Question 1: Which of the following indicates excessive play between the rack piston and sector on an integral power steering gear?

• Hard steering condition when cold
• Lost motion within steering gear (Correct answer)
• Hard steering condition when hot
• Steering wheel vibration

Correct answer: Lost motion within steering gear

Excessive play between the rack piston and sector in an integral power steering gear directly results in 'lost motion' within the steering gear. This means the steering wheel can be turned a certain amount before the road wheels begin to respond, leading to a vague, loose, or unresponsive steering feel for the driver.

Question 2: A technician discovers that the toe-out-on-turns (turning radius) is incorrect during a wheel alignment. The cause could be a bent:

• Tie rod
• Idle arm
• Steering arm (Correct answer)
• Pitman arm

Correct answer: Steering arm

Toe-out-on-turns, or Ackermann angle, is a critical alignment specification determined by the geometry of the steering arms. If a steering arm is bent, it will alter the relationship between the inner and outer wheel angles during a turn, causing an incorrect toe-out-on-turns condition. The other components listed primarily affect other alignment angles or steering feel, not this specific turning characteristic.

Question 3: High steering effort is noticed on a sport utility vehicle. Technician X believes it could be a result of a sheared shift tube. Technician Y believes that it’s a misaligned steering column assembly. Who is correct?

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

Correct answer: Technician Y

Technician Y is correct. A misaligned steering column assembly can cause binding or increased friction in the steering shaft and its bearings, leading to significantly higher steering effort. Technician X is incorrect; a sheared shift tube affects the transmission's shifting mechanism and would not directly cause high steering effort.

Question 4: Which operation should be performed first when removing the power steering pump?

• Remove the tension adjusting bolt and the mounting bolt and remove the pump.
• Loosen the bracket, or belt tension adjusting bolt, and the pump mounting bolt. Remove the bolt
• Disconnect the power steering return hose from the remote reservoir or pump and allow the fluid to drain (Correct answer)
• Remove the hose from the pump, and cap the fittings and hoses.

Correct answer: Disconnect the power steering return hose from the remote reservoir or pump and allow the fluid to drain

The first operation when removing a power steering pump is to disconnect the power steering return hose and allow the fluid to drain. This minimizes spills and mess when the pressure and feed hoses are subsequently disconnected. Draining the system beforehand ensures a cleaner and safer removal process.

Question 5: A bent cradle could cause this difference if suspension components are mounted to the cradle.

• worn steering gear mounting bushings.
• loose inner tie rod ends.
• loose front wheel bearings.
• a bent engine cradle. (Correct answer)

Correct answer: a bent engine cradle.

A bent engine cradle (or subframe) can cause significant differences in suspension geometry because it provides mounting points for the engine, transmission, and often critical suspension components. If the cradle is bent, these mounting points will be misaligned, leading to uneven suspension component positioning and various handling or alignment issues.

Question 6: On a short arm long arm (SLA) suspension when replacing a lower control arm bushings, the replacement should be:

• Tightened using the torque turn method
• Torqued with vehicle weight on suspension (Correct answer)
• Torqued with control arm resting on frame
• Tightened and torqued in a vise

Correct answer: Torqued with vehicle weight on suspension

When replacing lower control arm bushings on an SLA suspension, they must be torqued with the vehicle's weight on the suspension, at its normal ride height. If torqued with the suspension hanging freely, the bushings will be pre-stressed or twisted when the vehicle is lowered, leading to premature wear, noise, and restricted suspension travel. This ensures the bushings are in their neutral operating position.

Question 7: When aligning a light truck with a torsion bar front suspension, which of these should the technician do first?

• Adjust the caster/camber
• Adjust the thrust angle
• Check/adjust the ride height (curb height) (Correct answer)
• Check/adjust the toe

Correct answer: Check/adjust the ride height (curb height)

On vehicles with torsion bar front suspensions, ride height (or curb height) directly influences alignment angles such as caster and camber. Therefore, it is crucial to check and adjust the ride height to the manufacturer's specifications *before* attempting any other alignment adjustments. Failing to do so will result in inaccurate alignment readings and improper adjustments.

Question 8: Which of these is the least likely cause of vibration in the steering wheel if the vehicle is traveling at 40 mph?

• Bent wheel
• Worn control arm bushings (Correct answer)
• Shifted belt in the tire
• Improper wheel balance

Correct answer: Worn control arm bushings

Worn control arm bushings are the least likely cause of a distinct vibration in the steering wheel specifically at 40 mph. While worn bushings can cause clunking, wandering, or uneven tire wear, vibrations at specific speeds are more commonly associated with rotating components like bent wheels, shifted tire belts, or improper wheel balance. These issues directly create dynamic imbalances that manifest as speed-sensitive vibrations.

Question 9: Which procedure should be performed first to remove the manual steering gear (non-rack-and-pinion type)?

• Remove the steering gear from the chassis.
• Remove the steering-gear-to-frame mounting bolts.
• Disconnect the battery ground cable. (Correct answer)
• Disconnect the flexible coupling from the worm shaft.

Correct answer: Disconnect the battery ground cable.

Disconnecting the battery ground cable is the essential first step before working on any part of the steering column, especially in modern vehicles. This is a crucial safety precaution to prevent accidental deployment of the airbag, which is typically housed in the steering wheel, or to avoid short circuits in the vehicle's electrical system during the removal process.

Question 10: The ride height of the front suspension is lower than that of a MacPHerson strut suspension system. The cause of this problem could be any of the following except:

• worn-out struts.
• worn lower control arm bushings.
• damaged upper strut mounts.
• worn steering gear mounting bushings. (Correct answer)

Correct answer: worn steering gear mounting bushings.

Worn steering gear mounting bushings would primarily cause play or looseness in the steering, or potentially noise, but they would not directly affect the ride height of a MacPherson strut suspension system. Ride height issues are typically caused by components that support the vehicle's weight, such as worn-out struts, springs, or lower control arm bushings.

Question 11: Which of the following is the most likely indication of a worn control arm bushing?

• Fails the bounce test
• Rubber bushing is cracked (Correct answer)
• Ball joint play
• Front suspension sag

Correct answer: Rubber bushing is cracked

A cracked rubber bushing is the most direct and definitive indication of a worn control arm bushing. The rubber material is designed to absorb shock and allow controlled movement, and visible cracking, tearing, or deterioration signifies that the bushing has lost its integrity and can no longer perform its function effectively. While other symptoms like noise or handling issues can occur, a cracked bushing is a clear physical sign of failure.

Question 12: If not done according to the manufacturer's specifications, any of these could result in tire wear. EXCEPT:

• Toe
• Camber
• Caster (Correct answer)
• Wheel balance

Correct answer: Caster

Caster primarily affects steering stability, effort, and the steering wheel's returnability, but it has the least direct impact on tire wear compared to toe and camber. Incorrect toe causes the tires to scrub sideways, leading to feathering, while incorrect camber causes wear on one edge of the tire. Although extreme caster can indirectly affect wear by altering camber during turns, it is not a primary cause of tire wear in the same way toe and camber are.

Question 13: Technician X states that a misaligned steering column input can result in noise. Technician Y states that if the linkage-assist type power steering column is low on lubricant, there is noise while turning the wheel. Who is correct?

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

Correct answer: Both technicians

Both technicians are correct. Technician X is right because a misaligned steering column input can cause binding, rubbing, or excessive friction, leading to various noises, especially when turning the wheel. Technician Y is also correct as linkage-assist power steering systems rely on proper lubrication, and low lubricant can cause increased friction and noise, such as groaning or squealing, when the steering wheel is turned.

Question 14: Technician X says front wheel setback is usually caused by worn suspension components. Technician Y says a slight front wheel setback causes steering pull. Who is right?

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

Correct answer: Neither X nor Y

Neither technician is entirely correct. Technician X is wrong because front wheel setback is typically caused by structural damage or bent frame components, not usually by worn suspension components alone. Technician Y is also incorrect because while a significant front wheel setback can cause a steering pull due to altered caster and wheelbase, a 'slight' setback might not always result in a perceptible pull, or the pull might be an indirect effect of other alignment changes rather than the setback itself being the direct cause.

Question 15: Two technicians are discussing the ride height measuring procedure. Technician X says bent components can cause incorrect ride height. Technician Y says for proper measurement of the ride height, the vehicle must have a full tank of fuel. Who is right?

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

Correct answer: Both X and Y

Both Technician X and Y are correct. Technician X is right because bent suspension components or frame damage can directly alter the vehicle's geometry, leading to an incorrect ride height. Technician Y is also correct; for accurate ride height measurements, the vehicle must be in its normal operating condition, which includes having a full tank of fuel, as fuel weight significantly impacts the vehicle's settled height.

Question 16: Which of the following applies when a shock absorber needs to be replaced due to a fluid leak?

• It should be removed and inverted to see if it drips oil.
• It must show an oil film on the outside.
• It fails the bounce test. (Correct answer)
• It should be weighed to determine if it is low on oil.

Correct answer: It fails the bounce test.

While a fluid leak is a clear indication that a shock absorber needs replacement, the most common and practical diagnostic test for functional failure is the 'bounce test.' If the vehicle continues to bounce excessively after being pushed down and released, it indicates that the shock absorber is no longer effectively dampening suspension oscillations, regardless of a visible leak.

Question 17: A vehicle wanders while being driven on level roads. Technician X says that too much negative camber could be the cause. Technician Y says that too much positive caster could be the cause. Who is right?

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

Correct answer: Neither X nor Y

Neither Technician X nor Y is correct. Technician X is wrong because too much negative camber causes the top of the wheel to lean inward, leading to inner tire wear and potentially a pull towards the side with more negative camber, but it does not typically cause wandering. Technician Y is also wrong; too much positive caster actually improves straight-line stability and makes the steering heavier, thus reducing wandering, not causing it. Wandering is usually associated with insufficient caster, excessive toe, or worn steering/suspension components.

Question 18: While working on a steering column, Technician X says you must consult the online service information to get the proper airbag disabling procedure. Technician Y says that the flexible coupling or U-joint needs to be taken off before you remove the steering wheel. Who is correct?

• Technician X (Correct answer)
• Technician Y

Correct answer: Technician X

Technician X is correct. Airbag systems are safety-critical components, and their disabling procedures can vary significantly between manufacturers and models. It is absolutely essential to consult the specific online service information to ensure the correct and safe procedure is followed, preventing accidental deployment or injury. Technician Y is incorrect; the flexible coupling or U-joint connects the steering column to the steering gear, while the steering wheel is at the top of the column and is removed before the coupling.

Question 19: On a truck with a long-and-short arm front suspension and a leaf spring rear suspension, the steering pulls to the right while driving straight ahead. All of the following defects could be the cause of the problem EXCEPT:

• More positive caster on the left front wheel than the right front wheel.
• More positive caster on the right front wheel than the left front wheel.
• Excessive toe-in on the front wheels. (Correct answer)
• A broken center bolt in the left rear spring.

Correct answer: Excessive toe-in on the front wheels.

Technician X is correct. Worn rack-to-frame mounting bushings allow the entire rack and pinion assembly to move or shift relative to the vehicle's frame. This looseness can cause a shimmy or vibration in the steering wheel, as the steering gear is not rigidly held in place. Technician Y is incorrect; a binding steering shaft U-joint would typically cause increased steering effort or a 'notchy' feel when turning, not a shimmy.

Question 20: Which of the following location is the steering wheel sensor typically located?

• Under the air bag
• On top of the rack and pinion gear
• Inside the rack and pinion gear
• Base of the steering column (Correct answer)

Correct answer: Base of the steering column

The steering wheel sensor, also known as the steering angle sensor, is typically located at the base of the steering column. It is often integrated into the clock spring assembly behind the steering wheel. This strategic placement allows it to accurately measure the rotational angle of the steering wheel, providing crucial input for systems like electronic stability control (ESC) and electric power steering (EPS).

Question 21: A vehicle with rack and pinion steering has a shimmy. Technician X says that worn rack-to-frame mounting bushings could be the cause. Technician Y says that a binding steering shaft U-joint could be the cause. 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. Worn rack-to-frame mounting bushings allow the entire rack and pinion assembly to move or shift relative to the vehicle frame. This looseness can cause a shimmy or vibration in the steering wheel, as the steering gear is not rigidly held in place. Technician Y is incorrect; a binding steering shaft U-joint would cause increased steering effort or a 'notchy' feel when turning the wheel, not typically a shimmy or vibration.

Question 22: While discussing ride height of a vehicle, Technician X states that when it’s too low, the vehicle might pull to one side. Technician Y believes that the ride height won’t affect front camber. Who is correct?

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

Correct answer: Technician X

Technician X is correct because lowering a vehicle's ride height significantly alters the suspension geometry, including camber, caster, and toe angles. These changes can lead to an imbalance in alignment, causing the vehicle to pull to one side. Technician Y is incorrect because ride height directly impacts camber; a lower ride height typically results in increased negative camber.

Question 23: While discussing front cradle alignment, Technician X says the cradle may be measured at various locations to determine if it is bent. Technician Y says on some cradles an alignment hole in the cradle must be aligned with a hole in the chassis. 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 front cradles (subframes) are critical structural components that can be measured at various points to detect bending or damage, often requiring specialized frame measuring equipment. Technician Y is also correct as many vehicle manufacturers incorporate alignment holes in the cradle that must precisely line up with corresponding holes in the chassis to ensure correct suspension and steering geometry after installation or repair.

Question 24: By unbolting the ignition on, engine off (KOEO) and reviewing scan tool data for correct operation. Which of the following electronically controlled suspension sensors is tested?

• Yaw Rate sensor
• VSS (vehicle speed sensor)
• WSS (wheel speed sensor)
• G-sensor (Correct answer)

Correct answer: G-sensor

A G-sensor, or accelerometer, measures gravitational forces and acceleration. By unbolting it and changing its orientation while the ignition is on (KOEO), its output value on a scan tool should change as it detects the shift in perceived gravity. This method allows a technician to verify the sensor's functionality and accuracy without the vehicle being in motion, unlike speed or yaw sensors.

Question 25: A vehicle pulls to the right during braking. Technician X says that a worn strut rod bushing could be the cause. Technician Y says that a bent right wheel could be the cause. Who is right?

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

Correct answer: X only

Technician X is correct because a worn strut rod bushing allows excessive movement of the control arm during braking, altering the wheel's alignment (especially caster or toe) on that side. This misalignment causes an uneven braking force distribution, leading to a pull. Technician Y is incorrect; a bent wheel primarily causes vibrations or a wobble, not a pull specifically during braking, as braking forces act on the brake components and suspension, not the wheel's runout.

Question 26: While talking about air shocks, Technician X states that some can be pressurized with the shop air hose. Technician Y states that if the shock absorber begins to lose air pressure, replacement might be required. Who is correct?

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

Correct answer: Both technicians

Technician X is correct because many air shocks, particularly aftermarket units or older OEM self-leveling systems, are designed with a Schrader valve that allows them to be manually inflated using a standard shop air hose to adjust ride height. Technician Y is also correct; if an air shock consistently loses pressure, it indicates a leak in the shock itself or its air lines, which often necessitates replacement of the shock absorber to restore proper suspension function and ride height.

Question 27: Which procedure should be performed first to remove the power steering gear (non-rack-and-pinion type)?

• Remove the Pitman arm nut and washer and mark the Pitman arm in relation to the shaft with a center punch.

When removing a non-rack-and-pinion power steering gear, the Pitman arm connects the steering gear's output shaft to the steering linkage. The very first step is to remove the Pitman arm nut and washer, and crucially, mark its position relative to the shaft. This marking ensures that the Pitman arm is reinstalled in the exact same orientation, which is vital for maintaining correct steering wheel centering and overall steering geometry.

Question 28: Technician X says the rear camber determines the thrust angle. Technician Y says the rear toe angle determines the thrust angle. Who is right?

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

Correct answer: Y only

Technician Y is correct because the thrust angle is determined by the rear toe angle. It represents the direction the rear wheels are pointing relative to the vehicle's centerline; if the rear toe is not symmetrical, a thrust angle is created. Technician X is incorrect because rear camber primarily affects tire wear and cornering grip, but it does not directly influence the vehicle's thrust angle.

Question 29: Two technicians are describing camber. Technician X says camber affects tire wear. Technician Y says rebound causes a slight negative change in camber on a SLA (Short/Long arm) suspension. Who is right?

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

Correct answer: Both X and Y

Technician X is correct because improper camber, whether excessively positive or negative, causes uneven tire wear by concentrating pressure on either the outer or inner edge of the tire. Technician Y is also correct; in a Short/Long Arm (SLA) suspension, the design geometry typically causes the wheel to gain negative camber during rebound (suspension extension), which helps maintain the tire's contact patch and optimize handling during dynamic driving conditions.

Question 30: When the coil spring between the frame and the lower control arm is used to unload ball joints from a front suspension:

• You must use a safety stand under the lower control arm (Correct answer)
• The ride height needs to be within specifications
• You must use a safety stand under the chassis
• The shock absorbers needs to be disconnected

Correct answer: You must use a safety stand under the lower control arm

When a coil spring is located between the frame and the lower control arm, it is under significant compression and supports the vehicle's weight. To safely unload the ball joints for inspection or service, a safety stand must be placed directly under the lower control arm. This supports the suspension assembly, keeps the spring compressed and contained, and prevents the spring from dangerously decompressing when components are disconnected.