CSLB General Building (B) — All Questions

In an automatic transmission, the torque converter's function is to:

• a.Engage the parking pawl
• b.Cool the engine oil
• c.Couple the engine to the transmission and multiply torque✓
• d.Generate line pressure directly

The torque converter is a fluid coupling that transmits power from the engine to the transmission and multiplies torque during acceleration. Its lockup clutch mechanically links the engine and transmission at cruise to improve fuel economy. The pump, not the converter, generates line pressure.

Technician A says burnt-smelling, dark automatic transmission fluid can indicate overheating and clutch damage. Technician B says fluid color and smell never matter. Who is correct?

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

Dark, burnt-smelling ATF indicates overheating and worn friction material from slipping clutches or bands. Healthy fluid is typically red and translucent. Technician B is wrong because fluid condition is an important diagnostic clue.

A manual transmission clutch that slips under load, especially in higher gears, most commonly indicates:

• a.Too much clutch pedal free play
• b.A worn clutch disc or weak pressure plate✓
• c.A dry pilot bearing
• d.A broken motor mount

A worn friction disc or weak pressure plate cannot hold torque, so the clutch slips under load and engine rpm rises without matching acceleration. Slipping generates heat that accelerates wear. Insufficient free play, not too much, can also cause slipping.

Constant-velocity (CV) joints are used on front-wheel-drive axles primarily because they:

• a.Are cheaper than U-joints
• b.Require no lubrication
• c.Eliminate the need for a differential
• d.Transmit power smoothly through varying steering angles✓

CV joints deliver constant rotational speed while the axle operates through the wide angles created by steering and suspension travel. A torn CV boot lets grease escape and dirt enter, leading to a clicking noise during turns. Boot inspection is a routine maintenance check.

A clicking noise from the front of a FWD vehicle that increases when turning sharply is most likely caused by:

• a.A worn wheel bearing
• b.A worn outer CV joint✓
• c.A leaking transmission seal
• d.An unbalanced tire

A worn outer CV joint clicks under the load of a sharp turn, and the noise usually worsens with steering angle. A torn boot that allowed grease loss is a frequent cause. Wheel bearing noise, by contrast, is typically a steady drone that changes with vehicle speed.

The differential in a rear axle allows:

• a.The driveshaft to change length
• b.The transmission to shift gears
• c.The drive wheels to rotate at different speeds during turns✓
• d.The engine to idle smoothly

The differential splits torque to the drive wheels while allowing them to turn at different speeds when cornering, since the outer wheel travels farther. A limited-slip design adds resistance to reduce wheel spin. Whining or howling noises often indicate worn or improperly set-up gears.

Technician A says a worn driveshaft U-joint can cause a clunk on acceleration. Technician B says it can cause a vibration that increases with vehicle speed. Who is correct?

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

A worn universal joint clunks when torque is applied and vibrates more as speed rises because the joint develops play. Both technicians describe valid symptoms. Rust-colored dust around the caps is an early sign of failure.

A vehicle has a final drive ratio of 3.73:1. This means the:

• a.Wheels turn 3.73 times per driveshaft revolution
• b.Driveshaft turns 3.73 times for each wheel revolution✓
• c.Transmission has 3.73 forward gears
• d.Engine turns at 3.73 percent of wheel speed

A 3.73:1 final drive means the driveshaft (ring-and-pinion input) turns 3.73 times for every one revolution of the axle/wheel. A numerically higher ratio improves acceleration but raises cruising rpm. Ratio is found by dividing ring-gear teeth by pinion-gear teeth.

Technician A says most dipstick-equipped automatics are checked with the engine running at operating temperature. Technician B says fluid level is unaffected by temperature. Who is correct?

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

Dipstick-equipped automatics are checked hot with the engine running and the selector cycled, and fluid expands with temperature so the reading depends on it. Technician B is wrong. Many modern units use a sealed fill within a specified fluid-temperature window.

Technician A says a slipping band or clutch pack can cause delayed or harsh shifts. Technician B says low line pressure can cause slipping and overheating. Who is correct?

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

Worn friction elements slip and cause delayed, harsh, or flaring shifts, while low line pressure reduces clamping force and leads to slippage and heat. Both conditions are valid causes of shift complaints. A pressure test and scan-tool data help isolate the fault.

Excessive clutch pedal free play in a manual transmission can cause:

• a.The clutch to slip under load
• b.Incomplete clutch release, making shifting difficult✓
• c.The flywheel to warp
• d.Loss of transmission fluid

Too much free play prevents the clutch from fully disengaging, causing grinding or hard shifting because the disc still contacts the flywheel. Too little free play causes slipping. Hydraulic systems self-adjust, while cable systems may require manual adjustment.

A gear ratio is calculated by dividing the number of teeth on the driven gear by the number on the drive gear. A drive gear with 12 teeth turning a driven gear with 36 teeth produces a ratio of:

• a.3:1✓
• b.1:3
• c.4:1
• d.2:1

Dividing 36 driven teeth by 12 drive teeth gives a 3:1 reduction, meaning the drive gear turns three times for each output revolution. This multiplies torque while reducing speed. Understanding ratios is essential for diagnosing driveline gearing and speedometer calibration.

A whining noise from an automatic transmission that changes with engine speed but is present in Park and Neutral most likely points to:

• a.A worn output shaft bearing
• b.A slipping clutch pack
• c.A failing transmission fluid pump✓
• d.A worn CV joint

Because the pump is driven by the converter hub whenever the engine runs, a pump-related whine is present in Park and Neutral and varies with engine rpm. Output-related noises appear only when the vehicle moves. Low fluid or aeration can produce similar sounds.

The pilot bearing or bushing in a manual-transmission vehicle supports the:

• a.Clutch release fork
• b.Tip of the transmission input shaft✓
• c.Flywheel ring gear
• d.Throwout bearing

The pilot bearing supports the front tip of the input shaft in the end of the crankshaft, keeping it centered. A worn pilot bearing causes noise and hard shifting, especially with the clutch depressed. It should be inspected or replaced whenever the clutch is serviced.