ABS brake bleeding and the rest of area D

Incorrect: Play in the right front bearing would disturb the right front signal, but the dropout is on the left front.

Incorrect: A poor module ground would upset several wheel signals or set module codes, not one wheel only in right turns.

Incorrect: Coil resistance is a static test that would not change with cornering load, and the harness test already pointed away from an electrical fault.

Correct: The dropout follows side load in right turns and not harness movement, which fits a loose left front bearing letting the tone ring move away from the sensor.

Incorrect: Fluid level and the master cylinder do not affect a wheel speed signal.

Incorrect: Passive sensors get no DC reference voltage; that feed belongs to active (Hall or magnetoresistive) sensors.

Incorrect: A PWM or square-wave signal belongs to some active sensors; a passive sensor's output is an AC sine wave.

Correct: A variable reluctance sensor makes its own AC voltage as the teeth pass, so an AC reading that rises with wheel speed proves it works.

Incorrect: Parasitic draw is a key-off battery drain test and has nothing to do with sensor output.

Incorrect: The module ground is checked at the module, not across the sensor pins while the wheel turns.

Incorrect: Debris on the sensor tip distorts or weakens the signal, but the wheel still reads some speed.

Incorrect: The steering angle sensor has nothing to do with a wheel speed reading.

Incorrect: Bearing runout makes the signal vary through each turn rather than vanish completely.

Incorrect: A cracked tooth disturbs one spot per revolution, so the speed would glitch rather than stay at zero.

Correct: A reading stuck at exactly zero at every speed means no signal reaches the module at all, which points to an open circuit rather than a mechanical fault.

Incorrect: A gravity bleed is even gentler than manual bleeding and cannot open the HCU's closed circuits.

Correct: Running the automated ABS bleed with a scan tool cycles the HCU pump and valves, moving out air that a manual bleed leaves trapped behind the closed valves.

Incorrect: Adjusting the booster pushrod changes free travel or cures drag; it cannot fix a spongy pedal caused by trapped air.

Incorrect: Pedal free play is a linkage setting and does not remove air.

Incorrect: A booster fault gives a hard pedal, not a spongy one, and nothing points to it.

Incorrect: A misadjusted pedal position sensor affects brake-on detection for all wheels, not one wheel's speed signal.

Correct: A wheel cannot drop from 45 to 0 mph in a light stop on dry pavement while three others hold 45, so the module is reacting to a lost left front signal, not a real skid.

Incorrect: An ABS pump motor fault sets its own code and does not create a false zero speed at one wheel.

Incorrect: Hydroplaning would not explain the same event on dry pavement, and it would slow more than one front wheel.

Incorrect: Light braking on dry pavement does not lock one wheel to zero, so this is not a normal ABS event.

Incorrect: Yaw rate is a stability control input; it does not explain one wheel reading low in a straight line.

Incorrect: An air gap problem makes the signal drop out or go erratic; this reading is steady and only slightly low.

Correct: Tire sizes and pressures come first: a wheel reading a steady 1–2 mph off the others with no dropouts turns at a different rate because its rolling diameter differs, not because its sensor failed.

Incorrect: The TCS lamp flashes with no braking at all, so the brake switch is not part of this fault.

Incorrect: The pump motor runs only during intervention or self-test and does not affect wheel speed readings.

Correct: The ABS module stores a code for the fault that turned the lamp on, and reading it first tells you which circuit or sensor to test.

Incorrect: Alignment angles are not monitored by ABS and do not turn the lamp on.

Incorrect: Tread depth affects grip, but the ABS module does not monitor it, so it cannot explain the lamp.

Incorrect: Pad wear is shown by wear sensors or a brake lamp on some cars, not by the ABS lamp.

Incorrect: A module fault turns the lamp on steadily and stores a code; it does not flash during spin.

Incorrect: A failed wheel speed sensor sets a code with a steady lamp and disables TCS rather than making it flash.

Correct: A flashing TCS lamp is the normal signal that the system is braking a spinning wheel or cutting torque at that moment.

Incorrect: Low fluid lights the red brake lamp, not a flashing TCS indicator.

Incorrect: A brake fluid flush leaves the hydraulics working the same and does not affect ESC's reading of vehicle motion.

Correct: The 3-inch suspension lift raises the center of gravity and changes body roll, so the vehicle no longer behaves as the ESC calibration expects; the manufacturer's reconfiguration or a return to stock height is needed.

Incorrect: New tires of the same size keep the rolling diameter the ESC system expects.

Incorrect: New front brake pads change friction feel, but not the vehicle motion ESC compares with the driver's steering.

Incorrect: A failed booster makes the pedal hard all the time, not pulsing during ABS stops.

Incorrect: A worn master cylinder makes the pedal sink; the kick during ABS stops is normal behavior.

Incorrect: Low fluid gives a low pedal and a warning lamp, not a rhythmic kick.

Correct: As ABS opens and closes its valves to hold, release and reapply pressure, the pulses push back on the master cylinder and the pedal; this is normal.

Incorrect: Worn brake pads reduce braking feel, but ESC stays available.

Incorrect: Normal TCS activity flashes the lamp while it controls wheel spin; it does not switch ESC off.

Correct: ESC brakes individual wheels through the ABS hydraulic unit and uses its wheel speed data, so an ABS fault shuts ESC down too.

Incorrect: Low tire pressure lights the TPMS lamp, while ESC stays available.

Incorrect: A stuck right rear inlet solenoid would lock the right rear wheel, not the left rear.

Incorrect: The pump and accumulator serve all ABS channels, so a fault there would not lock one wheel alone.

Incorrect: A false low reading would make ABS release that wheel's pressure, not let it lock; the skid mark shows the lockup was real.

Correct: When ABS tries to hold or release a locking wheel it closes that wheel's inlet valve; one stuck open keeps feeding master cylinder pressure, so the wheel stays locked even though the system saw the lockup.

Incorrect: A master cylinder primary piston fault affects a whole circuit and the pedal, not a single wheel locking.

Incorrect: The right front sensor tests within specification, and replacing it ignores the terminal fault the wiggle test found.

Incorrect: Solder inside a connector does not restore worn terminals and is not an approved terminal repair.

Incorrect: A module reflash fixes software faults; it cannot fix a connection that opens when it moves.

Incorrect: Hub and tone ring faults do not change when a connector is wiggled; the wiggle test isolated the connector.

Correct: The dropout follows connector movement, so the fault is worn (fretted) terminals; repairing them with the maker's terminal repair and sealing the connector fixes it.