CSLB General Building (B) — All Questions

Camber angle is defined as the:

• a.Forward or rearward tilt of the steering axis
• b.Inward or outward tilt of the wheel from vertical, viewed from the front✓
• c.Difference in toe between left and right wheels
• d.Angle of the tie rod to the ground

Camber is the inward (negative) or outward (positive) tilt of the wheel from true vertical when viewed from the front. Incorrect camber causes uneven tire wear on one shoulder and can pull the vehicle to one side. It is adjusted where the suspension design allows.

Excessive positive caster generally results in:

• a.Wander at highway speed
• b.Loss of directional stability
• c.Increased steering effort but improved straight-line stability✓
• d.Rapid center-tread wear

Positive caster tilts the steering axis rearward at the top, improving straight-line stability and steering return but increasing effort. Too little caster causes wander and poor return. Caster is measured during alignment and typically compared side to side.

Toe refers to the:

• a.Difference in distance between the front and rear of a pair of tires, viewed from above✓
• b.Vertical tilt of the wheel
• c.Rearward tilt of the steering axis
• d.Height of the vehicle at the fender

Toe is the difference between the leading and trailing edges of the tires viewed from above; toe-in means the fronts are closer together. Incorrect toe is the leading cause of rapid, feathered tire wear. It is the most critical alignment angle for tire life and is always adjustable.

A tire worn on both inner and outer edges, with good tread in the center, most likely indicates:

• a.Over-inflation
• b.Excessive positive camber
• c.A worn tie rod end
• d.Chronic under-inflation✓

Under-inflation lets the tire ride on both shoulders while the center bears less load, wearing both edges. Over-inflation does the opposite, wearing the center. Correct inflation and periodic pressure checks prevent this pattern.

Technician A says a worn tie rod end can cause a toe change and tire wear. Technician B says it can cause excessive play in the steering and a failed alignment. Who is correct?

• a.Technician A only
• b.Both A and B✓
• c.Technician B only
• d.Neither A nor B

A worn tie rod end introduces play that changes toe as the wheel moves, causing wandering and feathered tire wear, and it will prevent a stable alignment. Both technicians are correct. Worn steering and suspension parts must be replaced before performing an alignment.

Technician A says worn shocks or struts can cause the body to keep bouncing after a bump. Technician B says worn dampers have no effect on tire wear. Who is correct?

• a.Technician A only✓
• b.Both A and B
• c.Technician B only
• d.Neither A nor B

Worn shocks lose their ability to dampen spring oscillation, so the body keeps bouncing after a bump, and weak dampers also cause tire cupping. Technician B is wrong because damper wear does affect tire wear. A bounce test and leak inspection confirm the condition.

Cupping or scalloping tire wear is most commonly associated with:

• a.Worn suspension dampers or unbalanced wheels✓
• b.Excessive toe-in
• c.A slipping clutch
• d.Over-torqued lug nuts

Cupping, a series of dips around the tread, results from the tire bouncing due to worn shocks/struts or from imbalance. It usually comes with a noise that changes with speed. Correcting the damper or balance issue and rotating tires helps.

The purpose of a stabilizer (sway) bar is to:

• a.Support the full weight of the vehicle
• b.Absorb road shock like a shock absorber
• c.Adjust ride height
• d.Reduce body roll during cornering✓

The stabilizer bar links the left and right suspension to resist body lean when cornering, improving handling. Worn sway bar links or bushings produce a rattle or clunk over bumps. It does not carry ride height or primary spring load.

Technician A says a side-to-side camber difference can cause a vehicle to pull toward the more positive side. Technician B says a defective tire can also cause a pull. Who is correct?

• a.Technician A only
• b.Technician B only
• c.Both A and B✓
• d.Neither A nor B

A cross-camber difference pulls the vehicle toward the more positive side, and a defective (conicity) tire can pull as well. Both technicians are correct. Compare cross-camber and cross-caster and swap tires side to side to isolate a tire pull.

In a power rack-and-pinion steering system, increased steering effort in only one direction most likely indicates:

• a.A low battery
• b.A worn wheel bearing
• c.An internal leak or valve fault in the steering gear✓
• d.A bent stabilizer bar

Effort that is heavy in one direction points to an internal fault such as worn seals or a control valve problem that fails to direct assist correctly. Uniformly hard steering suggests low fluid or a pump/belt issue. Electric power steering faults set codes and can be scanned.

The included angle in an alignment is the sum of:

• a.Camber and steering axis inclination (SAI)✓
• b.Caster and toe
• c.Toe and camber
• d.Caster and SAI

Included angle equals camber plus SAI and is useful for detecting bent spindles or struts, since SAI is built in and not adjustable. If included angle differs side to side, a component is likely bent. It is a diagnostic angle rather than an adjustable one.

A steering wheel that is off-center after an alignment, though the vehicle tracks straight, usually indicates:

• a.A worn wheel bearing
• b.Excessive camber
• c.A weak spring
• d.Improperly set toe split between the two front wheels✓

When total toe is correct but not divided equally between the wheels, the steering wheel sits off-center even though the vehicle goes straight. Centering the steering and re-setting individual toe corrects it. This is checked with the steering wheel locked in the centered position.

Technician A says tires should be rotated to promote even wear. Technician B says the tire's load index and speed rating should meet or exceed the vehicle's requirements. Who is correct?

• a.Technician A only
• b.Both A and B✓
• c.Technician B only
• d.Neither A nor B

Rotation evens out the different wear rates at each position, and replacement tires must meet the vehicle's load and speed ratings for safe operation. Both statements are correct service practice. Always follow the recommended rotation pattern for the drivetrain type.

Technician A says a worn ball joint can cause clunking, wander, and uneven tire wear. Technician B says a load-carrying ball joint should be checked with its load removed per the procedure. Who is correct?

• a.Technician A only
• b.Both A and B✓
• c.Technician B only
• d.Neither A nor B

A worn ball joint clunks, wanders, and wears tires unevenly, and load-carrying joints are checked unloaded so the measured axial and radial play is accurate. Both technicians are correct. A worn ball joint can fail catastrophically if ignored.

The main purpose of a wheel alignment is to:

• a.Set suspension angles for proper handling and even tire wear✓
• b.Increase engine power
• c.Balance the wheels
• d.Adjust the brakes

Alignment sets camber, caster, and toe so the tires meet the road correctly, giving good handling, steering return, and even tire wear. Balancing is a separate operation addressing weight distribution. Worn parts must be repaired before alignment angles will hold.

Wheel/tire imbalance is most often felt as:

• a.A pull to one side
• b.A grinding noise when braking
• c.Hard steering at low speed
• d.A vibration that appears at a particular speed✓

An out-of-balance wheel creates a vibration that emerges at a specific speed as the heavy spot spins. Static and dynamic balancing corrects it by adding weights. A pull, by contrast, is usually an alignment or tire construction issue.