ASE Practice Test (A3: Manual Drive Train & Axles) 1 — Questions and Answers

Question 1: What is the MOST LIKELY cause of a broken center adapter plate, rear extension housing mating surface, or transmission case?

Oil leak (Correct answer)
Jumps out of gear
Won't shift
Difficult shifting

Correct answer: Oil leak

A severe oil leak can lead to insufficient lubrication within the transmission, causing internal components to overheat, seize, or break. This internal component failure can then place excessive stress on the transmission case, center adapter plate, or rear extension housing, ultimately leading to their breakage. Thus, an unaddressed oil leak can be a contributing cause to such structural failures.

Question 2: On a four-wheel-drive (4WD) vehicle, all of the following problems may cause a vibration that is more obvious while changing throttle position EXCEPT:

worn driveshaft slip joint splines. (Correct answer)
worn U-joints.
worn front-drive axle joints.
incorrect driveshaft angles.

Correct answer: worn driveshaft slip joint splines.

Worn U-joints, worn front-drive axle joints, and incorrect driveshaft angles all create vibrations that are typically exacerbated or change with throttle position due to varying torque loads. Worn driveshaft slip joint splines, however, usually cause a distinct 'clunk' or 'thump' during acceleration or deceleration as the driveshaft extends or compresses, rather than a continuous vibration that changes with throttle input.

Question 3: The manual transmission fluid is being checked during a routine maintenance. Technician X says gold-colored particles in the fluid can be from worn blocking rings. Technician Y says aluminum colored shavings can be from the gear wear. Who is right?

Neither X nor Y
Both X and Y (Correct answer)
X only
Y only

Correct answer: Both X and Y

Technician X is correct because blocking rings (synchronizer rings) in manual transmissions are commonly made of brass or bronze, which are gold-colored, so their wear would introduce gold particles. Technician Y is also correct, as many transmission components, including some gears or synchronizer hubs, are made of aluminum, and their wear would produce aluminum-colored shavings in the fluid. Both indicate internal component wear.

Question 4: A four-speed, fully synchronized transmission has a clunking or knocking noise in first and reverse only. Technician X says that a broken tooth on the clutch (input) gear could be the cause. Technician Y says that a broken tooth on the counter (cluster) gear could be the cause. Who is right?

Neither X nor Y
Both X and Y
X only
Y only (Correct answer)

Correct answer: Y only

Technician Y is correct because the counter (cluster) gear is directly involved in transmitting power for both first gear and reverse. A broken tooth on this gear would specifically cause a clunking or knocking noise when these gears are engaged. A broken tooth on the clutch (input) gear, however, would typically affect all forward gears, not just first and reverse.

Question 5: Under a load, the transaxle jumps out of gear. Which of the following is the MOST LIKELY cause?

Clutch needs adjustment
Broken or worn synchronizers
Weak transmission cover springs
Maladjusted, loose or worn shift linkage (Correct answer)

Correct answer: Maladjusted, loose or worn shift linkage

When a transaxle jumps out of gear under load, it indicates that the gear is not being held securely. The most common and often simplest cause is an issue with the external shift linkage. Maladjusted, loose, or worn shift linkage components can prevent the gear from fully engaging or allow it to disengage under the stress of engine torque, causing it to jump out of gear.

Question 6: During the removal and replacement of a manual transmission:

the clutch disc must be aligned with an aligning tool before transmission installation. (Correct answer)
the engine support fixture should be installed after the transmission-to-engine bolts are loosened.
the driveshaft may be installed in any position on the differential pinion gear flange.
the transmission weight may be supported by the input shaft in the clutch disc hub.

Correct answer: the clutch disc must be aligned with an aligning tool before transmission installation.

During manual transmission installation, it is crucial to use an aligning tool (pilot shaft) to properly align the clutch disc. This ensures that the splines of the transmission's input shaft can smoothly engage with the clutch disc and pilot bearing. Without this alignment, installing the transmission can be extremely difficult and may damage the clutch components or input shaft.

Question 7: All of these components can be removed from a transmission/transaxle before removing it from the vehicle, EXCEPT:

Front bearing retainer (quill) (Correct answer)
Vehicle speed sensor
Axle drive shafts
Reverse (backup) light connector

Correct answer: Front bearing retainer (quill)

The front bearing retainer (also known as the quill or input shaft bearing retainer) is an internal component that seals the input shaft and supports the throwout bearing. It is typically bolted to the front of the transmission case and cannot be removed until the transmission is separated from the engine or bellhousing. Other listed components are external and can usually be disconnected or removed while the transmission is still in the vehicle.

Question 8: A manual transaxle makes a clunking noise on acceleration and on deceleration. Technician X says that a loose differential case pinion shaft could be the cause. Technician Y says that worn CV joints could be the cause. Who is right?

Neither X nor Y
Both X and Y (Correct answer)
X only
Y only

Correct answer: Both X and Y

Both technicians are correct. A loose differential case pinion shaft allows excessive play within the differential, causing a clunking noise as torque is applied and removed during acceleration and deceleration. Similarly, worn CV (Constant Velocity) joints, particularly the inboard joints, are a very common source of clunking or clicking noises under changing loads during acceleration and deceleration.

Question 9: Technicians are having a conversation about the snap rings used in a manual transaxle. Technician X states that snap rings are used on some main shafts as a selective fit. Technician Y thinks that snap rings contain a correct side that always needs to face up so the pliers can grab hold. Who is correct?

Both technicians (Correct answer)
Neither technician
Technician X
Technician Y

Correct answer: Both technicians

Both technicians are correct regarding snap rings. Technician X is right that snap rings are often used as selective fit components on main shafts to adjust end play or preload, ensuring proper spacing. Technician Y is also correct that many snap rings have a specific 'correct' side (often the flat side) that should face the thrust load or be positioned for easier removal/installation with pliers, ensuring proper retention and preventing deformation.

Question 10: Technician X says u-joints must be in phase to prevent vibration. Technician Y says when re-assembling a drive shaft the u-joints do not have to be in alignment for proper operation provided they are greased with the proper lubricant. Who is right?

Neither X nor Y
Both X and Y
X only (Correct answer)
Y only

Correct answer: X only

Technician X is correct; U-joints on a driveshaft must be 'in phase' (their yokes aligned) to ensure smooth power transfer and prevent vibrations. If they are out of phase, they create uneven rotational velocity, leading to significant vibration. Technician Y is incorrect; proper lubrication is important, but it cannot compensate for incorrect U-joint phasing, which is a fundamental requirement for smooth operation.

Question 11: A car is brought in with concerns about difficult shifting, particularly in first gear. Technician X says the first speed blocking ring is the MOST likely cause. Technician Y says the clutch could be out of adjustment. Who is right?

Neither X nor Y
Both X and Y
X only
Y only (Correct answer)

Correct answer: Y only

Technician Y is correct because a clutch that is out of adjustment and not fully disengaging is a very common and fundamental cause of difficult shifting, especially into first gear from a stop. If the clutch doesn't completely separate the engine from the transmission, the input shaft continues to spin, making gear engagement difficult. While a worn blocking ring can contribute, clutch adjustment is a primary diagnostic step.

Question 12: While talking about faulty CV joints, Technician X states that faulty inboard and outboard axle joints on a FWD vehicle might make noise while traveling straight. Technician Y feels that the outboard CV joint noise occurs more frequently while cornering. Who is correct?

Both technicians (Correct answer)
Neither technician
Technician X
Technician Y

Correct answer: Both technicians

Both technicians are correct. Technician X is right that a severely worn inboard or outboard CV joint can cause noise or vibration even when driving straight, particularly under acceleration or deceleration. Technician Y is also correct; the outboard CV joint experiences maximum stress and wear during turns, making clicking or popping noises while cornering a classic symptom of its failure.

Question 13: Technician X says a vibration at high speed can be caused by an incorrect rear "U" joint operating angle. Technician Y says a squeaking noise in reverse is caused by a worn cross shaft bearing surface. Who is right?

Neither X nor Y
Both X and Y (Correct answer)
X only
Y only

Correct answer: Both X and Y

Both technicians are correct. Technician X is right that an incorrect rear U-joint operating angle, often due to suspension issues, can cause a cyclical vibration that becomes more pronounced at higher speeds. Technician Y is also correct; a squeaking noise specifically in reverse can be caused by a worn cross shaft bearing surface within the differential, as the differential gears are loaded differently in reverse, exposing wear.

Question 14: A four-wheel drive vehicle vibrates while the front axle is engaged. Technician X says that a failed front axle shaft CV joint could be the cause. Technician Y says that different front and rear tire diameters could be the cause. Who is right?

Neither X nor Y
Both X and Y (Correct answer)
X only
Y only

Correct answer: Both X and Y

Both technicians are correct. Technician X is right that a failed front axle shaft CV joint will cause vibration, especially when the front axle is engaged and transmitting power. Technician Y is also correct; having different front and rear tire diameters in a 4WD vehicle creates a speed differential between the drivelines, leading to binding and significant vibration within the transfer case and driveline when 4WD is engaged.

Question 15: The ring gear to pinion backlash is to too low (less than specifications). Which of the following places does the ring gear tooth pattern connect to as a result of this?

Toe contact with both convex and concave sides (Correct answer)
Heel contact with both convex and concave sides
Flank contact with both convex and concave sides
Face contact with both convex and concave sides

Correct answer: Toe contact with both convex and concave sides

When the ring gear to pinion backlash is too low, meaning the gears are meshing too tightly, the contact pattern on the ring gear teeth shifts towards the 'toe' end (the smaller diameter end of the tooth). This tight mesh results in concentrated contact at the toe, affecting both the convex (drive) and concave (coast) sides of the gear teeth, indicating improper gear setup.

Question 16: Technician X says the drive shafts on a FWD (front wheel drive) vehicle are usually removed with a pry bar or special puller. Technician Y says the axle nuts on a FWD vehicle are NOT reusable. Who is right?

Neither X nor Y
Both X and Y (Correct answer)
X only
Y only

Correct answer: Both X and Y

Technician X is correct because FWD drive shafts (CV axles) are often secured in the transaxle by a snap ring or friction fit, requiring a pry bar or specialized puller for removal. Technician Y is also correct as axle nuts on FWD vehicles are typically staked or crimped to prevent loosening and are considered one-time use fasteners, necessitating replacement to ensure proper torque and safety.

Question 17: In the illustration, which of these is the technician measuring?

Ring gear runout
Bearing preload
Pinion depth
Side gear clearance (Correct answer)

Correct answer: Side gear clearance

The technician is measuring side gear clearance, also known as side gear backlash. This measurement, taken with a dial indicator, determines the amount of play between the differential side gears and the pinion gears. Proper side gear clearance is essential for smooth differential operation and to prevent excessive wear or binding within the differential assembly.

Question 18: The shim-type differential's case bearing preload is accurate, but the backlash appears to be excessive. To adjust this, you could:

Remove an equal number of shims from both sides
Remove shims from the right side and add shims to the left (Correct answer)
Remove an equal number of shims from both sides
Add an equal number of shims to both sides

Correct answer: Remove shims from the right side and add shims to the left

Excessive backlash means the ring gear is too far from the pinion gear. To reduce this, the ring gear needs to be moved closer to the pinion. In a shim-type differential, this is achieved by removing shims from the side of the differential case opposite the pinion (e.g., the right side) and adding an equal thickness of shims to the side closer to the pinion (e.g., the left side). This shifts the ring gear while maintaining the correct case bearing preload.

Question 19: A growling sound is heard from the rear of a rear-wheel-drive vehicle during cornering only. Technician X says incorrect drive pinion bearing preload could be the cause. Technician Y says defective rear axle bearings may be the cause. Who is right?

Neither X nor Y
Both X and Y
X only
Y only (Correct answer)

Correct answer: Y only

Technician Y is correct because a growling sound heard specifically during cornering in a rear-wheel-drive vehicle is a classic symptom of defective rear axle bearings. Increased side loads during turns put additional stress on these bearings, making their wear more apparent. Technician X is incorrect; incorrect drive pinion bearing preload typically causes a whine or growl that is present consistently, often varying with vehicle speed, rather than being isolated to cornering.

ASE Practice Test (A3: Manual Drive Train & Axles) 1

What is the MOST LIKELY cause of a broken center adapter plate, rear extension housing mating surface, or transmission case?