rapid test of the conditions of Altemator diodes. Rasulls are read on a simple Good-Alad mater scale. POINT RESISTANCE (2)—This position is used to determine the condition of the igni: tion points. Results are read on a simple GOOD-BAD scale LOW RPM (3}—The low APM scale (0-1200 RPM) is ideally suited to engine idle APM adjustments 2s each emall division represents 10 RPM, HIGH RPM (4) — The high APM scale (0-6000 APM) focilitatos the tosting of charging and caPburetor systems. Each division represents 100 RPM. IDWELL (5) — Dwell (amount of time the igni- tion points remain closed) is read on the 0-60 scale. Each divesion represents 1 degree of wel 16 VOLTS (6)— Special oreen bands on this euity 10 read 16 volt scale (over 4 inches lang) designates the sess for setting regulators. on both 6 and 12 voit charging systems. Tho smallest divisions are 2 volt 3 VOLTS (7)— The 3 volt scate is ideal for making low vohage measurements such as detecting voltage losses, since the smallest divisions are 1 voll and the larger divisions are 8 volt Jcondense: spark output ~“L~ high ohms OL tow ohme SL 32 volts LBs v0 LTS. (8) — Provided for use on 24 volt charging systams. The major meler divisions fare § volt and the minor divisions are 1 volt LOW-OHMS (10) — The Low-Ohms position is used for making cantinuily checks and measur- ing low resistances such as primary windings of ignition coils, ballast resistors, ete. The non- ar scale has a range of O to 2000 ahms, HIGH-OHMS (11) —The High-Chms position is used for measuring the resistance of igni- tion coll secondaries, radio. suppressor igni- tion cables, condenser lexkape,eic, The range (of the non-linear scale is: trom 0-40.00 ohms. SPARK OUTPUT (12) —A relative indication Of the energy developed by the ignition coil {s indicated an # 0 to 50 point scale CONDENSER (C) — This position provides a known good condenser that can be substituled for an ignition condenser whose condition is oubtful Note: The Ammeter scale (0-90 Amps) can be used in any Sefector switch positon provided that the Tesi switch is in the AMPS position and the Shunt leed is connected into the cit- cult 10 be tested,BATTERY INSTALLATION PROCEDURE 1. Unscrew battery holder cap shown below, 2. Insert three 1¥% Volt “C" size batteries with the positive (+) end as shown. 3. Ropiace battery holder cap and tighten. 4. Tum Selector switch to the LOW-OHMS: 410) position and press down on the SET Switeh, Meter pointer should move to the right (upscale), if not, retighten the battery holder cap, CALIBRATION 1. Calibration of the AUTOMOTIVE ANALYZ- ER can be accomplished at any time even though the leads are connected to the on- sine. DWELL-RPM POSITIONS 1. Tum Selector switch to the desired position (LOW RPM, HIGH AIPM or DWELL). Prass the SET switch and adjust ne RPM-DWELL calibrator until the meter pointer reads on tho aclested Get Line (4 and 6 GYL of 6 G¥L depending on angine to bs tested) Note: A. Calibrating the tester in either the LOW RPM, HIGH RPM or DWELL Dosition automaticalty calitwates the other two. 8. Toread 4 CYL dwelt or RPM, double the @ CYL reading, 1. Tuin Selector switch to the desired ohms position (HIGH-OHMS or LOW-CHMS} Pross SET switch and adjust the OHMS calibrator untit the meter pointer reads on the Zero line of the ohms scale (right edge).POINT RESISTANCE TEST 1. With engine stopped, remove the second- ary coll wire from the distribuior cap and ground it 30 that engine will not start Connect tester a5 shown. 2. Tum Selector switch to DWELL position, Meter will read 45 or 60 degraes. 3. Turn engine ignition “on. meter reaps oro, points are open. Crank engine a irac- tion of revolution at a time until meter TEST RESULTS Point Rasictanse Good Point Resistance Bad, Check For 1. Burned ignition points 2. Poor lead connections ‘2. Improper point installation 4 Points misaligned 5. Detective groundpigtait 6. Poor distributor ground reads toward the right. Points are now closed Mole: When testing @ double point sys: tem, Block open one set 0? points while the other set /s being tested. 4, Tum Selector swilch 1OPOINT RES. posi- tion and read meter 5. Tum engine ignition “oft” and reconnect secondary coil wire Note: Ford primary circu coil adapters (part #1-7567-0) are provided to siniplity testing of Ford vehicles. install as showo |FORO PRIMARY CIRCUIT COWL ADAPTERS ‘Sige Adapter ‘ota Col Post = +DWELL TEST 1. Motor's Auto Repair Manual lon's Auto Flepair Manual 1 Handbook & (Multiply meter reading by 2) 50°-60 4. Nallonal Service Data Book TESTRESULTS § @= SmorsS aE Dawe OF of) SMALL DOWELL ANGLE TYPICAL DWELL LARGE DWELL ANGLE WiLL CAUSE POOR 5 or ENGINE WALL CAUSEADJUSTING DWELL A. EXTERNAL ADJUSTMENT TYPE 1. With engine at ila and dwell meter ed, raite window, and insert wrench into adjusting seraw. Turn adjusting screw untit specitiag dwell ig read on the meter INTERNAL ADJUSTMENT TYPE 1, Remove distributor cap and rotor, and ground the secondary coil wire 2. Turn ine engine ignition switen “on and check the dwell reading while cranking the engine. It ts normal for the meter to fluctuate stightly at low engine speed in which case an aver 9@ reading must be taken, To adjust dwell, loosen locking screw slightly and adjust gap by turing ad- Justing screw (ligure A) or by inserting & screwdriver in the slotted hole (fig ure B} and turning the tool slightly Brawber Point Gap tell or right to oblain the specitiad gap, Tighten locking screw and recheck wall while cranking, Reassamble distributor and recheck awell reading with engine operating at idle speed and with vacuum line disconnected from diaphragm of dis inbutor Note: It is impartant to recheck the ignition timing every time the breaker points are adjusted. A change of one degree in dwell causes a one degree change In timing.DWELL VARIATION TEST IDLE SPEED TEST Disconnect and plug the vacuum advance 1. Turn Selector switch to the LOW RPM po: ine fram the distributor as on some distr: sition, and calibrate the ANALYZER to the Dutors the dwoll angle changes with the 4-6 of B cylinder position to agree with the ‘operation of the vacuum advanee. ‘engine being tested. page 3 2. Connect ANALYZER as shown: Featess Pug and of Waeaum Line LOW RPM = Groune 2. While watching the dwell meter for any change in reading. increase engine speed «9. Start engine and LOW RPM scale from idle to approximately 1200 RPM Reading must agree with manutacturer's and then back to idle specilicatons TEST RESULTS Note: For engines other than 8 or B cylin- ders the following chart may be used. [ 2CYCLEENGINES 4 CYCLE ENGINES 1 Cylinder—M 41 Cylinder—Meter Reading x 4 Reading x4 2Cylinder—Meter 2 Cylinder—Meter Reading x2 Reading * 2° If Variation is more than 3 degrees check 4 Cylinder—Meler 4 Cylinder—Meter tor Reading xt Reading x2 “Based on engines without disiibutor. and having 2 point closures tor every revolution. TEST RESULTS 1, Wear in distributor shatt and bushings. 2. Wear in breaker plat Typical engine este weed range manana, lor 8 evtinier engines (ale speed 480-700 RPA Iain sowed with air cond iNevarat ‘noner 00750 (Mewira!)CARBURETOR ADJUSTMENT-IDLE RPM Ras Legs Binck knee n ANALYZER Selector switch 10 LOW Note: On engines equipped with an air i RPM position and calibrate, page 3 lection pump, disconnect air supply 10 exhaust manilold, then. proceed with Connect tester as shown uretor, per decal Start eng) mal operai Ind warm thoroughly 10 nor ng temperature thout ECS (but including picles with we crankcase PCV) turn i ff the engine. : 5. Tum the idie mixture in (e rection 2 highest wise) until it (thoy bottom Ih eading. Back screw(s) out th plete revolu ple barrel can tions oF until a stop is felt (which For vehie Typical Single & Muttioie aries CarburetorsALTERNATOR SYSTEMS | (rypical) The automotive ALTERNATOR system con- Never connect battery backwards (reversed sists of an alternator which generates alter polarity). This will bum out the diodes, nating current, diodes that convert AG into 3. Never shag out or gfound any lerminals DC, and a voltage regulator which regulates of the alternator of regulator except as the output voltage of the alternator. A cutout shown ie the test procedure relay is not required, since the diodes block the flow of current trom the baltery to the alternator. nen working with an alternator 4, Never operate altemator open ewculted, (with output (BAT) terminal open). the following precautions must be taken 5. Always observe groper polarity when Never polarize an alterator it ia not charging battery or using a booster battery necessary Reversed polarity will damage: the diodes in the alternate. Fiala Wire Regulator Anernater Groans GENERATOR SYSTEMS (Typicaty The automotive DC GENERATOF bystem con: the output of the generator. The voltage reg- sists of a generator which generates DC cur Jlator usually consists of Srelays—the voltage and a voliage regulator which contros ——_raguiating relay. the current regulating relay, the cutout relay po kLoo POST ADAPTER INSTALLATION aitery Post Adapter, Model BP-2 has unit is installe ed and is supplied with the o further = ting of alt alternator and © 4 ohm resistance A. TOP MOUNTING Linkage switch ie uses to ssh, engine wien ammeter shunt is removed NOTE: \ “ME GX tween = Onn x resistor Serow Pot into bahery termine ean ou . ohn | at Datos naating” Bary CHARGING SYSTEM HOOK-UP 18 the positive battery and connect Batt show from the Reconnect positive battery cable to the Bat. t Adaptor —_tery Post Adap nd test lead 16 VOLTSALTERNATOR SYSTEMS TESTS 16 VOLTS ] VOLTAGE REGULATOR TEST Note: Engine must be warm before this 1. Connect red and black test leads as shown test can De performed. If necessary, oper. ate engine with hood closed tor 10 to 15 2, Turn Selector switch to the 16 VOLTS minutes to bring system up to operating position (32 VOLTS position tor 24 volt lanaenatra symoms) 4. Increase engine speed to approximately 3. With Linkage switch closed start engine and 1500 RPM while observing Voltmeter for operate at idle RPM. Open Linkage ewitch highest voltage reading and compare with on the Battery Past Adapter. manulacturers specifications [7 Linkage switch Linkage awitch a | A. VOLTAGE NORMAL 8. VOLTAGE Low C. VOLTAGE HIGH Voltage regulator is Cheek For Hunk bor Li {loons faa batt 1. Detective voltage 2. Detective voltage regulat again System — Reading 4. Migh resistance 2. High resdstanos #1 ev 7O-78v 4, Detective diodes cult regulator groun circ wv 138-154v 5. Detective held creuit 3 3, Shorted or grounded 2 MON 6. Detective alternator foul wre 7. Low voltage regulator 4. High voltage regulator setting setting Tofindthetaulty unit, proceed to the Altemator Current Out. put test, page 12 412 ALTERNATOR CURRENT OUTPUT TEST Shunt Leeds n place 1. With engine stopped, install Battery Post Adapter. Shunt closed, as shown 2, Place Test switch in the AMPS position (Selector witch may be in any position) 2. The aliernater must deliver its maximum ‘output in order to pertorm this test. Pro- ‘TEST RESULTS (TYPICAL 12 VOLT SYSTEM) pare the system for tasting by grounding the secondary coll wire, turning on the headlights, and cranking the engine for 15 seconds. Tum off headlights and re- connect coil wire. Note: if an auxiliary Load Unit (s available itis connected directly across the battery and turned on to draw maximum current ‘trom the charging system. Start ongine, increase engine speed to approximately 2000 APM and read 90 ANP scale. Reading must compare with manufacturer's specifications Note: Add about 5 amps to current reading for convontional ignition system draw, amps for transistor ignition system draw. Wake rcsrss Soli itemener see | W\aaereeee pm Reading within § amps: es Destinn Cheat for: Zero Reading: of nanulacturors rated Loose Fan belt 1. Occasionally an open or Output. alternator i& OK 2. Getectie bnernator broken field wire leading 3. High circuit resistance from the reguater to {Alternator Cirout alternator) can be at fault Resistance) 2 Voltage requiator can be de- 4, Proceed to Step 5. foctive, 4. Proceed to Step 5 Stop 5 Wf rated output current is nat obtained, elimi- nate the regulator a3 shawn on pages 13, 14 or 15. If there is doubt as to whether the ater circuit mA" ae, 1a vehicle manual for procedure. Repeat steps 3 and 4 above, CAUTION: When repeating Steps 3 and 4 with the ragulator eliminated, the test should be performed quickly and the engine speed returned ta idle, A {rated current output is obtained, the alternator is good. Note: if alternator is good and low regulator vottage waa obtained in tho Voltage Regulator fest, ine regulator is detective if rated current output is not abtained. the altomator is defective. Circuit Re sistance Test. page ¥6, should also be partormed betore condemning the altamatorELIMINATING VOLTAGE REGULATOR (Typical Types)“B" Circuit Fela Connaet Jumper wire es — 7 Yonition Switch Connector Ignition Saitek Fate Connect Jumper Wire eo — Fiala Slator Ignition Remove Heid Sead Tom Held terminal Connect Jumper mira {rom positive ieriinal of Battery 4 0 te (eld bes“A” Circuit (Electronic Voltage Regulator) Ts Chayater: Remove Mld Sead (green wie) from hm altanate Held lamina, Connect Jumper wire from the micro fel tevminal 46 ground Connect tamper (Blue Wire) 19 Ground Fleguisior Exciter Terminal Ho tyation eiten) INTEGRAL DEsan16 CIRCUIT RESISTANCE-ALTERNATOR SYSTEMS. 1. Connect Battery Post Adapter and Shunt lead a3 shown, Shunt must be closed tS x 2. Tum Selector switeh to the 3 VOLTS posi- tion and place Tes! switch in AMPS pos tion, Redtons 4. Eliminate regulator as shown on page-13, 4848, 4. Start engine and increase speed until am- melee reads 20 amps, 5. Place Test switeh in the ALL OTHER TESTS. position and measure voltage drop A. IN THE INSULATED CIRCUIT, From the positive battery post to the BAT terminal on the alternator BIN THE GROUND CIRCUIT, From the ‘grounded battery post to the alternator ease. Note: For positive ground systems Ine black and red leads should be reversed. 6. Read voltage drops on 3 volt scale. at Terminas TEST RESULTS A. Avoltage drop of more thar 0.3 volta in the insulated circuit (A) indicates excessive resistance. B, Avoltage drop of more than 0.1 volts in the groundeircuity@indicatesexcessive resist- ance. Note: On Chrysler alternator systems, a fold circuit resistance test should be ‘A Remove primary ignition wire from the ignition ballast resistor. B.Turn ignition ewiten “on C. Measure voltage drop hom the posi- tive battery post to the field terminal of the regulator. A voltage drop of more than 85 volts indicates excessive field eweuit resistance:ALTERNATOR DIODE TEST 1. Connect Battery Past Adaptor and test aOR Feads as shown, 2 Turn Selector switch to the ALTERNATOR position 3. With Shunt closed on Battery Post Adapter, start engine 4 Open Shunt, turn headlights on and oper- engine at approximately 1200 APM. 5. Press Alternator Test button and road ALTERNATOR scale TEST RESULTS Altemator gos, Note: A zero reading also indicates a good ‘alternator, if the regutsior vottage has been checked and found to be normal. Alternator bad. Check For: 1, One or more shorted or open diodes. 2. Open or shartad stator winging. Note: The system must be charging before the Alternator Diode test can De performed. Theretere, always pertorm the Voltage Aeguiatar fest, page 11 before making this test. Ww18 GENERATOR SYSTEMS — D.C. GENERATOR POLARITY Whenever the leads have been disconnected from a generator or after a generator has been paired, it must be polarized. This will insure correct polarity and cause current to flow in the proj portant thal the goneraior be polarized BEFORE starting the engine scessible place to polarize the genersior is al the vallsge reguiaior terminals as shown in é An ‘he sllustration. tion to the battery. It is sumper POLARIZATION OF “A” CIRCUIT GENERATORS ‘Momentarily touch a jumper lead trom the regu lator battery (B} terminal to the regulstor arma~ ture (ARM) (GEN) terminal, with the engine stopped Diseonnect POLARIZATION OF “B" CIRCUIT GENERATORS Remove field wire trom the voltage regulator field (F} vermina. Momentary touch the field wire to the battery {8) terminal of the voltage regulator with the ‘engine stopped (Note: To determine if the circuit is “A or “B™ consult the manulacturer’s manualGENERATOR VOLTAGE REGULATOR TEST Note: Engine must be warm before this 1. Connect Battery Post Adapter and testieads ‘fest can be performed. If necessary. oper as shown. ate engine with hood closed for 10-15 minutes to xing system up to operating 2. Tum Selector switch to the 16 VOLTS temperature. Position{S2VOLT position for 24 voltsystems). 4, Opan Shunt an Battery Post Adaptar 5. Increase engine speed to approximately 1500 APM white observing voltmeter for highest voltage reaging 6. Note voltmeter reading and compare with manutacturer’s specifications. 3. With Shunt closed on Battery Post Adapter Start engine anc operate at idle RPM. TEST RESULTS — (TYPICAL 12 VOLT SYSTEM) A.VOLTAGE NORMAL B. VOLTAGE Low G VOLTAGE HIGH Voltage regulator Is Crack for: ‘Check for: good 1. Loose fan bait 1. Detective voltage regulator 2. Detective voltage 2. Generator field shorted inside — oe regulator generator by-passing the regulator sav s38-t54y = hanes 3. High resistance in BV 28.0-28.0 ciroult in generetor regulator ground circuit - 4. High volta lator satiny 5. Low voltage reguiator ba oe roe ws sting To find the faulty unit, pro~ ceed to the Generator Gur rent Output test, page 20. 1920 GENERATOR CURRENT OUTPUT TEST 1, With engine stepped, install Battery Post Adapter, Shunt closed, as shown, 2 Place Test switeh in the AMPS position (Selector switch may be in any position) 3. The generator must deliver its maxknum output in order to perform this test, Pre- pare the system far testing by grounding the secondary coil wire, turning on the headlights, and cranking the engine for 15 seconds. Tum olf headlights and re- connect coil wire. 4. Start engine, increase speed to approx imately 1800 APM and read the 90 AMP scale, Reading must compare with manu- facturer's specitications if rated auiput current is not obtained, stop the engine and eliminate the regulator by connecting a jumper wire as shown Start the engine and slowly increase speed Until rated output current or 2000 APM is reached CAUTION: Do not exceed rated output cur- rant of generator or 16 volts. A. it the current indicated on meter rises to within 5 amps of rated oulput at approxi- mately 2000 RPM, the generator is good, Parform Current Regulater and Circuit Resistance tests BI the cument does not rise to the given value, the generator is detective, Per- form Cieuit Resistance test before mak- ing any replacement, ‘TEST RESULTS NORMAL READING ‘ZERO READING LOW READING Reading within 5 amps ‘A Detective voltage regulator, | A, Louse tan belt cof rated output: generator | 8. Open field wire between | 8. Highresistance within is OK generator and regulator generator ©. Brushes stuck in brush ©. Low current regulator holder setting. D. Open connections within | D, Defective voltage generator. regulator LL — — — TO ELIMINATE REGULATOR CONNECT JUMPER AS SHOWNCIRCUIT RESISTANCE—GENERATOR SYSTEMS 1. Connect Battery Post Adapter and Shunt load as shown, Shunt must be closed. 2. Turn Selector switeh to the 3 VOLTS po: sition, and place Test switch in the AMPS position. 3. Eliminate regulator as shown on page 20. 4. Start engine snd increase speed untill am- motor reads 20 amps 5. Place Test switch in the ALL OTHER TESTS: position and measure voltage drop A. INTHE INSULATED CIRCUIT From the generator armature terminal to the positive battery post. B, IN THE GROUND CIRCUIT From the regulator case to the engine block ©. INTHE GROUND CIRCUIT From the generator case to the ground: d battery post. Note: Far positive ground systems the black and red leads should be reversed. 6. Read voltage drops on the 3 volt scale, TEST RESULTS voltage drop of more than: 0.1 volts in B 0.1 volts inc indicates excessive circuit resistance. 21‘CUT OUT RELAY— (GENERATOR SYSTEM The battery will discharge thru the generator, it the cutout relay points do not open when the engine is tured of. Also, if the cutout alay points do not close when the engine is running, the battery will not receive a charge. The following is a check of the reg- ulators cutout relay operations. 1. Connect test leads as shown. 2. Set Selector switch to 18 VOLTS posi tion (% VOLTS position for 24 volt system) 3. Wi engine off, the vollmeter should toad battery voltage 4. Start engine and operate at appeoxi- mately 700 RPM. Voltmeter should! reste! zero (0) volts. 5. Turn engine of. Voltmeter shoulet again read battery voltage. TEST RESULTS Engine off—A reading much lower than bat lery woltage Indicates cutout relay points are stuck closed. This condition will discharge the battery Engine Running—A reading of battery volt age indicates cutout relay points are not closed, and the charging system ss not func tioning properly. Check for defective cutout relay coll or points, Also. pertorm Voltage Flegulator and Generator Output tests ‘CURRENT REGULATOR— GENERATOR SYSTEM 1. Connect ammeter shunt as mater shunt must be closed. own. Am Pt earns 2. Place Test switch in the AMPS position. 3. Remove sacondary coll wire trom the distrity tutor and ground Ft Secondary oil wire Al 4. Craink engine for 20-30 secunds. 5. Replace secondary coll wire into dis ter. 6 Start engine. Increase engine speed to approximately 2000 RPA and quickly ob- serve ammeter reading Compare ammeter reading with current relay specifications. TEST RESULTS As engine speed is increased, the ammeter reading should increase to a specified current relay setting and then hold that reading as the speed is further increased If the ammeter reading is higher or lower than specified, the current retay is dafec: tive or improperly adjustedBATTERY CAPACITY TEST 4. To pertorm this test, the batiery must be fully charged, Each cell should have a minimum reading of 1.240 an a hydro- meter. The engine should be at operating temperature, 2, Tum Selector switch to 16 VOLTS position (92 VOLTS position for 24 volt systems), 9. Connect voltmoter leads to battery termin- als (fed lead to positive terminal, black lead to negative terminal). 4, Ground secondary coil wire so that engine will net start, 5. Crank engine for 15 seconds while watch- ing meter. Starter should erank freely. TEST RESULTS (TYPICAL 12 VOLT SYSTEM) 00D Areading of 9.6 volts or higher indicates a battery and starter system that are functioning: normally Note: On 6 volt systems, a reading higher than 4.8 volts indicates a good battery and starter system. Low Check For 1. Weak battery 2. Detective cables 4. Detective consections 4. Detactive switch oF startor 5. Excessive engine crag Black Lead 2324 COIL POLARITY AND IGNITION TEST 1. Install adapter on spark plug, 2. Connect the red test lead to a convenient Start erigine and operate at approximately 1200 RPM. ground. 5. Touch the black test lead to the adapter 3% Turn Solecior switch io the SPARK OUT- She Oke: mete CREHOR: PUT position 6. Repeat test on each spark plug ‘TEST RESULTS LEDS TEroa| oer Da NORMAL READING REVERSED READING LOW READING Weigh READING It the readings on ‘CHECK FOR: ‘CHECK FOR: CHECK FOR: all plugs are about 1. Bad spark plug equal, the system 1, Reversed cables 1. Wrong coil BOK coil 2. Fouled or 2, Ballast resistor connections shorted spark nat wired in coil 2. Battery plugs circuit installed 3. Deleet in the 3. Non-resistor backwards primary of the spark plug ignition aysion ables 4. Detective he perormenes distributer cap Should an erratic reading result at any plug(s). disconnect vacuum line to the distributor before condemning spark plug wires. Ault roading ‘s still erratic, spark plug wire Is defective, Bult reading steackes. the erratic reading may have been due to crossfire in the distributor cap. Normally functioning transistorized ignition systems will ordinarily give # lower reading conventional systems.CYLINDER BALANCE TEST Low RPM 1. Install adaptor on spark plug. 2. Tum Setector switch to the LOW-APM position and calibrate ANALYZER as shown ‘on page 3. Connect test leads as shown. Start engine and operate at 1000 APM Using a jumper lead and a screwdriver ground oul spark plug and note a change in Ip, 6. Repeat test at each spark plug, TEST RESULTS A. Anequal drop in rpm on each spark plug indicates satisfactory engine ‘operation. B. Ona or mora oylindars showing no dro; or only a slight drop in rpm can indi: ale defective valves. rings © carburetion Note: if rings or vaives are suspected 4 compression test should be made 25GROUND STRAP TEST (ENGINE TO BODY) The ground strap from the vehicle body to the engine provides the return circuit fom the lights and other accessories to the bat- tery. A defective ground strap or its connec fons could cause an inaccurate voltage regulator setting, resulting in higher voltages: to the electrical system, 1, Connect one test lead to a good engine ‘ound and the other to a good body ground. 2. Tum Selector switch to the 3 VOLTS posi- tion, 3. Start engine and operate at approxi: 1200 RPM, 4. Tun on headlights and note voltmeter reading. ty Note: (t meter reading (s downscale. ro verse test feed connections ‘TEST RESULTS A. Areading loss than .1 volt indicates a good ground strap and connections 8 Areading exceeding .1 volt indicates 4 defective ground strap oi its con ‘nections. Clean connections of he ‘ground strap and repeat tost betore replacing ground strap. OTe eeSTARTER CIRCUIT VOLTAGE LOSSES 1. Turn Selector swit 2 h to 4 VOLTS position. ound Secondaty coll wire 80 that engine will not start 3. While cranking engine, measure the volt- age loss: ‘A. From positive battery post (negative on 8 positive grounded system) io starter terminal on starter, 1B. From negative battery post to starter housing. TEST RESULTS A. A voltage toss of move than .S volts in 212 volt system (3 in a6 volt system) in A above of more than .2 volt in 12 volt system (.1 in a 6 volt system) in B above may seriously etfact starter performance. High voltage losses can be caused by dirty oF loose connections. detective cables or cables too small to carry the current.28 BATTERY: EXTERNAL LEAKAGE 1. Tum Selector switch to the 3 VOLTS posi tion. 2. Connect red oF Black lead (depending on battery polarity) fo the ground post of the battery ‘TEST RESULTS A No meter movement indicates a clean battery with no external leakage B, Any movement of the meter pointer indicates acid oF some conducting material on the battery case. Clean battery and hold down clamps with baking soda and water 3. Touch ather test lead along the top of the cell Covers and around the case of the battery. Observe meter for any indication ‘of meter movement. osPRIMARY IGNITION SYSTEM TESTS | PRIMARY CIRCUIT RESISTANCE 1, Tum Selector switeh to the 16 VOLTS position 2. Connect jumper and test leads as shown 3._Crank engine and read voltmeter. A voltage reading of more than 0.6 volts with engine cranking (0.3 volts on 6 volt systems) indicates high cireuit resistance. NOTE: Several makes of automobiles manu- factured between 1056 and 1963 did not use @ ballast resistor by-pass circuit during cranking. On these cars, the vallage read on the meter may be as high ae 5 volts, PRIMARY IGNITION VOLTAGE Tum Selector switch to:the 16 VOLTS position. connect jumper and test leads as shown Turn the ignition switch “on and read voltmeter. 2930. TEST RESULTS SYSTEM VOLTMETER SHOULD READ 6 volt 55 volts minimum 12 volt (without axternal resistor) 11.2volts minimum 12 volt (with external resistor) 45 107.5 volts Voltage Is. 11.2 volts or higher on # 12 volt system with an extornal resistor Resistor by-pass section of ignition switch is defective or resistor has been by-passed. ‘Voltage lower than vaives given Excessive resistance exists between coil and battery. Voltage Zero ‘Anopen circuit exists between the coil and battery. DISTRIBUTOR RESISTANCE TEST Remove cap from disinbutor. Crank engine until points are closed. Turn ignition swiich “on age on meter from: A. The distribulor primary terminal of coil to movable arm of breaker points. B. The movable arm of breaker points to breaker plat © The breaker plate to distributor housing D. The distributor nousing to engine biock. TEST RESULTS Tho voltage drop in either A.C, or D should not be higher than 0.05 volts. The voltage drop in B should nat be higher than 0.2 voltsDISTRIBUTOR - SHORTS AND OPENS: 1, Turn Selector awiteh to the 16 VOLTS position, 2. Connect test leads as shown. 3: Ground the secondary coil wire 20 the eagine will not start. Tum the ignition switch “on.” With the points open meter reading should equal the battery voltage. With the points closed the meter reading should be zero. 4, Grank the engine and observe the meter reading, TEST RESULTS The voltage should be one-third to one-hallt the battery voltage while cranking the engine It voltage is zero while cranking engine: A. Current is not reaching the distribu- tor. B. The points are not opening. C. The moveable point, pigtail, or stud, is grounded. D. The condenser is shorted TYPICAL 12 VOLT SYSTEM ca32 CONDENSER — DISTRIBUTOR An open or poorly grounded ignition con- 1 donser ean cause arcing of the points or even Brevent the anging from starting. The ANA- LYZER provides a master condenser that can be used as a substitute for the ignition con- 3, denser Connect test leads as shown Place Selector switch in the CONDENSER position. Start engine and operate at idle RPM. Biagk Lead ped Los Grouna TEST RESULTS A. it any improvement is noticed in the spark, starting or running of the engine, the distributor ignition con denser is open. the pigtail connection is not clean and tight or the conden- ser is not well grounded, Note: The master condenser cen not be substituted for a partially shorted ‘or a dead short condenser, To find this condition, pertorm the Distrio- utor Shorts and Open test, page 31.COIL GROUND 1. Tum Selector switch to the HIGH-OHMS Dosition, and calibrate ANALYZER as ‘shawn on page 3. 2 Disconnect both primary wires trom the coil Gonnect one test clip 10 a coil screw terminal and the other to the coil case. 3, Read meter. TEST RESULTS ‘The meter should show no movement. Any movement of the meter pointer indicates a grounded coll winding, ‘SPARK PLUG WIRE RESISTANCE 1. Turn Selector switch to tne HIGH-OHMS Position, and calibrate ANALYZER as shown on page 3. 2. Remove spark plug wires for testing, one at atime 3. Using the red and black leads, connect ‘one lead to each end terminal of spark plug wire, TEST RESULTS A ‘The actual resistance reading will vary widely depending on type of spark plug wire and length, B. No resistance reading (no pointer movemant) indicates a detective wire (open wire). TYPICAL RESISTANCE WIRE VALUES WIRE TYPE TVAS-LA*—4000 otims per foot TVAS-HR*—6000 ohms per foot *or Fladio Resistance ACCEPTABLE VARIATIONuM ‘COIL SECONDARY RESISTANCE 1. Turn Selector switch to the HIGH-OHMS position. and calibrate ANALYZER as shown on page 3. 2. Remove secondary coil wire from the coil tower. 4. Connect one lest lead to either coil screw 4, Read motor terminal. Connect the other lead to 8 small screwdriver of prod and insert in the coll tower as shown nd compare with manufac. turor's spacification. ‘TEST RESULTS ‘The resistance of mast coils for standard ign’: tion systems are given in the following table. MANUFACTURER ‘American Motors: ‘Chrysler Ford Delco Remy 68K-05K B.5K-11.5h 7.5K-.0K S.5K-O5KHORNS 1. Turn Selector switeh to the 16 VOLTS position. 2. Connect black test lead to ground and the red test lead to the “H" terminal of the horn retay. 3. Operate tha hom ring or button and read 16 volt scale of meter. ‘TEST RESULTS A. ZERO READING Detective horn re- lay, horn button or a break in wiring between the horn bution and relay, 8. BATTERY VOLTAGE READING— Break in the wiring in the horn, be- tween relay and hom or the hare és, not grounded, ©. READING LESS THAN 10 VOLTS (12 VOLT SYSTEM) Shorted horn, poor witing of relay points not making good contact. ‘CONDENSERS 1. Turn Selactor switch to the HIGH-OHMS position. Calibrate as shown on page 3 2. Disconnect one condenser wire— general: ly, the metal case is the other connaction. Connect the test leads as shown. ‘TEST RESULTS A GONDENSER OK.—Meter will deflect very slightly io the right and return to the lett €ag@ Of meter Scale a8 ConNeCHION HS made. Reverse leads. and repeat test to contirm slight movement. B, CONDENSER OPEN—No detlection at ‘all. Meter stays at left edge of meter scale. ©, CONDENSER SHORTED OR LEAKY— Meter will read to the right of the 40K ‘mark on meter scale.DIODES—ON THE BENCH TEST 1. Turn Selector switch to 1 VOLTS pasition, 2. Using a jumper lead, eoancct the diode to 8 12 V battery as shown 2. Take two readings (turn diode end for end for the second reading). TEST RESULTS Leaky (Partially Good Diode Shorted Diode Open Diose Shorled Diode} ‘One reading at zero | Both readings ot full | Both reading of zero. | One reading of battery andone reading of | battery voltage. voltage and the other battery voltage. above zero. FUSES This test can be performad on any fused auto- motive circuit 1, Turn Selector switch to the voltmeter range that comesponds to engine's battery voltage 2 Turn engine ignition switch andlor the ‘switch for the accessory “on”. 3. Ground black voltmeter lead (red for positive ground} 4. Touch both sides of the fuse in turn with rod voltmeter lead. TEST RESULTS A. Battery voltage on both sides of fuse — Fuse is good B. Battery voltage om one side of fuse and zero on the other side—Fuse is open. Zero voltage on both sides of fuse— Open circuit between battery and fuse.RPM CONNECTIONS - NONSTANDARD IGNITION SYSTEMS DELCO UNITIZED IGNITION (Magnetic Pulse) This transistorized ignition system has the Ignition coll mounted directly onto the dis- tributor cap, Provision has been made for a tachomeler connection as shown. Connect Reed lead to tachometer connection and Black lead to a good ground, ‘COMPENSATING RESIETOR MAGNETO ‘The instrument can be used on most magneto systems where a cannection can be made to the breaker points. On some engines, the hat lead is brought out to the primary shorting switch used to stop the engine. (Not the grounding strap to the spark plug.) NG) ALTERNATOR FIELD JaMITION ‘cot CHRYSLER IGNITION (Magnetic Pulse) This transistorized ignition system can be identified by the double primary wire leading to the distributor, a dual ballast resistor, and a control unit. Tachometer readings aro ob- tained by connecting the Red lead to the meg- ative terminal of the ignition coll and the Black load to a goed ground as shown, CAPACTIVE DISCHARGE Some capacitive discharge systems are pro: vided with a lug to which a tachometer can be connected. On other systems, the tachom- ler can usually be connected from ground to the primary wire leading to the breaker points, or in some cases, from ground to the oil primary. WTTIMING LIGHT TESTS LINITIAL TIMING ANALYZER in the page 3, and cone: 2. Connect tim or 11 shown 4 | tart engine and operate at idle RPM. | “3 tages | t 2) | | NI | timing light and observe TEST RESULTS Position of mark in relation to the timing indieater must agree with manufacturer's specifications timing mark1. TIMING ADJUSTMENT 1. To change the timing of the engine, Joosen distributor hold down screw or bolt 2. Rotate the distributor body in the direction required lo align mark. 3, Tighten distributor loeking screw and recheck timing CENTRIFUGAL ADVANCE CHECK 1, With vacuum advance jine discon- fected and engine at idle RPM, note position of timing mark 2. Increase engine speed gfadually while observing the timing mark ‘TEST RESULTS The timing mark should move steadily and without jerking. opposite te the direction of rotation, as the engine speed is increased to about 1800 APM (HIGH RPM range). Then, the timing mark should move back smoothly as the speed is decreased. | the timing mark does not start to move within 50 RPM of the specified speed or move according to specifi- ation, the distributor must be cleaned or repaired, IV VACUUM ADVANCE CHECK 1. Gperate engine at approximately 1500 RPM 2. Reconnect vacuum advance line 40 dis tributor and observe timing change Note: On vehicles equipped with certain ems~ sion coritro! systems, there will be no vacuum advance when performing this test. Check manviacturer's test procedure, TEST RESULTS The timing mark should move opposite ta di- rection of engine rotation to advance the spark, and the timing mark will sppear beyond the range of the ind 391. With engine stopped and at aarmal oparat- 5. Screw or hold (depending on type) the loosen all spark plugs 2. Use an air hase or tire pump to blow the Girt out of the spark plug wells. & Remove alt spark plugs and spark plug gaskets. 4. Set the carburetor throttie valve wide open, And ground the seeandary cos! wire. compression gauge to the spark plug hole. 6. Crank engine for at least four compression ‘strokes. Note and record the reading on first full stroke as weil a3 on final stroke. Note: Repeat the above step an all cylin- ders. TEST RESULTS: A NORMAL—Compression builds up evenly to specified reading and varies: less than 10-18 pounds between cyl= inders (highest 10 lowest) B. RING PROBLEMS— Compression low on frst stroke, builds up on succes- SWE Stokes, But Not to specification. (C. VALVE PROBLEMS— Low compres- sion on fist stroke and does not build up much on successive strokes Note: To ditfteremiate between valves and rings, pour # teaspoon of S.A.E. # 30 off into each cylinder and retest: 8. Asmall or no increase in eompres- sion indicates bad vaives. b. A considerable increase (10 or mora pounds) in compression in- dicates poorly seated or worn piston rings. 1D, LEAKING HEAD GASKET — Results are the same as Valve Problems on two adjacent cylinders. Problem is Usually secompanied By indications of water andioe oilin cylinder E CARBON DEPOSITS Readings aro considerably higher than specifica- tions due to accumulation af carbon between piston top and cylinder head. Using a spark plug with higher heat range sometimes corrects this fault.VACUUM GAUGE TESTING 1 ENGINE CONDITION TESTS 1, Connect the vacuum gauge to a source of intake manifold vacuurt, 2, Operate the engine at normal temper- ature and idle speed. 3. Note vacuum gauge reading, e TEST RESULTS A. Figura (A)-A steady reading of between 15 and 22 indicates & Mechanically suum engine, B. Figuro(B)-A pointer which sweeps or wanders erratically through several inches indicates A mailunction affecting all cylin ders unequally and not consis tently, To help isolate the trou- ble area, sun the engine at about 2000 RPM. Itthe pointer steachas, eheek: Ignition snd timing Centritugal advance, {loose springs at idle). Wthe sweeps become shorter and more rapid,cheek for: intake systom loaks Sticky valves Weak or broken valve springs Figure (C)-A low, but steacty feading indicates a loss of pow & affecting all cylinders alike Check for: Late Timing Intake systorn leaks Warped intake manifold Leaky carburetor flange gasket PCV SYSTEM TEST 1. Operate the engine at normal temper- ature and idle speeds. 2. Remove the air cleaner hose from the rocker arm cover or closed! oil filler cap. 3. Hold the vacuum gauge rubber hose fitting firmly over the engine opening. Note gauge reading, TEST RESULTS A, A properly working PCW System will draw a vacuum of about 3 to 5 inches within 10 seconds. B. If there is very little change in gauge reading, the PCW valve is clogged or there are excessive Mo the crankcase, and jing may not be properly ventilated. 442 iti EXHAUST RESTRICTION TEST 1. With vacuum gauge connected to a source of manitold vacuum, increase engine speed to 2000 RPM, maintain this speed, and note the vacuum gauge reading. TEST RESULTS A gradually decreasing vacuum may indicate arestricted exhaust system, FUEL PUMP TESTING 1. Disconnect the fuel line at the carbur- efor and attach the vacuum guage hose to the fuel line. Operate engine at idle. Hold gauge at note gauge 3. Reconnect fuel line to carburetor. TEST RESULTS Gauge reading must compare with manufac- turer's specifications, 1 specifications are fot immediately available, fuel pump pressure can be considered satisfactory ifit is between 4 and 6 PSI with lower readings for smaller displacement engines. I! pressure reading {alls outside this range, it is imperative to con- sult tha manutacturer’s specifications belore condemning the fuel pump. VOLUME TEST 1, Operate engine. fuel tine connected, {0 fill the earbuertor tuet bowl, Stop engine. 2 Disconnect vel line at carburetor Connect a flexible hose to fuel tine Lead other end of hose to @ co marked in fluid ounces. 3. Operate the engine and collect the discharge from the fuel pump for 30 seconds, Stop engine and reconnect fua! line. CAUTION: Care must be exercised 10 avoid spilling of the fuel or the starting of a fire, TEST RESULTS Consult manutactwer’s specifications for exact delivery rale. Otherwise, be guided by the following table, Engine displacement Ounces collected in Cubic inches in 30 Seconds: Up to 225 8 225 10 350 " Over 350 16TUNE UP TIPS ENGINE STARTS HARD OR WILL NOT © Distributor breaker paints im- START properly spaced, dirty, or loosa. 1. Improper carburetion due to: 4, Breaker arm sticking. spring chee ty: weak or breken, or arm B. Cylinders and manifold Hooded with 9. Loose or grounded distributor gasoline, terminal post. C. Carburetor passages restricted. bh. Open ballast resistor (12 volt 5 tem). D. insufficient quantity or lack ot gasoline & Sone ong 2 emanate 1. Partially clogged tuet filter, 2. Clogged or restricted fuel lines High resistance or open T.V.A. fram gas tank to carburetor. ae 9. Leaking carburetor gunkets, b. Corroded secondary cable ter- 4, Low carburetor fuel level. 7a Chetan us cseueal Wien c steal guia © Chute or watked Homutaton F. Air leaks at intake manifold or carbu- d. ignition coil weak, or inopera- retor dus to: sive. 1. Loose manifold nuts or cap screws. @. Moisture on ignition coil, ter- (2. Leaking intake manifold or carbu- minais, distributor cover, spark retor gaskets. plug porcelains, or in distribu- 3. Leaks occurring in vacuum line tor. “Connections at intake manifold. f. Gracked distributor cap. 4. Leaks occurring from vacuum oper- G. improper installation of second- aled accessories. ary cables (mot comect for en- (5. Warped carburetor or manifold at- gine tiring order). laching flanges. ‘th. Spark plugs damaged, dirty. 6. Cracked intake manifold. ‘wet, porcelains cracked. or gap Pi fi improperly spaced. ee eee ae ea “ i. Rotor contact spring bent or broken, ‘H. Went in fuel tank filler cap clogged or |. Distributor rotor damaged or restricted. grounded. 2 Electrical dithicultes. kk. Distributor cap center terminal A. Battery (inner) broken or missing, 1. Low or completely discharged. 3. Ignition switch. ‘2. Terminats loose or badly corroded. a. Loose contacts. ‘3. Improper ground. b. Corroded or bummed contacts. 4. Cables frayed or undersize. No by-pass circuit. A Retiery: cepecty tno: eel: tx 8 G. Starter motor. 1. Inoperative or not operating property. 2. Congeaied engine oil due to the use ‘of too heavy cil or the formation of sludge. ‘3. Water in cylinders causing hydro- static lock, 4. Starter motor pinion stuck in fly- ‘wheel gear, 5. Cluich slipping in drive pinion. 6 Starter switch not operating properly.7. Faulty neutral safety ewiten on cars, with automatic transmissions, 4. Detective starter solenoid. 3. Paar engine compression resulting from: ‘A. Lease cylinder head cap screws. 8. Spark plugs toose in head C. Improperly installed or damaged cylin der head gasket. D. Poorly seating valves. E, Weak or broken valve springs. F. Valves holding open due to insutti- cient valve clearance. G._ Valves holding opan dus to stem being warped, corroded, or gummed. H. Badly worn, broken, weak, or stuck piston rings, |. Holein piston, J. Scored cylinder walks. 4, Unusual causes, ‘A. Valves improperty timed. 8. Camshatt timing gear broken oF timing chain jumped. C. Cracked cylinder block. D, Excessive internal friction of engine assembly. ‘SPARK PLUG PROBLEMS 1, Plug does not fire or spark is weak. in cracked. porcelain carbonized or G. Moisture or dirt accumulation on ox- temal porcelain. D. Electrode gap not property spaced. E. Weak ignition coi. F. Defective spark cables. 2 Eleewodes and porcelain bun at low rmilages. ‘A. Plug heat range too high. B. Use of certain type of gasoline having datrimental atfect on porcelain, C. Excessively lean carburetor mixture. D. High cylinder combustion tempera- E. Advanced ignition timing. 3. Fouled plugs. A Plugs neat range too esi. B. Excessively rich carburetor mixture. C. Engine oil passing piston rings. 4. Use of some types of spark plugs and coil suppressors in radio installations. 5. Incorect polarity of voltage at spark plug. ENGINE MISFIRES WHEN IDLING— NORMAL ENGINE TEMPERATURES 1. Improper carburetion resulting from: A. Float level too high. B. Float level too low. C. Incorrect or loose jets. E, Restricted or partially clogged idie air passage or jet. Choke sysiem not operating property. Air teak occuring between upper and lower carburetor body idle tube. G. Air leak occuring around the carbu- retor throttle shat. HL Idle mixture not adjusted property. 2. Air leaks in intake manifold or carburetor resulting trom: ‘A. Loose manifold connections or leaks ‘occuring in vacuum lines and vacuum operated accessories. B. Loose manifold nuts or cap screws. C. Broken or damaged intake manitolé er carburotor gaskets. D. Crack in manitold. , Warped or damaged manifold contact- ing surface. 3. Ineoreet ignition timing. 4. Weak ignition coil. 5. Spark plug maltunction. 6 7, =m Ignition wires open or leaking to ground. » Uneven compression, & Unusual causes. ‘A. Slight water leaks occurring in the ‘cylinder or combustion chamber. 8. Air leaks occurring around the intakevalve stem because of excessive valve stem-to-guide clearance, 8. Low battery voltage. 10. Detective PCV system. 11, Defective ignition condenser, 12. Spark advanced too far. 13. Defective ignition switch, 14. Detective valves. LACK OF POWER OR HIGH SPEED PERFORMANCE. 1. Insufficient ‘or unequal engine cylinder ‘compression, 2 Impurpae ignition timing. 3. inoperative manifold heater vaive (valve held in closed position), 4. Improper earburetion. 5. Restricted carburetor air inlet resulting from: ‘A. Dirty carburetor air cleaner. 8. Choke vaive not compistety opening. 6. Throtlle linkage not property adjusted and carburetor throttle valve not completely ‘opening. 7. Garburetor accelerating pump not func- tioning property. 8. Improper fuel pump operation. 8. Patiaily restricted or clogged exhaust pipe, mutfier, or tail pipe. 10. Excessive engine temperatures. 11. Proignition. 12. Excessive engine triction resulting from: ‘A. inadequate internal oloarances (boar ings and pistons). 8. Use of extreme pressure piston rings. 13. Ciutcn stippage. 14, Excessive rolling resistance resulting from: A, Dragging brakes. B. Tight wheel, pinion, differential, or transmission bearings. ©, Misalignment in power transmitting units, 1D. Misalignment of rear axio, €. Underintlated tires, 15. Incorrect rear axle gear ratio or oversize ‘wes. 16. Incorrect valve timing. 17. Worn lobes on cam shaft. 18, Inaccurate speedometer (gives impres- sion of lack of performance). 19. Detective spark plugs. 20, Detective ignition points. 21, Faulty ignition coil SPARK KNOCK (DETONATION) Spark knock (detonation) causes a metallic Hinging sound, often described as a “ping” ‘and is usually encountered when the engine \s laboring. accelerating rapidly. oF overheat- ing. 1, Large carbon deposits in combustion ‘chamber. 2. Ignition timed too early, ‘3. Faulty distributor advance governor (weak springs). 4. Inoperative spark advance (vacuum). 5. Spark plugs. A. Incorrect type of plug (using a plug ‘which i too hot). B. Porcelains or electrodes carbonized ‘or bummed. 6 Sharp metallic edges in combustion ‘chamber. 7, Cylinder head gasket projecting inte. com- bustion chamber 6. Hot engine valves resulting trom A. Incorrect with of valve seats. 1B. Insufficient vaive clearance, ©. Use of wrong type of vaive. ©, Thin-edgod valves. 9. Lean fuel mixtures. 10. Excessive engine temperatures. 11. Poor grade ot fuel 12, Old or state tual. 13. Inoperative manifold heater valve (valve held in closed position). 14. inoperative emission controls. ENGINE BACKFIRING THROUGH CARBURETOR 11. Improper ignition timing. 2. Improperty seating valves. especially in- take, 2. Incorrect valve timing. 4, Worn lobes on cam shalt.5. Preignition from any source. 6. Excessively lean carburetor mixture, 7, Intake manifold air leaks & Defective cylinder head gasket (especially between cylinders). 8 Poor quality of fuel, 10. Secondary wires improperly installed (crossed) in distributor cap, 11. Distributor centrifugal weights sticking, 12. Engine cald and choke too lean. 13. No acesiarator pump action. ENGINE CONTINUES TO RUN AFTER IGNITION 1S TURNED OFF (DIESELING) 1. Idle speed set too high. 2. Improper engine timing, 3. Too lean @ tual mixture. 4. Too high a heal range on spark plugs. 5. Defective idle slop solenoid (Controlled Combustion System). 6. inoperative emissions controls, 7. Excessive engine temperature. COOLING SYSTEM DIAGNOSIS EXCESSIVE ENGINE TEMPERATURES 1. Ignition timing 100 tate or t00 early 2. Engine tan beit slipping. 3, Detective radiator cap. 4. Abnormal water loss trom cooling system. 5, Radiator tubes resiricted or clogged. 6. Radiator core surlace resticied by grite, covers, emblems. heavy paint, insects, or aceumulation. 7. Engine thermostat not opening property & Engine tnermostat reversed whan in- stalled. 9. Deteriorated or collapsed water hose. 10. Watar pump impeller loose on shaft. 11, Abnormal clearance of impelter in water pump housing. 12. Detective water pump or pump seal. 13. Abnormal sludge or dirt accumulation in radiator or water jacket of engine block. 14. Any condition that will result in pre- ignition. 15. Spark acwance stuck and not advancing timing. 16. Spark advance stuck in advanced posi- tion, not retarding at proper RPM. 17, Restriction af water transter holes in en- gina block or cylinder head. 18. Incorrect cylinder head gasket or improp- ‘ony installed gasket. Engine fan blades bent Foreign matter in cylinder head, which ebstructs water ewculation, Clogged exhaust system, . Oeiective thermostatic spark advance contral valve. A maitunctioning emission system. High frictional resistance in engine as sembly resulting from: A. Insufficient intemal clearance, B._ Internal misalignment. G._ Insufficient olf circutation. 25. Dragging brakes, 26. Seized wheel bearings. 27. Abnormal trictional resistance in power Wansmitting units. (Overioad on engine— towing trailer. Use at certain types of anti-freeze solu- Hons in warm weather Ctuten stipping. Wrong typeof radiator cap. Defective fan crive clutch (variable speed tana). PP Re B Ses a8 WATER LOSS FROM COOLING SYSTEM 1. Detectwe radiator cap. 2. Radiator leaks. 4. Radiator or water pump hase leakage. 4. Cooling system drain plug or petcock leakage. Water pump leakage. Cooling system gasket leakage. 7. Cylinder black or cylinder head cracked Hieaking externally or internally) & Combustion gases leaking into cooling system because of poor seal at cylinder head gasket. 9. Engine overheating resulting in water boiling and loss through overtiow pipe. 10. Loose cylinder head bolts. aei : ao LV © “wolunned HOA UY AyBye yo pus 0Uy WEI) pomara yaHime se128105 x , Anaino xavas—0 0-594 swioe ers vasnaonoa——> Youmans SNOILISOd HILIMS TS f€0l2'bbe “ON 1AGOW YAZATYNY SAILOWOLNY£€0lZ bz ‘ON TAGOW YAZATVNY SAILOWOLNYWw cs sla olw «LO £46 98 SLM €€0lZ prez “ON TSGOW YAZAIVNY SAILLOWOLNY sa t> ee be 4950 AUTOMOTIVE ANALYZER MODEL NO. 244.21033 & BRSH RESRESBRSRRERRIB ee & eee 8 2.3 1.6830-0 4-8018-0 4-7102-0 rtt0 471200 47139400 171600 1-7303-.0 1-2240-0 1-5731-0 1-7280-0 17181-0 e740 1-7387-0 1-7200-0 177860 102000 1-7987-0 4-$027-0 4-8007-0 sse180 1728-0 17085.1 170820 8807-0 1-7056-0 1.70880 1-7088-0 Description Krob, SetSerew ‘Cover, Meter Paral, Front ‘Serow, #8 x 96" (6) Bezel, Plastic Case, Motal Hardie Serow, #4 x%4" (2) Holder, Battery Col, Spring Bumpers, Srsp-On (2) ‘Adapter, Batiory Post Post Bott "161 Rasiator, Se" Ohm ut, Knurled, 10-82 2) Screw, 10.2% Lead, Shunt Lesa, Test aula, led lasutator, Black Clip (2) Terminal (2) Les,8 toot Screw, 6:32 «(2 ‘Adaptor, Foreign Cat i) ‘Adapter, Domestic Car (8 Plate, Switch Locating Nut Hex, "92 (4) ‘Washer, "4" 1D Flat (2) Receptacie, Amp-Lok (2) rob, Push On (2) Nut, Mex, 347-32 (8) Wasner, 4" 10 Fiat (4) Lockwashar, 96” tnt Tooth (2) Washer, Preaalic (2) ‘captor, Ford Ooi (2) Jumper hesemby ‘Jumper Assembly, Alternator Fisnpapar Battery, "CO" Size (3) Capacitor, 25MED sony 20%, ‘Capacitor, 05 MFO ‘4o0w 10%. (Capscitor, 68 MFD20V Capacitor, 01 MFD 600V Capacitor, 2MED 100 5% ‘Capacitor, 100 MFD BV Electrolytic Kay No. oes os O42 Met At Ae Ree Re as At AT Ae At, 26, 26 ant eta, 14 R43 A468 A-16, 20, 22 AAT AaB R48 At Ree Rae Aa s rate vara | Diod: 170794 170501 TOS 7020-0 1707-0 7006-0 T00r1 +7080 17a rorr-o y7081-4 1682-0 700-1 170081 vteo1a 4670-0 vraie0 ¥-7208-0 3070-8 Description Diode, Silicon 00V Transistor, 24248 Meter, Automotive ‘Analyzer Rasistor, 1K Ohm: HW 10% Resistor, 1.5% Ohm mW ot Resistor, 10K Ohm HW 10% Potentiometer, 800 Ohm sw 10% Resistor, $10 nm Coad Resistor, 43 Ohm mW StS Resistor, Wm Potentiometer, 1180 Oe 2 — Feaaistor, 390 Ohm TW 10% Resistor, 22Meg Ohm RW 10% Resistor, 2K Ohm ww 5% Resistor, 100 Ohm WW 5% Aieaistor, 4.7K Ohm Ye 10% Potentiometer, 2K Ohm a Resistor, 33 KOhm RWS Resistor, 31.9K Ohm WIN Alesistor, 90.9 One ve 1% Aessistor, 220K Ohm WW 10% Alssigior 56K Ohm “WW St Potenttometer 109 Ohm 10% Potentiometer 1K Ohm a0 Switen, Set Switch, 12 Position Selector Switch, Test Switch, Altemator Test Manual, Owners (Not titustrated) 50mee = zZ om = Z Z = OSSNNUUISS HUIS GUARANTEE We guarantee this Sears Automotive Test In- strument to be free from defects in material and workmanship. Should a defect occur within one (1) year from date of sale, simply return the instrument to us and we will repair it, free of charge. This guarantee does not cover damage re- sulting from misuse, abuse or accident. We do not authorize any person or representa- tive to make any other guarantee or to assume for us any liability in connection with the sale of Sears Automotive Test Instruments other than those contained herein. Any agree- ment outside of or contradictory to the fore- going shall be void and of no effect. This guarantee applies only to Sears Automo- tive Test Instruments purchased and used in the United States. SEARS, ROEBUCK AND CO. KS SSSNSERRSMBSSRSRRSSOSNDBENN ENS zx 5Sears owners manual AUTOMOTIVE ANALYZER MODEL NO. 244.21033 HOW TO ORDER REPAIR PARTS HOW TO ORDER REPAIR PARTS \ WHEN ORDERING REPAIR PARTS, ALWAYS GIVE THE Stink Binvice FOLLOWING INFORMATION AS SHOWN IN THIS LIST 1S AT YOUR SERVICE WHEREVER YOU LIVE OR MOVE IN THE U.S.A SEARS, ROEBUCK AND CO. U.S.A.