ASE G1 practice test: 54 questions

Incorrect: A cold check is wrong because the procedure ties the check to a specified fluid temperature, and ATF expands as it warms.

Correct: On a standpipe unit the level is checked with the engine idling at the specified fluid temperature, so the pump keeps the circuits full while the excess drains from the plug.

Incorrect: The selector is cycled through the gears and then left in Park for the check; it is not held in Reverse.

Incorrect: The vehicle must sit level on the hoist; with the rear wheels raised the unit tilts the fluid and gives a false level.

Incorrect: With the engine off, fluid drains back from the converter and circuits into the pan, and too much runs out of the plug.

Incorrect: This procedure calls for a running engine; shutting it off lets fluid drain back and the level reads high.

Incorrect: The first pull carries splash from the filler tube, so the line it shows is unreliable.

Incorrect: A partly inserted dipstick does not reach its calibrated depth, so the reading means nothing.

Incorrect: Adding fluid before reading the level risks overfilling, which aerates the fluid.

Correct: The first pull is smeared by fluid splashing in the tube; wiping the stick and seating it fully gives a clean, accurate line.

Incorrect: 88°C would be about 190°F; the status happens to be right, but the conversion is not.

Incorrect: 78°C comes from the rough 'subtract 30 and halve' shortcut; the exact conversion gives 85°C.

Correct: (185 − 32) × 5/9 = 85°C, inside the 80–90°C window, so the check can proceed.

Incorrect: 103 comes from 185 × 5/9 without first subtracting 32.

Incorrect: 153 is 185 − 32 without the × 5/9 step, so it is not a Celsius value.

Incorrect: A restricted filter starves the pump and causes delayed or slipping shifts; it does not raise the level above full.

Incorrect: Overheating darkens fluid and gives it a burnt smell; pink, foamy fluid above full points to overfill.

Correct: In an overfilled unit the level sits above HOT FULL and rotating parts whip the fluid into foam; draining to the correct level is the fix.

Incorrect: The wrong fluid can cause shift problems, but it does not push the level far above the full mark.

Incorrect: A low level can aerate fluid too, but this dipstick reads well above HOT FULL.

Incorrect: Nothing suggests the dial indicator is faulty; 0.006 in. is a believable stack-up reading.

Incorrect: Machining removes material the rotor does not need to lose; it comes only if indexing and a hub check leave runout out of spec.

Incorrect: The hub is replaced only after its own runout measures out of spec; nothing here condemns it yet.

Incorrect: The rotor is in good condition and well above minimum thickness, so replacing it before indexing wastes a good part.

Correct: Runout on a rotor in good condition often comes from how it stacks on the hub; indexing it to a new stud position and re-measuring is the first, no-cost step.

Incorrect: Cleaning the sensor mount helps a loose or dirty sensor, but the fault found here is a crack in the ring.

Incorrect: The ABS module is correctly flagging a bad signal; replacing it does not fix the cracked ring.

Incorrect: The wheel speed sensor is reading a damaged ring; a new sensor would read the same crack.

Incorrect: Most wheel speed sensors have a fixed air gap, and no gap setting can hide a cracked tone ring.

Correct: A cracked tone ring gives an erratic signal each time the crack passes the sensor; replacing the ring (or the hub or axle it is part of) is the fix.

Correct: Thickness variation is found by measuring with a micrometer at several evenly spaced points (eight or more) around the rotor, the same distance in from the edge, and comparing them.

Incorrect: The hub mounting flange is not the friction surface; thickness there says nothing about the braking face.

Incorrect: The thinnest point checks discard thickness; parallelism needs a set of readings to compare, not one minimum.

Incorrect: Wheel studs are not on the rotor face; measuring across them does not measure rotor thickness.

Incorrect: A single reading cannot show variation, and the very outer edge sits outside the pad path.

Correct: A circuit-open code means the module sees no complete sensor circuit; checking the sensor, connector and harness comes before any parts.

Incorrect: Steering angle sensor calibration does not address an open circuit at a wheel speed sensor.

Incorrect: Replacing the wheel speed sensor without testing skips the harness and connector, where an open circuit is often found.

Incorrect: Clearing the trouble code erases the evidence; with an open circuit the code returns on the next drive.

Incorrect: An electrical open in a sensor circuit has nothing to do with air in the hydraulic system.

Correct: Old, heat-fatigued clips and shims stop holding and damping the pads, so the pads vibrate and squeal under light braking.

Incorrect: Seized caliper pins cause drag and uneven pad wear, not a squeal from loose pads.

Incorrect: Air in the brake lines makes the pedal spongy; it does not make noise.

Incorrect: A low brake fluid level lights the brake warning lamp; it has nothing to do with pad noise.

Incorrect: The rotors are in good condition, and runout causes pulsation rather than a squeal.

Incorrect: High-temperature silicone brake lubricant is made to be safe on caliper rubber; it does not swell the boots.

Incorrect: Dry graphite powder does not swell rubber; it simply wears away and leaves the pins dry.

Incorrect: Poly-glycol assembly fluid shares the base of DOT 3/4 brake fluid, so it is safe for brake rubber.

Correct: Petroleum products attack the EPDM rubber of caliper boots and seals, making them swell and soften.

Incorrect: Synthetic ceramic caliper grease is a brake-specific product that is compatible with the boots.

Correct: A floating rotor is held to the hub only by the wheel; lug nuts (with spacers if needed) torqued to spec clamp it flat so the dial indicator reads true runout.

Incorrect: Loosening the wheel bearing nut adds play that shows up as false runout.

Incorrect: Pushing the caliper pistons back is part of pad service; it does not affect how the rotor sits on the hub.

Incorrect: Sanding the rotor face does not change runout, which depends on how the rotor sits and how flat it is.

Incorrect: Applying the parking brake keeps the rotor from turning, and the rotor has to rotate for the reading.

Incorrect: The caliper was checked and works correctly, and a seized slide pin causes drag and uneven wear, not grinding.

Incorrect: Both pads measured above minimum, so worn-out friction material is ruled out.

Incorrect: A glazed rotor surface reduces friction and squeals; it does not grind metal on metal.

Incorrect: Rotor runout causes pedal pulsation, not a constant grinding noise.

Correct: A stone caught between the rotor and its dust shield scrapes metal on metal while driving, even with good pads and a working caliper.

Incorrect: 0% would come from reading the 9.8 V load voltage, which is not a state-of-charge measurement.

Incorrect: 100% needs about 12.6–12.7 V at rest; the 12.9 V surface charge reading overstates the charge.

Incorrect: 50% is about 12.2 V at rest, and 12.4 V is higher than that.

Correct: State of charge is read from rest voltage once surface charge is gone; 12.4 V corresponds to about 75%.

Incorrect: 25% is about 12.0 V at rest, well below the 12.4 V measured.

Correct: Skin oil left on a halogen capsule creates a hot spot that blisters the quartz glass and makes the bulb fail early; new bulbs are handled by the base or with gloves.

Incorrect: A loose headlamp assembly breaks filaments through vibration; it does not blister the glass.

Incorrect: High charging voltage shortens the life of every bulb by overheating the filament, without a single blistered spot.

Incorrect: Moisture in the housing fogs the lens and corrodes sockets, but it does not blister one spot on the glass.

Incorrect: A short in the wiring blows a fuse or kills the lamp; it does not mark the glass.

Correct: A good fusible link feels firm; when it stretches like soft rubber, the conductor inside has melted open even though the insulation is unbroken.

Incorrect: Oil-soaked insulation swells and softens, but a link that stretches when pulled points to a melted conductor.

Incorrect: A loose crimp shows up as heat or high resistance at the terminal, not as a stretchy link.

Incorrect: A fusible link is deliberately smaller in gauge than the wire it protects; that is its design, not a fault.

Incorrect: The insulation looks whole, but the stretch shows the conductor inside is gone, so the link is not intact.

Correct: An unsecured battery is shaken by road vibration, which loosens plate material and breaks internal connections, shortening its life.

Incorrect: Terminal post oxidation comes from acid vapor and moisture, not from a loose battery.

Incorrect: Reduced electrolyte levels come from heat and overcharging, not from a missing hold-down.

Incorrect: Case swelling from heat is caused by overcharging or high temperature, not by movement.

Incorrect: Faster sulfation comes from a battery sitting discharged, not from it moving in the tray.

Incorrect: Dirt across the case can leak a small current, but the battery held its charge while sitting by itself.

Incorrect: An internal battery short would drain it even while disconnected, and it held 12.6 V.

Correct: The battery holds 12.6 V for 12 hours on its own but drains overnight when connected, so something in the vehicle is drawing current with the key off.

Incorrect: Sulfated plates lose capacity, but they would not make the battery drop to 10.5 V only when it is connected.

Incorrect: Stratification affects capacity and readings; it does not drain the battery only when connected to the vehicle.

Incorrect: Relative mode zeroes the display to a reference value; it does not record dips.

Incorrect: Data Hold freezes one reading on the display; it does not track the lowest value over time.

Correct: Min/Max mode records the lowest and highest readings while the harness is wiggled, catching a brief voltage drop the display would miss.

Incorrect: Peak Hold keeps the single highest instantaneous peak; it does not log the lowest and highest readings the way Min/Max does.

Incorrect: Auto Range only selects the measuring range; it records nothing.

Incorrect: A pump relay stuck closed keeps power on the pump all the time; it does not lower voltage under load.

Incorrect: A fuse rated too high removes protection, but it does not cause a voltage drop on a sound wire.

Incorrect: A power lead shorted to ground would blow the fuse rather than leave 4.0 V at the pump.

Correct: A wire with only a few strands left, or corrosion inside, can read 0.2 ohm with almost no current yet drop most of the voltage once the pump draws current; a loaded voltage drop test finds it.

Incorrect: An out-of-calibration multimeter would not explain why the voltage collapses only when the pump is loaded.

Incorrect: The drop was measured at the clamp contact, not along the cable; the ground cable is replaced only if it is damaged too.

Incorrect: A parasitic draw test looks for key-off drains; it does not address a resistive connection while cranking.

Incorrect: The starter motor is not part of the post-to-clamp measurement.

Correct: The 0.5 V drop is across the post-to-clamp contact itself, so cleaning the post and clamp and tightening the clamp fixes the high resistance.

Incorrect: The drop is outside the battery, at the connection, so the battery is not condemned.

Incorrect: A seized engine bearing makes the starter draw very high current, not 50 A.

Incorrect: An open neutral switch stops the solenoid from clicking at all, and here it clicks.

Correct: Good battery voltage, a low cable drop and very low current mean power reaches the starter but the motor does not draw its load: an open in its brushes, windings or solenoid contacts.

Incorrect: Battery voltage holds at 12.2 V during the attempt, so a discharged battery is ruled out.

Incorrect: A total drop of 0.3 V shows the cables are not restricting current.

Incorrect: A rolled edge protects the hose cover, but a worm-gear clamp still applies fixed, screw-driven force that can crack plastic.

Incorrect: A T-bolt clamp gives very high clamping force for high-pressure hoses and can crack a plastic neck.

Incorrect: A worm-drive clamp is easy to overtighten on a plastic neck, and it does not follow the hose as it shrinks when cold.

Incorrect: A double-wire clamp concentrates force on two thin lines and can cut the hose or stress the plastic neck.

Correct: A constant-tension spring clamp keeps even pressure as the hose and plastic neck expand and shrink, without the overtightening that cracks plastic.

Incorrect: Abrasion wears through the outer cover where the hose rubs; it does not make the rubber spongy.

Incorrect: Heat cycling hardens a hose along its whole length rather than softening one end.

Correct: Electrochemical degradation attacks the hose from the inside near the metal fittings and clamps, leaving it soft and spongy there while the middle stays firm.

Incorrect: Ozone damage from the environment makes fine surface cracks on the outside, not soft rubber near the clamp.

Incorrect: Excessive system pressure would balloon or burst a weak spot; it does not soften only the hose ends.

Incorrect: A porous block casting weeps slowly and would show as a slow pressure loss.

Incorrect: Head gasket seepage lets pressure fall slowly over minutes, not to zero in seconds.

Incorrect: A hairline head crack leaks into a cylinder or the oil slowly; it does not drop pressure to zero almost at once.

Incorrect: A pinhole heater core leak bleeds pressure off gradually; it cannot dump the pressure in five seconds.

Correct: Pressure that falls to zero within seconds means coolant is escaping fast, which points to a large external leak such as a split hose or an open drain.

Incorrect: Technician A is wrong: opening a pressurized reservoir on a hot engine can spray scalding coolant, and a hot level does not match the COLD FULL mark.

Correct: Technician B is right: the level is checked on a cooled engine against the COLD FULL mark, when the cap can be removed safely.

Incorrect: Technician A's hot, cap-off top-off is unsafe and reads the wrong mark, so both cannot be correct.

Incorrect: Technician B describes the correct check, so rejecting both is wrong.

Correct: Technician A is right: a 60% antifreeze mix protects to about −60°F, well below −30°F, and stays within the range manufacturers allow.

Incorrect: Technician B is wrong: 30% antifreeze protects only to about +5°F, far short of −30°F.

Incorrect: A 30% mix would freeze well above −30°F, so both cannot be correct.

Incorrect: Technician A's 60/40 mix gives the needed protection, so rejecting both is wrong.

Incorrect: Technician A is wrong to call the head gasket 'definitely' failed: with no visible leak, the tester connections and clamps are checked first.

Correct: Technician B is right: a loose adapter or hose clamp is a common, easy cause of pressure loss and is ruled out before internal leaks are suspected.

Incorrect: Technician A jumps to a conclusion the test does not support, so both cannot be right.

Incorrect: Technician B's first step is correct, so rejecting both is wrong.

Incorrect: Bending the tabs with pliers seldom reseals the gasket and can crack the plastic tank.

Incorrect: Epoxy does not bond reliably to the plastic tank under heat and pressure, so the seam leaks again.

Incorrect: A lower pressure cap lowers the boiling point and invites overheating without fixing the leak.

Correct: White crust at the tank-to-core crimp is dried coolant from a failed tank gasket; plastic-tank radiators are replaced rather than resealed in service.

Incorrect: Stop-leak can clog the radiator and heater core and is not a proper repair for a seam leak.

Correct: As coolant heats it expands and the pressure cap releases the excess to the reservoir; a steady, bubble-free flow is normal.

Incorrect: The cap's vacuum valve works on cool-down, drawing coolant back; it does not explain flow during warm-up.

Incorrect: Air trapped in the heater core circuit would show as bubbles and gurgling, which are absent here.

Incorrect: A restricted radiator core causes overheating, not a calm, bubble-free flow into the reservoir.

Incorrect: A leaking head gasket pushes combustion gas into the coolant, which shows as bubbles in the flow.

Incorrect: A green cap marks the EVAP service port, which holds vapor at low pressure, not fuel pressure.

Incorrect: The EVAP port has nothing to do with fuel pressure, so averaging it with the rail reading is meaningless.

Incorrect: Removing the green port's Schrader core opens the EVAP system and still gives no fuel pressure reading.

Correct: The fuel rail Schrader port is the fuel pressure test point; the green-capped port near the booster belongs to the EVAP system.

Incorrect: Adapting the gauge to the EVAP port measures vapor system pressure, not fuel pressure.

Incorrect: Blocked condenser airflow raises high-side pressure, the opposite of what was measured.

Incorrect: An overcharge drives both pressures above specification, not below.

Correct: Both sides low with warm air is the classic low-charge pattern: there is not enough refrigerant to build pressure on either side.

Incorrect: An expansion valve stuck open floods the evaporator, raising low-side pressure rather than lowering it.

Incorrect: A failed cooling fan raises high-side pressure, especially at idle.

Incorrect: Filtering does not reliably remove sealant, and contaminated refrigerant is not reused.

Incorrect: Recycling with the shop machine would spread sealant through the machine and into other vehicles.

Incorrect: Venting refrigerant into the shop exhaust is illegal under the Clean Air Act, even when it is contaminated.

Correct: Refrigerant contaminated with sealant cannot be recycled on site; it is recovered with dedicated equipment into a separate container and sent out for reclamation or destruction.

Incorrect: Refrigerant is not mixed with waste oil; it is a regulated gas that must be recovered.

Incorrect: A loss of about 8% stays within tolerance, so it does not prove a leak requiring immediate repair.

Incorrect: 550 g is less than the 600 g specification, so the system was not overcharged.

Incorrect: The recovered charge is within tolerance, so nothing points to a leaking compressor shaft seal.

Correct: 550 g is about 92% of the 600 g specification, inside the 540–660 g window that ±10% allows, so the charge is within tolerance.

Incorrect: A recovered amount within tolerance gives no reason to doubt the recovery machine.

Correct: Technician A is right: CV boots are secured with the ear clamps or crimp bands made for them, which stay tight through heat and flexing.

Incorrect: Technician B is wrong: nylon zip-ties loosen and break from heat and joint movement, letting grease out and dirt in.

Incorrect: Zip-ties are not an acceptable permanent clamp, so both cannot be correct.

Incorrect: Technician A states the correct practice, so rejecting both is wrong.

Incorrect: Front brake pads affect braking only, not a vibration while driving.

Incorrect: Wheel speed sensors report speed to the ABS; they cannot cause a driveline vibration.

Incorrect: Loose steering linkage causes wander and shimmy, not a vibration that tracks driveline speed.

Incorrect: Worn sway bar links clunk over bumps; they do not cause a speed-related driveline vibration.

Correct: Worn or collapsed transmission mounts change driveline working angles, so a balanced shaft can still vibrate.

Incorrect: The torque converter clutch turns at engine speed, which does not match 14 Hz × 3.42.

Correct: The driveshaft turns at wheel speed times the axle ratio: 14 Hz × 3.42 ≈ 48 Hz, which matches the vibration.

Incorrect: A rear axle bearing turns at wheel speed and makes noise rather than a 48 Hz vibration.

Incorrect: An engine mount passes on vibration tied to engine RPM, not a frequency locked to driveshaft speed.

Incorrect: A tire vibration would occur at wheel speed, 14 Hz, not 48 Hz.

Incorrect: An engine cylinder misfire follows engine firing frequency, not driveshaft speed.

Incorrect: A tire bead seating issue causes vibration at wheel speed, not at twice driveshaft speed.

Incorrect: A driveshaft balance issue pushes once per revolution, a first-order vibration.

Correct: A U-joint running at an angle speeds up and slows down twice per turn, so unequal or excessive working angles create a second-order driveline vibration.

Incorrect: Tube runout is also a once-per-revolution, first-order disturbance.

Incorrect: A split boot is a quick seal for a clean joint; it does nothing for a worn one.

Incorrect: Tape does not seal a CV boot, and fresh grease cannot repair a clicking joint.

Incorrect: The axle nut sets hub clamp load; tightening it does not stop a worn CV joint from clicking.

Correct: Sand and water in the grease and a clicking joint mean the joint is already worn, so replacing the CV joint or axle assembly is the repair.

Incorrect: Re-booting saves a joint only when the tear is caught early; a contaminated, clicking joint is already damaged.

Correct: Cracks hide in the folds of the pleats; spreading them and flexing the joint opens the folds to reveal hidden cracks or tears.

Incorrect: Boot diameter is not a measured service spec; the inspection looks for damage.

Incorrect: UV light finds dye in fluid leaks; it is not how CV boots are checked.

Incorrect: A CV boot is never pressurized with shop air, which can rupture it.

Incorrect: A soapy water spray test finds air leaks in pressurized systems, and a CV boot is not pressurized.

Incorrect: The weld marks are from factory balancing, but a clean, empty patch on a dirty tube means the weight has come off, which is not normal.

Correct: A clean rectangle with spot weld marks on a dirty tube is where a balance weight used to be; losing it leaves the shaft out of balance at speed.

Incorrect: Heat discoloration shows as a blue or straw tint, not a clean patch with weld marks.

Incorrect: Collision damage shows as dents or bends, not a neat welded rectangle.

Incorrect: A bent driveshaft tube is found with a runout check; it does not leave a clean, welded patch.

Incorrect: The rim is within specification, so replacing the wheel rim does not address the tire's runout.

Incorrect: Grinding tread off the high spot shortens tire life and is not a standard correction; match-mounting is done instead.

Incorrect: Weights on both flanges correct dynamic imbalance, not radial runout.

Incorrect: A counterweight corrects imbalance, not radial runout, which is an out-of-round condition.

Correct: With the rim in spec, the radial runout is in the tire; repositioning (match-mounting) the tire on the wheel lines its high spot up with the rim's low spot.

Incorrect: Worn brake pads make noise and lose friction; they do not cause pulsation tied to lug torque.

Incorrect: Seized caliper slide pins cause drag and uneven pad wear, not pulsation right after a rotation.

Incorrect: Stabilizer links have nothing to do with the brake pedal.

Incorrect: Lug torque does not damage wheel bearings in a way that pulses the pedal.

Correct: Uneven impact-wrench torque pulls the rotor hat out of true, creating lateral runout that soon shows as pedal pulsation.

Correct: The placard pressure is the vehicle maker's recommended cold inflation for this vehicle and load, so the tires are set to 32 psi cold.

Incorrect: 38 psi averages the placard and the sidewall maximum, which has no basis.

Incorrect: 40 psi overinflates the tire for this vehicle, which reduces grip and wears the tread center.

Incorrect: 35 psi is not the specified pressure; the placard value already covers normal highway driving.

Incorrect: 44 psi is the tire's maximum rating, a limit for the tire, not the pressure for this vehicle.

Incorrect: The TPMS control module worked as designed by warning of low cold pressure.

Incorrect: The tire pressure sensors reported correctly: the tires really were low in the cold.

Incorrect: The light followed real pressure changes, so there is no intermittent electrical fault to chase.

Incorrect: A relearn is needed after sensor or position changes, and nothing changed here.

Correct: Pressure drops about 1 psi for every 10°F; hot pressures at placard mean the tires are low when cold, so cold pressures are set to placard spec.

Correct: Alloy wheels can settle against the hub in the first miles, so wheel makers call for a retorque after the first 50–100 miles; skipping it lets the nuts loosen.

Incorrect: Stud thread lubrication changes the torque-to-clamp relationship and can overstretch studs; it is not a missing step.

Incorrect: Thread locking compound is never used on wheel studs; it alters torque and makes removal unsafe.

Incorrect: Hub surfaces are cleaned, not machined, during a wheel install.

Incorrect: Impact wrench tightening causes uneven, incorrect torque; wheels are finished with a torque wrench.

Incorrect: Technician A is wrong: worn joints often look fine at rest, and their play appears only when the linkage is loaded.

Correct: Technician B is right: a dry-park check loads the linkage the way driving does, so worn tie rod ends and sockets show movement.

Incorrect: A static look misses loaded play, so both cannot be correct.

Incorrect: Technician B's dry-park method is a standard check, so rejecting both is wrong.

Incorrect: Surface cracks on sway bar bushings are a minor wear item, not an immediate safety risk.

Incorrect: A missing cotter pin is not 'in limits'; it is a safety defect.

Incorrect: The ball joint is within limits and the bushings show only surface cracks, so the three findings are not equally urgent.

Correct: Without its cotter pin the castle nut can back off and the ball joint can separate, a loss-of-control hazard, so it is the most critical finding.

Incorrect: 0.010 in. of ball joint play is well inside the 0.050 in. limit, so the joint is acceptable.

Correct: Shaking the stabilizer bar loads only the bar and its links, so a clunk reproduced that way points to worn stabilizer bar links.

Incorrect: Inner tie rod ends are part of the steering linkage and are not moved by the stabilizer bar.

Incorrect: Control arm bushings move with the arm; shaking the bar does not load them much.

Incorrect: Upper strut mounts are loaded through the strut, not by shaking the stabilizer bar.

Incorrect: Lower ball joints are checked by loading the wheel and knuckle, not by moving the stabilizer bar.

Incorrect: Sagging coil springs lower ride height; they do not keep the body from settling.

Incorrect: Broken sway bar links affect body roll in turns, not how quickly a bounce dies out.

Incorrect: Worn strut mounts clunk or bind when steering; they do not add rebound cycles.

Correct: A good strut or shock damps the bounce in about one cycle; three oscillations mean the damping is worn out.

Incorrect: Bad control arm bushings cause clunks and alignment shifts, not extra bouncing.

Incorrect: A lift inspection unloads the suspension and cannot show road behavior.

Incorrect: An alignment is often needed after front suspension work, but checking it alone does not verify how the repair drives.

Incorrect: Re-checking torque is good practice, but a stationary check does not confirm the concern is fixed on the road.

Incorrect: A static visual check does not show how the parts behave under load.

Correct: A road test confirms the repair under real loads, and a re-inspection afterward catches anything that loosened or still makes noise.

Incorrect: An impact wrench is not accurate for final wheel torque, even on a low setting.

Incorrect: A jerking motion overshoots the setting before the wrench can click, giving too much torque.

Incorrect: A cheater pipe changes the lever length and makes the setting inaccurate.

Incorrect: Pulling past the click to 'double-click' adds torque beyond the setting.

Correct: A click-type torque wrench is accurate only with a smooth, steady pull until it clicks; then the pull stops.

Correct: Wear-indicator joints are checked loaded, with the vehicle's weight on the wheels; the position of the indicator shoulder in the housing shows wear.

Incorrect: Lifting by the frame with the wheels hanging unloads the joint, and wear indicators are read only under load.

Incorrect: With the joint fully unloaded the wear indicator does not show wear correctly.

Incorrect: Prying between knuckle and control arm measures play on non-indicator joints; the indicator joint is read by its shoulder instead.

Incorrect: Supporting the arm to unload the joint is the method for joints without indicators.

Correct: Technician A is right: feathering, ribs smooth on one side and sharp on the other, comes from incorrect toe scrubbing the tread sideways.

Incorrect: Technician B is wrong: worn shocks leave cupped or scalloped wear, not feathering.

Incorrect: Worn shocks do not cause feathering, so both cannot be correct.

Incorrect: Technician A names the cause correctly, so rejecting both is wrong.

Correct: The axial play is within the 0.050 in. limit, but 0.010 in. of radial play exceeds the 0.000 in. allowed, so the ball joint fails and is replaced.

Incorrect: Only the axial reading is within spec; the radial play fails the specification.

Incorrect: Grease does not remove wear-related play from a worn joint, so re-measuring gives the same result.

Incorrect: A new cotter pin secures the nut but does nothing about play in the joint.

Incorrect: Tightening the castle nut beyond torque does not take up wear inside the joint.