ASE Automobile (A1–A8) — All Questions

Camber angle is defined as the:

• a.Inward or outward tilt of the wheel from vertical, viewed from the front✓
• b.Difference in toe between left and right wheels
• c.Forward or rearward tilt of the steering axis
• 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.Rapid center-tread wear
• c.Loss of directional stability
• d.Increased steering effort but improved straight-line stability✓

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

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.Chronic under-inflation✓
• d.A worn tie rod end

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

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

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.Adjust ride height
• c.Absorb road shock like a shock absorber
• 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.Neither A nor B
• b.Technician B only
• c.Both A and B✓
• d.Technician A only

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

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.Toe and camber
• b.Caster and toe
• c.Camber and steering axis inclination (SAI)✓
• 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.Improperly set toe split between the two front wheels✓
• b.A weak spring
• c.Excessive camber
• d.A worn wheel bearing

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

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

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

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

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.

Steering axis inclination (SAI) is the:

• a.Difference in the toe setting between the left and right front wheels
• b.Inward or outward tilt of the tire tread across its rolling surface
• c.Forward or rearward tilt of the steering axis, viewed from the side
• d.Inward tilt of the steering axis, viewed from the front✓

SAI is the inward tilt of the line through the steering pivots, viewed from the front, and it aids steering return and reduces required effort. It is built into the design and not directly adjustable. A bent part changes SAI and the included angle.

Setback in a wheel alignment refers to:

• a.The rear axle assembly being shifted ahead of the vehicle center
• b.The inward or outward tilt of the wheel measured from true vertical
• c.One front wheel sitting rearward of the other front wheel✓
• d.The measured distance between the two front tie rod adjusting sleeves

Setback describes one wheel sitting farther back than the opposite wheel, often from a collision or worn part. It can cause a pull or steering problems. It is compared side to side during a four-wheel alignment.

A vehicle that tracks slightly sideways (dog-tracks) usually has an incorrect:

• a.Front wheel camber angle set too far to the positive on both sides
• b.Thrust angle from rear axle position or rear toe✓
• c.Brake fluid level in the master cylinder reservoir sitting too low
• d.Battery voltage that drops when the steering is turned to full lock

The thrust angle is the direction the rear axle points; when it is off, the rear steers the vehicle at an angle and the steering wheel sits crooked. A four-wheel alignment corrects rear toe to center the thrust line. Bent parts or a shifted axle cause it.

In a MacPherson strut front suspension, the strut assembly serves as a damper and also as:

• a.The lower control arm that carries the vehicle's weight at each wheel
• b.The stabilizer bar that resists body roll during hard cornering
• c.An upper suspension locating member for the knuckle✓
• d.The steering gear that converts wheel input into road-wheel movement

The MacPherson strut combines the shock absorber with a structural role, locating the top of the knuckle so a separate upper control arm is not needed. This saves space and weight. The upper strut mount often includes a bearing for steering.

A binding or clunk felt through the steering when turning, traced to the top of a strut, often means a worn:

• a.Wheel-speed sensor sending an erratic signal to the ABS module
• b.Tie rod boot that has torn and let grease escape from the joint
• c.Upper strut mount or its bearing✓
• d.Brake caliper slide pin that has seized in its mounting bracket

The strut mount bearing lets the strut rotate with the steering; when it wears, turning produces a bind, clunk, or memory steer. Replacing the mount and bearing restores smooth steering. It is inspected during strut service.

A broken coil spring will most commonly cause:

• a.A high, hard brake pedal that requires extra effort to fully stop
• b.An evaporative emission leak code from the fuel vapor canister
• c.A charging system fault that turns on the battery warning lamp
• d.A sagging corner, noise over bumps, and possible tire contact✓

A broken coil lowers ride height at that corner and can rattle or let the tire rub, upsetting alignment and handling. The spring must be replaced, often in pairs for balance. Corrosion is a common cause of spring breakage.

Worn control arm bushings can cause:

• a.A stuck-closed thermostat that raises the coolant temperature
• b.Higher engine oil pressure at idle and during highway cruising
• c.Clunks, alignment changes, and tire wear✓
• d.An overcharged battery from extra draw on the charging system

Deteriorated bushings let the control arm shift, producing noise, altering caster and camber, and wearing tires. They are inspected for cracking and looseness. Replacement restores correct geometry and quiet operation.

In a parallelogram (recirculating-ball) steering linkage, the idler arm functions to:

• a.Support and pivot the outer end of the center link✓
• b.Generate the hydraulic pressure used to assist the driver's steering
• c.Adjust vehicle ride height as the load in the vehicle changes
• d.Sense wheel speed and report it to the anti-lock brake controller

The idler arm mirrors the pitman arm to keep the center link level and support the linkage on the passenger side. A worn idler arm causes play, wander, and tire wear. It is checked for vertical movement during inspection.

A recirculating-ball steering gear with excessive play on-center may be corrected by:

• a.Adjusting the sector (lash) screw to spec, if not worn out✓
• b.Adding brake fluid directly into the steering gear housing reservoir
• c.Replacing the wheel-speed sensors mounted at each front wheel
• d.Raising the tire pressure well above the placard specification

The sector adjustment removes excess lash in the gear's center position, restoring a tighter feel if the gear is not internally worn. Over-tightening causes binding. A badly worn gearbox is replaced instead.

A torn rack-and-pinion bellows (boot) should be replaced promptly because it:

• a.Sets an evaporative emission leak code from the fuel vapor canister
• b.Reduces the engine's oil pressure delivered to the crankshaft bearings
• c.Overcharges the battery by increasing load on the charging system
• d.Lets dirt and moisture into the rack, causing wear or leaks✓

The bellows keeps contaminants out of the inner tie rod and rack; once torn, grit and water enter and cause wear or a fluid leak. Replacing the boot early protects the rack. A neglected boot leads to costly rack replacement.

A power steering pump whine loudest at full lock, with a low fluid level, most likely means:

• a.A failed oxygen sensor that has slowed its response in the exhaust
• b.A clogged engine fuel filter restricting flow to the injectors
• c.A worn brake rotor causing a pulsation felt through the pedal
• d.Air in the system or low fluid, which is corrected first✓

Low fluid or aeration makes the pump whine, especially under the high load of full lock. Topping off the correct fluid and bleeding out the air often quiets it. A persistent noise after that may mean a worn pump.

On a vehicle with electric power steering (EPS), a loss of assist with a warning light usually means:

• a.The brake hydraulic system has air trapped in one of its circuits
• b.The air conditioning system has been overcharged with refrigerant
• c.The EPS system set a fault and disabled assist, leaving manual steering✓
• d.The engine is completely out of oil and has lost oil pressure

An EPS fault disables the motor assist but the steering remains mechanically connected, so the wheel gets heavy and a light comes on. The system is diagnosed with a scan tool for codes. Common causes include the torque sensor, motor, or a voltage problem.

Excessive free play felt at the steering wheel before the wheels respond can be caused by:

• a.An overcharged air conditioning system raising the high-side pressure
• b.Worn tie rod ends, idler arm, or a loose steering gear✓
• c.A weak battery unable to hold a charge between vehicle uses
• d.A dirty cabin air filter restricting airflow through the HVAC case

Play in the linkage or gear shows up as steering-wheel free travel before the wheels turn, causing wander and imprecise steering. Each joint is checked for looseness. Worn parts are replaced before an alignment.

A wheel bearing drone that changes as the vehicle is gently swayed side to side is diagnosed as:

• a.A worn wheel bearing on the loaded side✓
• b.A worn oxygen sensor that has slowed its response in the exhaust
• c.A leaking heater core dripping coolant inside the passenger cabin
• d.A slipping clutch disc that cannot hold torque in the higher gears

A failing wheel bearing drones and the noise changes as cornering loads shift onto or off of it, helping identify which side. A road test with gentle sway maneuvers isolates it. Play or roughness is confirmed with the wheel raised.

On a serviceable tapered wheel bearing, correct preload is set by:

• a.Leaving the spindle nut only finger tight and installing the cotter pin
• b.Tightening the spindle nut as tight as an impact gun can drive it
• c.Seating the bearing, then backing off and adjusting per spec✓
• d.Using a lock washer alone with no specified torque on the nut

Adjustable tapered bearings are seated, then set to a slight preload or endplay following the procedure so they neither bind nor run loose. Too tight causes overheating; too loose causes play and wander. A cotter pin or lock secures the final setting.

Many modern sealed hub assemblies contain the wheel bearing and also:

• a.The brake master cylinder that supplies pressure to that corner
• b.An integrated wheel-speed sensor for the ABS✓
• c.A fuel pressure regulator that controls delivery to the injectors
• d.The alternator that charges the battery while the engine runs

Sealed hub units combine the bearing, flange, and often the ABS speed sensor or tone ring in one non-serviceable assembly. A bad hub bearing can also set an ABS code if the integrated sensor is affected. The unit is replaced rather than repacked.

After certain tire or wheel services, a tire pressure monitoring system (TPMS) may require a:

• a.Full brake bleed at all four wheels before the vehicle is driven
• b.Relearn so the module recognizes each sensor's position✓
• c.Coolant flush and refill to restore proper engine temperature
• d.Fuel system decarbonizing service to clear the intake passages

Rotating tires or replacing sensors can require a TPMS relearn so the module maps each sensor to its wheel position. Without it, the system may warn or show wrong locations. The procedure varies by manufacturer and tool.

A tire worn on one edge only, with the tread blocks otherwise even, most directly indicates a:

• a.Toe problem, which would instead feather the tread across its width
• b.Camber problem at that wheel✓
• c.Wheel balance problem that would produce a speed-related vibration
• d.Brake problem causing a pull or grab toward that side of the car

Wear concentrated on a single shoulder points to excessive positive or negative camber tilting the tire. Feathered wear across the tread instead indicates a toe error. Correcting the alignment angle stops the wear.

Directional tires marked with a rotation arrow should be rotated so that they:

• a.Stay on the same side, moving front to rear✓
• b.Are dismounted and remounted backward on the wheel each time
• c.Cross over to the opposite side of the vehicle at every rotation
• d.Are never rotated at all to preserve their intended wear pattern

Directional tires must keep their intended rotation direction, so they move front-to-rear on the same side rather than crossing sides. Mounting them backward hurts wet traction and noise. Always follow the correct pattern for the tire type.

A tire's DOT date code is important to check because tires:

• a.Change their physical size and diameter noticeably as they get older
• b.Age and can deteriorate even with adequate tread✓
• c.Gain load-carrying capacity the longer they remain in service
• d.Require no age consideration as long as the tread is still legal

Rubber ages and can crack or fail regardless of remaining tread, so the DOT week/year code helps judge whether an old tire should be replaced. Old spare tires are a common concern. Age plus condition guide replacement.

Dynamic wheel balancing differs from static balancing in that dynamic balancing corrects for:

• a.Only the up-and-down (vertical) imbalance in a single plane
• b.The tire's inflation pressure relative to the placard value
• c.Both up-and-down and side-to-side imbalance✓
• d.The remaining tread depth measured across the tire's face

Dynamic (spin) balancing places weights to cancel imbalance in two planes, eliminating both hop and shimmy, while static balancing addresses only the vertical plane. Modern balancers do dynamic balancing. Correct balance prevents vibration and cupping.

Mixing a radial tire with a bias-ply tire on the same axle is not recommended because it can cause:

• a.A slow coolant leak from the engine's cooling system passages
• b.Unstable handling from different construction and grip✓
• c.A charging system fault that turns on the battery warning lamp
• d.An evaporative emission leak code from the fuel vapor canister

Radial and bias-ply tires flex and grip differently, so mixing them on an axle produces unpredictable handling. Matching tire type, size, and condition keeps the vehicle stable. Manufacturers specify consistent tires on each axle.

A change in vehicle ride height, such as from sagging springs, affects alignment because it:

• a.Affects only the brakes and leaves the steering angles unchanged
• b.Changes only the tire inflation pressure and nothing else at all
• c.Has no measurable effect on any of the vehicle's alignment angles
• d.Alters camber and toe as the suspension geometry shifts✓

Ride height sets where the suspension sits in its travel, so a sagging spring changes camber and toe and can cause a pull or tire wear. Ride height is checked and corrected before setting alignment angles. Worn springs are replaced first.

Bump steer is a condition in which the:

• a.Brakes grab or release unevenly while driving on a rough road
• b.Tires slowly lose air pressure each time the vehicle hits a bump
• c.Steering wheel locks up whenever the brakes are firmly applied
• d.Wheels steer slightly on their own as the suspension moves✓

Bump steer occurs when suspension travel changes toe, so hitting a bump makes the vehicle dart. It often results from bent parts, wrong ride height, or mismatched tie-rod geometry. Correcting the geometry eliminates the darting.

A shock absorber found leaking oil should be:

• a.Overinflated with compressed air to compensate for the lost oil
• b.Refilled with fresh brake fluid and returned to service on the vehicle
• c.Wiped clean of the leaking oil and simply reinstalled as it was
• d.Replaced, usually in pairs on the same axle✓

A shock leaking its oil has lost damping and should be replaced, and doing both on an axle keeps handling balanced. Worn shocks cause bounce, cupping, and poor control. A quick bounce test and visual leak check confirm the condition.

An air (load-leveling) suspension that will not hold ride height most likely has a:

• a.Leaking air spring, dead compressor, or leaking line✓
• b.Faulty oxygen sensor that has slowed its response in the exhaust
• c.Worn brake pad set that has gone metal-to-metal at one wheel
• d.Clogged fuel injector causing a lean misfire under acceleration

Air suspension holds height by adding air, so a leak in a spring, line, or valve, or a dead compressor lets the vehicle sag. The system is checked for leaks and compressor operation. A height sensor fault can also cause improper leveling.

A vehicle that drifts on a level road but tracks straight on a crowned road may be reacting to:

• a.A boiling master cylinder overflowing brake fluid from the reservoir
• b.An overcharged battery from extra load on the charging system
• c.Road crown rather than a true alignment fault✓
• d.A clogged EGR valve that has begun to affect the engine idle

Roads are crowned for drainage, which can make a properly aligned vehicle drift slightly toward the low side. Distinguishing crown drift from a true pull avoids unnecessary repairs. Swapping tires and checking cross-camber help confirm.

Radial runout of a tire and wheel assembly refers to:

• a.The toe setting of the front wheels measured from above the tire
• b.Side-to-side wobble of the assembly measured across its face
• c.The inward or outward tilt of the tire measured from vertical
• d.Up-and-down (out-of-round) variation as it rotates✓

Radial runout is out-of-roundness that causes a vertical hop, while lateral runout is side-to-side wobble. Excess runout causes vibration that balancing alone will not fix. It is measured with a dial indicator against the tire or rim.

For a hub-centric wheel, the wheel is centered on the hub by the:

• a.Lug nuts alone as they are tightened in the crisscross pattern
• b.Tire bead sealing against the outer lip of the wheel flange
• c.Center bore fitting over the hub's machined pilot✓
• d.Valve stem seating against its hole in the rim of the wheel

A hub-centric wheel locates on the machined hub pilot at its center bore, so the load and centering are carried there while the lugs clamp it. Lug-centric wheels instead center on tapered lug seats. Correct centering prevents vibration.

A steering shimmy that appears at a specific highway speed and smooths above or below it is most often:

• a.A dirty cabin air filter restricting airflow through the HVAC case
• b.A worn oxygen sensor that has slowed its response in the exhaust
• c.A stuck-closed thermostat that raises the engine coolant temperature
• d.Wheel and tire imbalance✓

An imbalance excites a vibration at the speed where the heavy spot's frequency peaks, felt as a shimmy that comes and goes with speed. Balancing corrects it. Runout or a worn part can cause similar symptoms if balancing does not resolve it.

Torque steer, a pull under hard acceleration on a front-wheel-drive car, is most associated with:

• a.A worn brake master cylinder leaking fluid past its internal seals
• b.Unequal drive axle angles or lengths applying torque unevenly✓
• c.A dirty engine air filter restricting airflow into the intake tract
• d.A leaking A/C evaporator dripping refrigerant oil in the HVAC case

Torque steer arises when the front drive axles apply torque unevenly, often due to their differing angles or lengths, pulling the steering during acceleration. Worn mounts or suspension parts can worsen it. It is distinguished from an alignment pull by its throttle sensitivity.

Excessive positive caster on a vehicle without power steering will most noticeably increase:

• a.The vehicle's tendency to wander and drift at highway speed
• b.The likelihood that the wheels will shimmy at a specific speed
• c.Steering effort while improving straight-line stability✓
• d.Tire wear across the center of the tread on both front tires

Positive caster tilts the steering axis rearward at the top, aiding stability and return but raising effort, which is more noticeable without power assist. Too little caster causes wander instead. Caster is compared side to side during alignment.

Technician A says a worn ball joint can produce a clunk and cause a failed alignment. Technician B says a worn ball joint can wear a tire and, if it separates, cause loss of control. Who is correct?

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

A worn ball joint clunks, shifts alignment, wears tires, and can fail dangerously if it separates. Both technicians are correct. Worn joints are replaced before performing an alignment.

Technician A says correct toe is critical for even tire wear. Technician B says toe is adjustable on most vehicles. Who is correct?

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

Toe strongly affects tire wear and is adjustable on virtually all vehicles. Both technicians are correct. Toe is typically the last angle set during an alignment.

Technician A says a defective (conicity) tire can cause a pull. Technician B says swapping the front tires side to side can help confirm a tire-caused pull. Who is correct?

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

A tire with internal conicity can steer the vehicle, and swapping the tires side to side changes or moves the pull, confirming the tire. Both technicians are correct. This test isolates a tire pull from an alignment pull.