ASE A4 Practice Test - ASE A4 Steering and Suspension Test Prep - Test 2
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- čas přidán 17. 07. 2024
- An ASE A4 Practice Test designed with greater retention and better understanding in mind. It’s an ASE A4 Practice Test Video by FreeASEStudyGuides.com. Part of an ASE Test Prep Video series.
Got most of them, but you got me on #3. I pictured the intermediate shaft as just a metal rod, I forgot that it too has universal joints!
Good luck on the A4 OldSchoolNoe!
whats funny is even way back 30 years ago when i did alignments, we still didnt use minutes.
Thanks these really help alot
Good Luck TuzT!
@@FreeASEStudyGuidescom on #4 for this video I think you guys meant to put C
Thanks for the input, Stravinsky N! Question 4 is an EXCEPT-type question. They can be confusing; all the answers fit except one. A faulty steering coupling, clockspring, or steering column bearing can squeak while turning. However, a faulty horn switch is not likely to make a squeaking sound. Therefore, answer D, the horn switch, is correct.
how is number 2 both technicans? how does an intermediate shaft cause that too? if u can explain it would be appreciated
Thanks for the comment on intermediate shafts, Young Malcolm! It reminds us that intermediate shafts have universal joints that can bind or cause looseness while turning the steering wheel when worn. Technician A mentions a binding universal joint that binds then releases. Technician B mentions that the intermediate shaft may have a binding universal joint-they are both correct. Loose universal joints are more common and typically easy to diagnose. The steering wheel will have an excessive play with the vehicle at rest. Ex. Turning the steering wheel an inch or so in each direction will have little or no effect on turning the front wheels. Have an assistant turn the steering while visually inspecting the shaft, universal joints, and linkage for looseness and play. Good Luck!
So it says on question 1 that Camber is correct when the chart says Plus or minus 30’ but it’s out at in the 40’s but then it says it’s correct.. how is this correct?
That's a great comment, Noah! Notice the different methods of displaying the vehicle's alignment angles. The camber angle is one degree plus or minus 30 minutes. The (') or minutes symbol is used to view or represent angles, just like an actual clock. The thirty minutes in the specifications equals one-half degree. The 45' or forty-five-minute RF reading is 15' off and within the 30' specifications. Forty-five minutes is equal to .75° (decimal degrees). Technician A is correct. The vehicle in the chart is within specifications.
in question num 1, given table the LF toe value is -1/8 and in explained answer it is shown -3/16 , can you plz give proper explanation with -1/8 toe in LF?
That's a great question, Punit! Technician A says the vehicle in the chart above is within specifications. Technician B says the vehicle's front toe is out of specifications. Tire wear will result from this condition. Who is correct?
The explanation uses a different chart explaining the different methods manufacturers use for displaying wheel alignment angles. Notice that the specifications for the toe settings are in fractions of an inch; it is negative one-quarter of an inch plus or minus one-eighth of an inch. If there is no negative sign preceding the number, it is assumed positive.
The vehicle in the chart is within specifications. The LF toe is exactly -1/4 inch, and the RF toe is -1/8 inch, which is 1/8 inch off but still within specifications (+ or - 1/8 inch). An alignment technician will try to achieve the preferred angle of -1/4 inch and adjust the front toe accordingly. Technician A is correct.
-3/16" is within -1/4" spec.
Answer 4 needs to be fixed from “D” to “C”
Thanks for the feedback, Evan! This question states that all of the following answers will cause a noisy steering column EXCEPT one: the steering column coupling, the clockspring, the steering column bearings, or the horn switch. The horn switch is located in the steering wheel pad and is stationary while turning the wheel. A faulty horn switch may have burned contacts that will hamper the operation of the horn but would not make a noise while turning the wheel. Answer D is correct.
question one is incorrect, the camber is out of spec. that also isn't how alignment specs have looked for fifty years. in question 4, you answer D; the horn switch causes the steering wheel to squeak, then your explanation is seemingly for answer C...never heard of a horn switch causing a noise on a steering wheel, guys 🤣 question 6 is incorrect, caster does not affect "shimmy" and was in spec according to your own chart...question 8 is incorrect...an f250 with hd suspension has a solid fron axle with a parallelogram steering system with a PITMAN ARM and strut rods go on cars WITH STRUTS and not a solid front axle
Thanks for the comment Cano Bear!
Comment: "question one is incorrect, the camber is out of spec. that also isn't how alignment specs have looked for fifty years."
Answer: The caster in this vehicle is four degrees plus or minus one-half degrees (.5°). The vehicle's actual caster angles are within specifications. The camber angle is read one degree plus or minus 30 minutes. The (') or minutes symbol is used to view or represent angles, just like an actual clock. The thirty minutes reading equals one-half degree. Notice the 45' or forty-five minute reading for the RF. It is equal to .75° (decimal degrees). The camber is 15' or .25 degrees off; 15' or .25 degrees is within specifications ('30 minutes/.5 degrees). The specifications for the toe are in fractions of an inch. It is negative one-quarter of an inch plus or minus one-eighth of an inch. If there is no negative sign preceding the number, it is assumed positive. Technician A is correct; the vehicle in the chart is within specifications.
Comment: "in question 4, you answer D; the horn switch causes the steering wheel to squeak, then your explanation is seemingly for Comment: answer C...never heard of a horn switch causing a noise on a steering wheel, guys."
Answer: That is because question 4 is an Except-type question: the steering coupling, the clockspring, the steering column bearings, and the horn switch. The horn switch is fixed and not likely to make noise. Answer D is correct.
Comment: "question 6 is incorrect, caster does not affect "shimmy" and was in spec according to your own chart.
Answer: Question 6 the vehicle in the chart has excessive caster, Caster is viewed from the side of the vehicle. It is the forward or rearward tilt of the steering axis. A positive caster provides steering wheel returnability and greater stability. Excessive positive caster causes hard steering, wheel snap-back, and shimmy. A negative caster is rare and typically used on heavy-duty applications. It can result in instability and wander. Answer D is correct.
Comment: ...question 8 is incorrect...an f250 with hd suspension has a solid fron axle with a parallelogram steering system with a PITMAN ARM and strut rods go on cars WITH STRUTS and not a solid front axle"
Answer: Pitman arms are attached to the steering gearbox and linkage of parallelogram steering systems. Coil springs are used in suspension systems. Solid drive axles are held in place and prevented from excess movement with control arms, strut rods, and track bars. Due to their design and small contact area on the chassis, coil spring suspension systems usually require more control arms and links than other types. Good luck with the ASE's!