Delmar's Test Preparation Series Automobile Test Manual Drive Train and Axles (Test A3) 2nd Edition DELMAR THOMSON LEARNING Ausifaila Canada Mexico Singapore Spain United Kingdom United StateDELMAR Delmar's Test Preparation Series Automobile Test Manual Drive Train and Axles (Test A3) ‘2nd Edition Delmar Staff: Business Unit Director: Executive Marketing Manage ‘Channel Manager: Alar Eker Maura Theriault, ‘Mona Caron Executive Editor: Executive Production Manager: Marketing Coordinator: Sandy Clark Mary Ellen Black Brian McGrath ‘Acquisitions Editor: Production Manager: Cover Design: Jack Exjavec Larry Main Michael Egan ‘Team Assistant: Production Editor: Cover Images Courtesy of: Bryan Viggiani Betsy Hough DalmlerChryster ‘Developmental Editor: Production Editor: ‘Christopher Shortt, ‘Tom Stover Copyright © 2001 by Delmar, For permission to use material from this text or product, 4 division of Thomson Learning, Inc contact us by ‘Thomson Learning™ isa trademark ‘Tel (800) 730-2214 ‘used herein under license, Fax (800) 730-2215, swww:thomsontights.com Printed in Canada ISBN: 0-7668-3426-3 123456789 XXX 05 04 03 02 01 For more information contact Delmar, 3 Columbia Circle, PO Box 15015, ‘Albany, NY 12212-501S. (Or find us on the World Wide Web at http//wwdelmarcom oF bttp://wwwautoed com ALL RIGHTS RESERVED. No part ofthis work covered by the copy- right hereon may be reproduced or used in any form or by any ‘means—graphic, electronic, or mechanical, including photocopying, recording, taping, Web distribution or information storage and retrieval systems--without written permission of the publisher NOTICE TO THE READER Publisher does not warrant or guarantee any ofthe products described herein or perform any independent analysts in ‘connection with any of the product information contained herein, Publisher does not assume, and expressly disclaims, any ‘obligation to obtain and include information other than that provide to It by the manufacturer The reader is expressly warned to consider and adopt all safety precautions that might be indicated by the activities herein and to avoid all potential hazards. By following the instructions contained herein, the reader willingly assumes all risks in connection with such Instructions “The Publisher makes no representation or warranties of any kind, including but not limited to, the warranties of fitness for particular purpose or merchantability, nor are any such representations implied with respect to the material set forth herein, and the publisher takes no responsiblity with respect to such material. The publisher shall not be liable for any special, consequential, fr exemplary damages resulting, in whole or pat, from the readers’ use of or reliance upon, this materialContents Preface ..... 2... eee eee eens v Section 1 The History of ASE History . ASE. . . Section 2 Take and Pass Every ASE Test ASE Testing Who Writes the Questions? Objective Tests. . Preparing for the During the Test Your Test Results! . AnRwww Section 3 Types of Questions on an ASE Exam Multiple-Choice Questions . EXCEPT Questions Technician A, Technician Questions Most-Likely Questions. . . LEAST-Likely Questions. Summary...... Testing Time Length. SSocmar Section 4 An Overview of the System Manual Drive Train and Axles (Test A3). Task List and Overview ‘A. Clutch Diagnosis and Repair (6 Questions) B. Transmission Diagnosis and Repair (6 Questions) C. Transaxle Diagnosis and Repair (8 Questions). . . D. Drive (Half) Shaft and Universal Joint/Constant-Velocity (CV) Joint Diagnosis and Repair (Front- and Rear-Wheel Drive) (6 Questions) ©... 0.0.0... c cece ee eeee cent ee eeee este ees 22iv Contents E. Rear-Wheel Drive Axle Diagnosis and Repair (7 Questions) . . . . 24 1. Ring and Pinion Gears (3 Questions) . . . 124 2. Differential Case Assembly (2 Questions) 125 3. Limited Slip Differential (1 Question). .. » 26 4. Axle Shafts (1 Question) F. Four-Wheel Drive Components Diagnosis and Repair (7 Questions)... cece cee cee cents eeneeeeseneeeenenees 27 Section 5 Sample Test for Practice Sample Test. 0.000600 e cece cece cence eect e enna ee 29 Section 6 Additional Test Questions for Practice Additional Test Questions. ........00.. 00000 0eecee sees cnet tees 55 Section 7 Appendices Answers to the Test Questions for the Sample Test Section 5 Explanations to the Answers for the Sample Test Section 5. Answers to the Test Questions for the Additional Test Questions Section 6.000.000. eee ce cece eee eee eect eee eee eee eee 97 Explanations to the Answers for the Additional Test Questions Section 6 : beste Glossary .Preface This book is just one of a comprehensive series designed to prepare technicians to take and pass every ASE test. Delmar’s series covers all of the Automotive tests A1 through A8 as well as Advanced Engine Performance L1 and Parts Specialist P2. The series also covers the five Collision Repair tests and the eight Medium/Heavy Duty truck tests. Before any book in this series was written, Delmar staff met with and surveyed technicians and shop owners who have taken ASE tests and have used other preparatory materials. We found that they wanted, first and foremost, lots of practice tests and questions. Each book in our series contains a sample test and additional practice questions. You will be hard-pressed to find a test prep book with more ques- tions for you to practice with. We have worked hard to ensure that these questions match the ASE style in types of questions, quantities, and level of difficulty. ‘Technicians also told us that they wanted to understand the ASE test and to have practical informa- tion about what they should expect. We have provided that as well, including a history of ASE and a section devoted to helping the technician “Take and Pass Every ASE Test” with case studies, test-taking strategies, and test formats. Finally, techs wanted refresher information and references. Each of our books includes an overview section that is referenced to the task list. The complete task lists for each test appear in each book for the user's reference. There is also a complete glossary of terms for each booklet. So whether you're looking for a sample test and a few extra questions to practice with or a complete introduction to ASE testing, with support for preparing thoroughly, this book series is an excellent answer. ‘We hope you benefit from this book and that you pass every ASE test you take! Your comments, both positive and negative, are certainly encouraged! Please contact us at: ‘Automotive Editor Delmar Publishers 3 Columbia Circle Box 15015 Albany, NY 12212-5015vi Resource List Resource List Erjavec, Jack. Classroom Manual for Manual Transmissions and Transaxles. Today's Technician. Albany, New York: Delmar Publishers, 1995. Erjavec, Jack. Shop Manual for Manual Transmission and Transaxles. Today's Technician. Albany, New York: Delmar Publishers, 1995. ‘Newton Kenneth; Steeds, William; Garret, Thomas Kenneth; The Motor Vehicle, Boston: Butterworth International, 1989. South David; Dwiggins, Boyce. Delmar's Automotive Dictionary. Albany, New York: Delmar Publishers, 1997The History of ASE History Originally known as The National Institute for Automotive Service Excellence (NIASE), today’s ASE was founded in 1972 as a non-profit, independent entity dedicated to improving the quality of automotive service and repair through the voluntary testing and certification of automotive technicians. Until that time, consumers had no way of distinguishing between competent and incompetent automotive mechanics. In the mid-1960s and early 1970s, efforts were made by several automotive industry affiliated associations to respond to this need. Though the associations were non-profit, many regarded certification test fees merely as a means of raising additional operating capital. ‘Also, some associations, having a vested interest, produced test scores heavily weighted in the favor of its members. From these efforts a new independent, non-profit association, the National Institute for Automotive Service Excellence (NIASE), was established. In early NIASE tests, Mechanic A, Mechanic B type questions were used. Over the years the trend has not changed, but in mid-1984 the term was changed to Technician A, Technician B to better ‘emphasize sophistication of the skills needed to perform successfully in the modern motor vehicle industry. In certain tests the term used is Estimator A/B, Painter A/B, or Parts Specialist A/B. At about that same time, the logo was changed from “The Gear” to “The Blue Seal,” and the organization adopted the acronym ASE for Automotive Service Excellence, ASE ASE’s mission is to improve the quality of vehicle repair and service in the United States through the testing and cettification of automotive repair technicians. Prospec- tive candidates register for and take one or more of ASE’s many exams. Upon passing at least one exam and providing proof of two years of related work experience, the technician becomes ASE certified. A technician who passes a series of exams earns ASE Master Technician status. An automobile technician, for example, must pass eight exams for this recognition. The exams, conducted twice a year at over seven hundred locations around the coun- try, are administered by American College Testing (ACT). They stress real-world diagnos- tic and repair problems. Though a good knowledge of theory is helpful to the techni- cian in answering many of the questions, there are no questions specifically on theory. Certification is valid for five years. To retain certification, the technician must be retested to renew his or her certificate ‘The automotive consumer benefits because ASE certification is a valuable yardstick by which to measure the knowledge and skills of individual technicians, as well as their commitment to their chosen profession. It is also a tribute to the repair facility employing ASE certified technicians. ASE certified technicians are permitted to wear blue and white ASE shoulder insignia, referred to as the “Blue Seal of Excellence,” and carry credentials‘The History of ASE listing their areas of expertise. Often employers display their technicians’ credentials in the customer waiting area. Customers look for facilities that display ASE’s Blue Seal of Excellence logo on outdoor signs, in the customer waiting area, in the telephone book (Yellow Pages), and in newspaper advertisements. To become ASE certified, contact: National Institute for Automotive Service Excellence 13505 Dulles Technology Drive Herndon, VA 20171-3421 CERTIFICATION THROUGH | AUTOMOTIVE | oe | oun A canTake and Pass Every ASE Test ASE Testing Participating in an Automotive Service Excellence (ASE) voluntary certification pro- gram gives you a chance to show your customers that you have the “know-how” needed to work on today’s modern vehicles. The ASE certification tests allow you to compare your skills and knowledge to the automotive service industry's standards for each specialty area. If you are the “average” automotive technician taking this test, you are in your mid- thirties and have not attended school for about fifteen years. That means you probably have not taken a test in many years. Some of you, on the other hand, have attended college or taken postsecondary education courses and may be more familiar with taking tests and with test-taking strategies. There is, however, a difference in the ASE test you are preparing to take and the educational tests you may be accustomed to. Who Writes the Questions? ‘The questions on all ASE tests are written by service industry experts familiar with all aspects of the subject area. ASE questions are entirely job-related and designed to test ‘the skills that you need to know on the job. ‘The questions originate in an ASE “item-writing” workshop where service representa- tives from domestic and import automobile manufacturers, parts and equipment manu- facturers, and vocational educators meet in a workshop setting to share their ideas and translate them into test questions, Each test question written by these experts is reviewed by all of the members of the group. All of the questions are pretested and quality-checked in a nonscoring section of tests by a national sample of certifying technicians. The questions that meet ASE’s high stan- dards of accuracy and quality are then included in the scoring sections of future tests, Those questions that do not pass ASE’s stringent test are sent back to the workshop or are discarded. ASE's tests are monitored by an independent proctor and are adminis- tered and machine-scored by an independent provider, American College Testing (ACT). Objective Tests A testis called an objective test if the same standards and conditions apply to every- one taking the test and there is only one correct answer to each question. Objective tests primarily measure your ability to recall information. A well-designed objective test can also test your ability to understand, analyze, interpret, and apply your knowledge. Objective tests include true-false, multiple choice, fill in the blank, and matching ques- tions, ASE’ tests consist exclusively of four-part multiple-choice objective questions.Take and Pass Every ASE Test Before beginning to take an objective test, quickly look over the test to determine the number of questions, but do not try to read through all of the questions. In an ASE test, there are usually between forty and eighty questions, depending on the subject. Read through each question before marking your answer. Answer the questions in the order they appear on the test. Leave the questions blank that you are not sure of and move on to the next question. You can return to those unanswered questions after you have finished the others. They may be easier to answer at a later time after your mind has had additional time to consider them on a subconscious level. In addition, you might find information in other questions that will help you to answer some of them. Do not be obsessed by the apparent pattern of responses. For example, do not be influenced by a pattern like d, ¢, b, a, d, ¢, b, aon an ASE test. ‘There is also a lot of folk wisdom about taking objective tests. For example, there are those who would advise you to avoid response options that use certain words such as all, none, always, never, must, and only, to name a few. This, they claim, is because noth- ing in life is exclusive. They would advise you to choose response options that use words that allow for some exception, such as sometimes, frequently, rarely, often, usually, seldom, and normally. They would also advise you to avoid the first and last option (A and D) because test writers, they feel, are more comfortable if they put the correct answer in the middle (B and C) of the choices. Another recommendation often offered is to select the option that is either shorter or longer than the other three choices because it is more likely to be correct. Some would advise you to never change an answer since your first intuition is usually correct. Although there may be a grain of truth in this folk wisdom, ASE test writers try to avoid them and so should you. There are just as many A answers as there are B answers, just as many D answers as C answers. As a matter of fact, ASE tries to balance the answers at about 25 percent per choice A, B, C, and D. There is no intention to use “tricky” words, such as outlined above. Put no credence in the opposing words “some- times” and “never,” for example. Multiple-choice tests are sometimes challenging because there are often several choices that may seem possible, and it may be difficult to decide on the correct choice. The best strategy, in this case, is to first determine the correct answer before looking at the options. If you see the answer you decided on, you should still examine the options to make sure that none seem more correct than yours. If you do not know or are not sure of the answer, read each option very carefuily and try to eliminate those options that you know to be wrong. That way, you can often arrive at the correct choice through a process of elimination. If you have gone through all of the test and you still do not know the answer to some of the questions, then guess. Yes, guess. You then have at least a 25 percent chance of being correct. If you leave the question blank, you have no chance. In ASE tests, there is no penalty for being wrong. Preparing for the Exam ‘The main reason we have included so many sample and practice questions in this guide is, simply, to help you learn what you know and what you don’t know. We rec- ommend that you work your way through each question in this book. Before doing this, carefully iook through Section 3; it contains a description and explanation of the questions you'll find in an ASE exam. Once you know what the questions will look like, move to the sample test. After you have answered one of the sample questions (Section 5), read the explanation (Section 7) to the answer for that question. If you don’t feel you understand the reasoning for the correct answer, go back and read the overview (Section 4) for the task that is related toTake and Pass Every ASE Test 8 that question. If you still don’t feel you have a solid understanding of the material, identify a good source of information on the topic, such as a textbook, and do some more studying. After you have completed the sample test, move to the additional questions (Section 6). This time answer the questions as if you were taking an actual test. Once you have answered all of the questions, grade your results using the answer key in Section 7. For every question that you gave a wrong answer to, study the explanations to the answers and/or the overview of the related task areas. Here are some basic guidelines to follow while preparing for the exam: * Focus your studies on those areas you are weak in. * Be honest with yourself while determining if you understand something. + Study often but in short periods of time. ‘+ Remove yourself from all distractions while studying. + Keep in mind the goal of studying is not just to pass the exam, the real goal is, to learn! During the Test Mark your bubble sheet clearly and accurately. One of the biggest problems an adult faces in test-taking, it seems, is in placing an answer in the correct spot on a bubble sheet. Make certain that you mark your answer for, say, question 21, in the space on the bubble sheet designated for the answer for question 21. A correct response in the wrong bubble will probably be wrong. Remember, the answer sheet is machine scored and can only “read” what you have bubbled in. Also, do not bubble in two answers for the same question, If you finish answering all of the questions on a test ahead of time, go back and review the answers of those questions that you were not sure of. You can often catch careless errors by using the remaining time to review your answers. At practically every test, some technicians will invariably finish ahead of time and tum their papers in long before the final call. Do not let them distract or intimidate you. Either they knew too little and could not finish the test, or they were very self- confident and thought they knew it all. Perhaps they were trying to impress the proctor or other technicians about how much they know. Often you may hear them later talk- ing about the information they knew all the while but forgot to respond on their answer sheet. It is not wise to use less than the total amount of time that you are allotted for a test. If there are any doubts, take the time for review. Any product can usually be made bet- ter with some additional effort. A test is no exception. It is not necessary to turn in your test paper until you are told to do so. Your Test Results! You can gain a better perspective about tests if you know and understand how they are scored. ASE’s tests are scored by American College Testing (ACT), a non-partial, non- biased organization having no vested interest in ASE or in the automotive industry, Each question carries the same weight as any other question. For example, if there are fifty questions, each is worth 2 percent of the total score. The passing grade is 70 percent. That means you must correctly answer thirty-five of the fifty questions to pass the test.Take and Pass Every ASE Test The test results can tell you: * where your knowledge equals or exceeds that needed for competent perfor- mance, or * where you might need more preparation ‘The test results canmot tell you: * how you compare with other technicians, or + how many questions you answered correctly. Your ASE test score report will show the number of correct answers you got in each of the content areas. These numbers provide information about your performance in each area of the test. However, because there may be a different number of questions in each area of the test, a high percentage of correct answers in an area with few questions may not offset a low percentage in an area with many questions. It may be noted that one does not “fail” an ASE test. The technician who does not pass is simply told “More Preparation Needed.” Though large differences in percentages may indicate problem areas, it is important to consider how many questions were asked in each area. Since each test evaluates all phases of the work involved in a service spe- cialty, you should be prepared in each area. A low score in one area could keep you from passing an entire test. There is no such thing as average. You cannot determine your overall test score by adding the percentages given for each task area and dividing by the number of areas. It doesn’t work that way because there generally are not the same number of questions in each task area. A task area with twenty questions, for example, counts more toward your total score than a task area with ten questions. Your test report should give you a good picture of your results and a better under- standing of your task areas of strength and weakness. If you fail to pass the test, you may take it again at any time it is scheduled to be administered. You are the oniy one who will receive your test score. Test scores will not be given over the telephone by ASE nor will they be released to anyone without your written permission,Types of Questions on an ASE Exam ASE certification tests are often thought of as being tricky. They may seem to be tricky if you do not completely understand what is being asked. The following examples will help you recognize certain types of ASE questions and avoid common errors, Each test is made up of forty to eighty multiple-choice questions. Multiple-choice questions are an efficient way to test knowledge. To answer them correctly, you must think about each choice as a possibility, and then choose the one that best answers the question. To do this, read each word of the question carefully. Do not assume you know what the question is about until you have finished reading it. About 10 percent of the questions on an actual ASE exam will use an illustration. These drawings contain the information needed to correctly answer the question. The illustration must be studied carefully before attempting to answer the question. Often, techs look at the possible answers then try to match up the answers with the drawing, Always do the opposite; match the drawing to the answers. When the illustration is showing an electrical schematic or another system in detail, look over the system and try to figure out how the system works before you look at the question and the possible answers, Multiple-Choice Questions One type of multiple-choice question has three wrong answers and one correct answer. The wrong answers, however, may be almost correct, so be careful not to jump at the first answer that seems to be correct. If all the answers seem to be correct, choose the answer that is the most correct. If you readily know the answer, this kind of ques- tion does not present a problem. If you are unsure of the answer, analyze the question and the answers. For example: ‘A rocker panel is a structural member of which vehicle construction type? A. Front-wheel drive B, Pickup truck C. Unibody D. Full-frame Analysis: ‘This question asks for a specific answer. By carefully reading the question, you will find that it asks for a construction type that uses the rocker panel as a structural part of the vehicle Answer A is wrong. Frontaivheel drive is not a vehicle construction type. Answer B is wrong, A pickup truck is not a type of vehicle construction. Answer C is correct. Unibody design creates structural integrity by welding parts together, such as the rocker panels, but does not require exterior cosmetic panels Installed for full strength. Answer D is wrong. Full-frame describes a body-over-frame construction type that relies on the frame assembly for structural integrity. Therefore, the correct answer is C. If the question was read quickly and the words “construction type” were passed over, answer A may have been selected.Types of Questions on an ASE Exam EXCEPT Questions Another type of question used on ASE tests has answers that are all correct except one. ‘The correct answer for this type of question is the answer that is wrong. The word “EXCEPT” will always be in capital letters. You must identify which of the choices is the wrong answer. If you read quickly through the question, you may overlook what the ques- tion is asking and answer the question with the first correct statement. This will make your answer wrong. An example of this type of question and the analysis is as follows: All of the following are tools for the analysis of structural damage EXCEPT A. height gauge. B. tape measure. . dial indicator. D. tram gauge. Analysis: ‘The question really requires you to identify the tool that is not used for analyzing struc- ‘tural damage. All tools given in the choices are used for analyzing structural damage except one. This question presents two basic problems for the test-taker who reads through the question too quickly. It may be possible to read over the word “EXCEPT” in the question or not think about which type of damage analysis would use answer C. In either case, the cor- rect answer may not be selected. To correctly answer this question, you should know what tools are used for the analysis of structural damage. If you cannot immediately recognize the incorrect tool, you should be able to identify it by analyzing the other choices. Answer A is wrong. A height gauge may be used to analyze structural damage. Answer B is wrong. A tape measure may be used to analyze structural damage. Answer C is correct. A dial indicator may be used as a damage analysis tool for mov- ing parts, such as wheels, wheel hubs, and axle shafts, but would not be used to mea- sure structural damage. Answer D is wrong. A tram gauge is used to measure structural damage. Technician A, Technician B Questions The type of question that is most popularly associated with an ASE test is the “Tech- nician A says. . . Technician B says. ... Who is right?” type. In this type of question, you must identify the correct statement or statements. To answer this type of question correctly, you must carefully read each technician’s statement and judge it on its own merit to determine if the statement is true. ‘Typically, this type of question begins with a statement about some analysis or repair procedure. This is followed by two statements about the cause of the problem, proper inspection, identification, or repair choices. You are asked whether the first statement, the second statement, both statements, or neither statement is correct. Analyzing this type of question is a little easier than the other types because there are only two ideas to consider although there are still four choices for an answer, Technician A, Technician B questions are really double true or false questions. The best way to analyze this kind of question is to consider each technician's statement sep- arately. Ask yourself, is A true or false? Is B true or false? Then select your answer from. the four choices. An important point to remember is that an ASE Technician A, Techni- cian B question will never have Technician A and B directly disagreeing with each other. That is why you must evaluate each statement independently. An example of this type of question and the analysis of it follows. Structural dimensions are being measured. Technician A says comparing measure- ‘ments from one side to the other is enough to determine the damage. TechnicianTypes of Questions on an ASE Exam 9 B says a tram gauge can be used when a tape measure cannot measure in a straight line from point to point. Who is right? A. only B. Bonly . Both A and B D. Neither A nor B Analysis: With some vehicles built asymmetrically, side-to-side measurements are not always equal. The manufacturer's specifications need to be verified with a dimension chart before reaching any conclusions about the structural damage. Answer A is wrong. Technician A’s statement is wrong. A tram gauge would provide a point-to-point measurement when a part, such as a strut tower or air cleaner, interrupts a direct line between the points. Answer B is correct. Technician B is correct. A tram gauge can be used when a tape measure cannot be used to measure in a straight line from point to point. Answer C is wrong. Since Technician A is not correct, C cannot be the correct answer. Answer D is wrong. Since Technician B is correct, D cannot be the correct answer. Most-Likely Questions Most-likely questions are somewhat difficult because only one choice is correct while the other three choices are nearly correct. An example of a most-likely-cause question is as follows: The most likely cause of reduced turbocharger boost pressure may be a: A, westgate valve stuck closed. B. westgate valve stuck open. C. leaking westgate diaphragm. D. disconnected westgate linkage. Analysis: Answer A is wrong. A westgate valve stuck closed increases turbocharger boost pressure. Answer B is correct. A westgate valve stuck open decreases turbocharger boost pressure. ‘Answer C is wrong. A leaking westgate valve diaphragm increases turbocharger boost pressure. Answer D is wrong. A disconnected westgate valve linkage will increase turbocharger boost pressure. LEAST-Likely Questions Notice that in most-likely questions there is no capitalization. This is not so with LEAST-likely type questions. For this type of question, look for the choice that would be the least likely cause of the described situation. Read the entire question carefully before choosing your answer. An example is as follows: What is the LEAST likely cause of a bent pushrod? A. Excessive engine speed B. A sticking valve C. Excessive valve guide clearance D. Aworn rocker arm stud10 ‘Types of Questions on an ASE Exam Analysis Answer A is wrong. Excessive engine speed may cause a bent pushrod. Answer B is wrong. A sticking valve may cause a bent pushrod. Answer C is correct. Excessive valve clearance will not generally cause a bent pushrod. Answer D is wrong. A worn rocker arm stud may cause a bent pushrod. Summary ‘There are no four-part multiple-choice ASE questions having “none of the above” or “all of the above” choices. ASE does not use other types of questions, such as fill-in-the- blank, completion, true-false, word-matching, or essay. ASE does not require you to draw diagrams or sketches. If a formula or chart is required to answer a question, it is provided. for you. There are no ASE questions that require you to use a pocket calculator. Testing Time Length ‘An ASE test session is four hours and fifteen minutes. You may attempt from one to a ‘maximum of four tests in one session. It is recommended, however, that no more than a total of 225 questions be attempted at any test session. This will allow for just over one minute for each question. Visitors are not permitted at any time. If you wish to leave the test room, for any rea- son, you must first ask permission. If you finish your test early and wish to leave, you are permitted to do so only during specified dismissal periods. You should monitor your progress and set an arbitrary limit to how much time you will need for each question. This should be based on the number of questions you are attempting. It is suggested that you wear a watch because some facilities may not have a Clock visible to all areas of the room.An Overview of the System Manual Drive Train and Axles (Test A3) ‘The following section includes the task areas and task lists for this test and a written overview of the topics covered in the test. The task list describes the actual work you should be able to do as a technician that you will be tested on by the ASE. This is your key to the test and you should review this section carefully. We have based our sample test and additional questions upon these tasks, and the overview section will also support your understanding of the task list. ASE advises that the questions on the test may not equal the number of tasks listed; the task lists tell you what ASE expects you to know how to do and be ready to be tested upon. At the end of each question in the Sample ‘Test and Additional Test Questions sec- tions, a letter and number will be used as a reference back to this section for additional study. Note the following example: B.4. Task List B. Transmission Diagnosis and Repair (6 Questions) Task Remove and replace transmission; inspect transmission B.4 mounts. Example: 1. During manual transmission removal and replacement: A. the driveshaft may be installed in any position on the differential pinion gear flange. B, the transmission weight may be supported by the input shaft in the clutch disc hub. C. the engine support fixture should be installed after the transmission-to-engine bolts are loosened. D. the clutch disc must be aligned with an aligning tool before transmission installation. (Bay Analysis: Question #1 Answer A is wrong. The driveshaft must be installed in the same position that it was removed from. Answer B is wrong, The transmission cannot be supported by the input shaft, it could fall and damage the transmission or injure the technician. Answer C is wrong. The engine support fixture should be installed when the trans- mission bolts are tight. Answer D is correct. n2 An Overview of the System Task Ad Task A.2 Task Ad Task A4 Task List and Overview A. Clutch Diagnosis and Repair (6 Questions) Diagnose clutch noise, binding, slippage, pulsation, chatter, pedal feel/effort, and release problems; determine needed rep: Clutch chatter is felt normally when the pressure plate has made initial contact with the flywheel. Things that can cause a clutch to chatter, such as weak torsional springs, will not absorb the shock of the clutch when contact is made. Other causes of chatter could be a bent clutch disc or a burned or glazed lining on the disc. If the flywheel is glazed, has excessive runout, or is scored, clutch chatter may occur, If a clutch was disengaged, the input shaft on the transmission would not be spin- ning, eliminating the bearing noise coming from the input shaft bearing. A pilot bear- ing would be a probable cause of noise in this case. With the input shaft not spinning, the pilot bearing is spinning on the end of the input shaft. This could cause a bearing noise due to a bad or wom pilot bearing. Inspect, adjust, and replace clutch pedal linkage, cables, and automatic adjuster mechanisms, brackets, bushings, pivots, and springs. When there is no clutch pedal free play, the clutch is not fully engaged. The release bearing is touching the fingers of the pressure plate. This will relieve some of the clamp- ing on the clutch disc. This may cause the clutch to slip; it will not cause hard shifting, improper clutch release, or transaxle gear damage. These would all be signs of too much clutch pedal free play. Many late-model vehicles have self-adjusting cables. The cable is adjusted when the ‘clutch pedal is released as the clutch disc wears from normal use. These systems use a constant-running release bearing. It is always in contact with the pressure plate. The clutch pedal will not have any clutch pedal free play. Inspect, adjust, replace, and bleed hydraulic clutch slave and master cylinders, lines, and hoses. The hydraulic system for a hydraulic clutch is totally separate from the brake system. The clutch master cylinder is mounted to the fire wall in the engine compartment. A Jine runs from the clutch master cylinder to the slave cylinder on the bell housing. A rod connected to the clutch pedal goes through the fire wall into the clutch master cylinder. When the rod is pushed into the clutch master cylinder, it forces fluid through the line, Which actuates the slave cylinder to release the clutch. Air in the system will prevent the clutch from disengaging properly when the clutch. pedal is fully depressed. Air is compressible and will compress in the hydraulic system before the spring pressure in the pressure plate releases the clutch disc from the fly- wheel. The conditions of less free play, worn facings, or a scored pressure plate will cause clutch problems, but will not affect the release of the clutch. Inspect, adjust, and replace release (throwout) bearing, lever, and On a clutch with an adjustable linkage, the release bearing should not be in contact with the pressure plate fingers. If the release bearing Is not touching the fingers, it will not make any noise even if the bearing is bad. Clutch pedal free play is the distance between the release bearing and the pressure plate fingers. It is the gap or movement in the clutch pedal before the release bearing contacts the pressure plate and releases the clutch. Hydraulic-controlled clutch systems use a release bearing that is always in contact with the fingers on the pressure plate. There is no manual adjustment on a hydraulic clutch system; it adjusts automatically as the clutch disc wears. When a clutch is disengaged, theAn Overview of the System 13 Task AS Task AS Task A7 Task AB release bearing moves towards the pressure plate. The release bearing continues to move towards the pressure plate fingers and compresses the springs in the pressure plate to release the clutch. Inspect and replace clutch disc and pressure plate assembly. Excessive crankshaft end play causes the pressure plate to move away from the clutch release bearing, which may result in improper clutch release. Loose engine main bear- ings may cause an oil leak at the rear main bearing, which contaminates the clutch fac- ings with oil, resulting in clutch slippage. An improper pressure plate-to-flywhee! posi- tion causes engine vibrations. If the clutch facing is worn too thin, the clamping force of the pressure plate will not be as much as it was when the clutch disc was at full thickness. There will not be enough spring pressure left in the pressure plate to maintain a hard clamping force on the clutch disc because the springs in the pressure plate are fully extended and not applying enough pressure. The minimum, thickness of clutch disc lining is 0.012 inch (0.3 mm). Slippage will occur if the lining is any thinner. Proper installation of the clutch disc is critical, the damper spring offset must face the transmission. The clutch disc is normally marked to indicate which side should face the flywheel, If the damper spring offset is toward the engine the springs may contact the flywheel or the flywheel bolts, damaging these components. Inspect and replace pilot bearing. When the clutch is engaged, the transmission input shaft rotates at the same speed as the engine flywheel and pilot bearing at all times. When the clutch is disengaged, the flywheel and pilot bearing rotate on the end of the transmission input shaft and turn faster than the shaft. If a bushing-type pilot bearing is lubricated with bearing grease, friction actually will increase between the bushing and the transmission input shaft. Lubricate a bushing- type pilot bearing with SAE 30 motor oil. Lubricate a roller-type pilot bearing with wheel bearing grease. Inspect and measure flywheel and ring gear; repair or replace as necessary. If too much material is removed from the flywheel, the torsion springs on the clutch plate are moved closer to the mounting bolts on the flywheel, and these springs may contact the heads of the flywheel bolts. Removing excessive material from the flywheel moves the pressure plate forward, away from the release bearing. This action increases free play so the slave cylinder rod may not move far enough to release the clutch. By not resurfacing the flywheel, damage or premature wear can be caused to the rest of the new assembly that was installed. A flywheel should be resurfaced every time a clutch assembly is replaced. Resurfacing the flywheel will ensure that it has the flatness and a ‘microfinish it needs to ensure that the new clutch disc breaks in properly. If it is not resurfaced, the clutch disc will probably glaze and chatter. The flywheel should be cleaned with hot water and soap to remove all residue on the surface after it has been resurfaced. Inspect the shaft tip that rides in the pilot bearing for smoothness. Check the splines of the shaft for any wear that could prevent the clutch disc from sliding evenly and smoothly. If the splines have excessive wear or damage, this will cause the clutch to engage roughly. A clutch disc that is bent or that has weak torsional springs will also cause the clutch to engage roughly. Inspect engine block, clutch (bell) housing, and transmission case mating surfaces; determine needed repairs. If the bell housing is not aligned properly with the engine block because of something being pinched between them or because a burr or imperfection on one of the mating4 An Overview of the System Task AD Task AAO Task AN Task Ba surfaces, the clutch will not make even contact with the flywheel, This will cause the clutch to chatter and grab because of the uneven contact when the clutch is being engaged. Reduced clutch pedal free play, growling noises, or vibrations at high speeds are not symptoms of a misalignment condition, Ifa clutch disc or an input shaft is bent due to careless removal or installation of the transmission, this will cause misalignment problems. If the transmission is misaligned when it is installed, this can cause the pilot bushing or bearing to wear out prematurely. Measure flywheel-to-block runout and crankshaft end play; determine needed repairs. To measure crankshaft end play, mount the magnetic dial indicator on the back of the engine block. Position the dial indicator to the flywheel. Push the flywheel toward the front of the engine until it stops, Adjust the dial indicator to zero and then pull the flywheel toward the back of the engine. The reading on the dial indicator will be the crankshaft end play. The flywheel can be checked with the dial indicator setup after checking the crank- shaft end play. Observe the dial indicator as the flywheel is rotated. The measured movement on the dial indicator is the runout and should be compared to the vehicle specifications, Excessive main bearing wear will cause low oil pressure or a rear main oil leak, possi- bly causing the clutch disc to become contaminated with engine oil. A thrust bearing is placed between the crankshaft main bearing cap and the side of a crankshaft journal ‘These thrust bearings are put into place to control the forward and rearward movement of the crankshaft during acceleration and deceleration. The proper thickness thrust bearing is selected when the engine is assembled to set the crankshaft end play. Measure clutch (bell) housing bore-to-crankshaft runout and face squareness; determine needed repairs. To correct bell housing face runout, shims are sometimes installed between the engine block and the bell housing mating surfaces. Use a dial indicator to measure bell housing bore alignment. Bell housing bore misalignment may be corrected by turning eccentric dowels in the engine block at the bell housing mounting surface. Replacing the engine mounts, installing shims, or replacing the clutch will not compensate or cor- rect this problem. Inspect, replace, and align powertrain mounts. Engine and transmission mounts should be inspected for broken, sagged, oil-soaked, or deteriorated conditions. Any of these mount conditions may cause a grabbing, bind- ing clutch. On a rear-wheel drive car, damaged engine or transmission mounts may ‘cause improper driveshaft angles, which results in a vibration that changes in intensity when the vehicle accelerates and decelerates On a vehicle with a manual clutch, part of the clutch linkage is connected from the frame of the vehicle to the engine block. If the vehicle has a broken engine mount, the engine can lift off the frame on acceleration. This can cause the clutch linkage to move and apply release pressure to the release bearing fork. This may cause the release bearing to apply release pressure on the pressure plate, causing the clutch disc to slip between the flywheel and the pressure plate. B. Transmission Diagnosis and Repair (6 Questions) Diagnose transmission noise, hard shifting, jumping out of gear, and fluid leakage problems; determine needed repairs. A misaligned or loose transmission case or clutch housing may cause the transmis- sion to slip out of gear. Check the mounting of the transmission to the engine block forAn Overview of the System 1s Task B.2 Task B.3 Task B.4 looseness or dirt between the two cases. Broken or loose engine mounts will also cause misalignment. This problem may also be caused by insufficient spring tension of the shift rail detent spring or bent or worn shift forks, levers, or shafts. Other internal prob- Jems may cause this condition, such as a worn input shaft pilot bearing, bent output shaft, or a worn or broken synchronizer. If the transmission shifts hard or the gears clash while shifting, a common cause of the problem is the clutch. Check the clutch pedal free-travel adjustment. Make sure the clutch releases completely. Also check for worn clutch parts and a binding input shaft pilot bearing, Shift linkage problems can also cause this problem. If the shift lever is, wom, binding, or out of adjustment, proper engagement of gears is impossible. An unlubricated linkage will also cause shifting difficulties. Worn or damaged shift levers, rails, or forks can also cause this problem. Inspect, adjust, and replace transmission external shifter assembly, shift linkages, brackets, bushings, grommets, pivots, and levers. Most external shift linkages and cables require adjusting, and a similar adjustment procedure is used on some vehicles. Raise the vehicle and place the shifter in the neu- tral position to begin the shift linkage adjustment. With a lever-type shift linkage, install a rod in the adjustment hole in the shifter assembly. Adjust the shift linkages by loosening the rod retaining locknuts and moving the levers until the rod fully enters the alignment holes. Tighten the locknuts and check the shift operation in all gears. ‘Transmissions with internal linkage do not have provisions for adjustment. However, external linkages, both floor and column mount, can be adjusted. Linkages are adjusted at the factory, but worn parts may make adjustment necessary. Also, after a transmis- sion has been disassembled, the shift lever may need adjustment. Inspect and replace transmission gaskets, sealants, seals, and fasteners; inspect sealing surfaces. Excessive output shaft or excessive input shaft end play results in lateral shaft move- ment that will not adversely affect the extension housing seal. A worn output shaft bearing will not cause premature extension housing seal failure. If the driveshaft yoke hhas a score or imperfection on the shaft, it could damage the seal and cause the trans- mission to leak fluid at the rear of the transmission. Replacing the seal will not correct, this condition until the yoke is replaced. ‘A cork gasket should be installed as it is when it comes out of the box. It was made to be installed dry and does not require any type of added sealant to help the gasket seal any better. A spray adhesive sometimes may be used to hold the gasket in place to help installation. A rubber gasket should not use any additional gasket sealant when installed. It will become too slippery and may not position correctly when being installed. A transmission mount absorbs a lot of torque and vibration in the rubber mount when shifting and accelerating, If the rubber mount becomes saturated with oil, the oil will deteriorate the rubber and weaken it. This will eventually cause the mount to fail il will not cause the mount to crack, but the oil will make the rubber in the mount feel softer and spongy. Remove and replace transmission; inspect transmission mounts. ‘The driveshaft should be installed in the original position on the rear axle pinion flange. If it is not installed in the original position, you may experience a driveline vibration. If the transmission is supported from the input shaft, the weight of the trans- mission itself could cause the input shaft and the clutch disc to be bent or damaged. The engine support fixture must be installed before the transmission-to-engine bolts are even loosened. When the transmission is being removed, the clutch disc may move, causing it to be misaligned. A clutch disc alignment tool must be used before the trans- mission is installed to align the clutch disc with the flywheel.16 An Overview of the System Task BS Task B.6 Task B.7 Task B.8 Disassemble and clean transmission components; reassemble transmission. A synchronizer hub that does not slide smoothly over the blocker ring causes the hhub to jam, resulting in hard shifting. The stronger hub and sleeve should be marked before disassembly so it can be installed the same way that it came apart. Clean the transmission case with a steam cleaner, degreaser, or cleaning solvent. As you begin to disassemble the unit, pay close attention to the condition of its parts. Using a dial indicator, measure and record the end play of the input and main shafts. This information will be needed during assembly of the unit to select the appropriate selective shims and washers, The transmission parts should be cleaned with solvent before assembly. Inspect and repair or replace transmission shift cover and internal shift forks, bushings, levers, shafts, sleeves, detent mechanisms, interlocks, and springs. Shift rails should be inspected to be sure that they are not bent. A bent shift rail will not cause the transmission to jump out of gear or result in a gear clash or a gear noise. Hard shifting may be a cause of a bent shift rail. The shift rail is linked to the shifter handle and if the rail is bent, it may interfere with other parts in the transmission, caus- ing the hard shift feeling when the shift lever is moved from certain gears. ‘linkage that is bent or a linkage that is out of adjustment are both common causes of a transmission that does not shift properly. Failure to go into gear is more commonly caused by a broken shift fork than by a damaged gear. The shift linkages internal to the transmission are located at the top or side of the housing. Mounted inside the transmission is the control end of the shifter and the shift controls. The shift controls consist of the shift rail and the shift fork. As the shift fork moves toward the preferred gear, it moves the synchronizer sleeve to lock the speed gear to the shaft Inspect and replace input (clutch) shaft, bearings, and retainers. ‘A wom pilot bearing contact area on the input shaft or a worn pilot bearing could result in noise with the clutch pedal depressed. The main shaft is not turning with the engine idling, the clutch released, and the transmission in neutral. Since the input shaft is not turning with the clutch released, a rough input shaft roller bearing or needle bearings would not result in a growling noise under this condition. ‘An input shaft only uses one type of bearing: a ball bearing located toward the front half of the shaft (normally a pressed fit to the shaft). The bearing is lubricated by the fluid in the transmission, A needle bearing would not support the load that an input shaft is subjected to, Inspect and replace main shaft, gears, thrust washers, bearings, and retainers/snap rings. ‘A worn first-speed gear blocking ring or synchronizer sleeve may cause hard shifting but would not result in noise while driving in first gear. A worn, rough mainshaft bear- ing would cause a growling noise in all gears. Chipped and worn first-speed gear teeth would cause a growling noise in first gear. The main shaft is not drilled with oil journals. Inspect the bearing surfaces of the ‘main shaft; it should be smooth and show no signs of overheating. Also inspect the gear journal areas on the shaft for roughness, scoring, and other defects. Check the shaft splines for wear, burrs, and other conditions that would interfere with the slip yoke’s ability to slide smoothly on the splines.An Overview of the System 7 Task B.9 Task B.10 Task B11 Task B12 Task BA3 Inspect and replace synchronizer hub, sleeve, keys (inserts), springs, and blocking (synchronizing) rings; measure blocking ring clearance. The blocking ring dog teeth tips should be pointed with smooth surfaces. Clearance between the blocking ring and the matching gear dog teeth is important for proper shifting, The synchronizer sleeve must slide freely on the synchronizer hub. The threads on the blocking ring in the cone area must be sharp to get a good bite on the gear to stop it from spinning and to make a synchronized non-clashing shift. If the clearance between the blocking ring and the fourth-speed gear dog teeth is less than specified, the blocking ring is worn, which results in hard shifting, This problem ‘would not result in noise while driving in fourth gear. Inspect and replace counter (cluster) gear, shaft, bearings, thrust washers, and retainers/snap rings. Since the countergear is turning with the clutch pedal released in neutral, and in ‘gear, damaged countergear bearings may cause a growling noise with the engine idling with the transmission in neutral and the clutch pedal released. It will also cause a growling noise while driving in any gear. All countergears should show wear pattems in the center of their teeth. These wear patterns should appear as a polished finish, with little wear on the gear face. Check the gears’ teeth carefully for chips, pitting, cracks, or breakage. Also, inspect the bearing sur faces to make sure they are smooth. Any damage to the assembly requires replacement. Inspect and replace reverse idler gear, shaft, bearings, thrust washers, and retainers/snap rings. Since the reverse idler gear is only in mesh with reverse gear, this gear rotates in reverse gear only. Inspect the reverse idler gear for pitted, cracked, nicked, or broken teeth. Check its center bore for a smooth surface. Carefully inspect the needle bearings on which the idler gear rides for wear, burrs, and other defects. Also, inspect the reverse idler gear’s shaft surface for scoring, wear, and other imperfections. Replace any part that is dam- aged or excessively worn, ‘A worn extension housing bushing may cause premature extension housing seal wear and fluid leaks. Excessive mainshaft end play has no effect on speedometer operation. Measure and adjust shaft, gear, and synchronizer end play. In fourth gear, the 1-2 synchronizer is moved ahead so the synchronizer hub is meshed with the dog teeth on the fourth-speed gear on the input shaft. Excessive input shaft end play would cause the transmission to jump out of fourth gear. While disassembling a transmission, the technician should be taking end play read- ings. These readings will be recorded, and when the transmission is reassembled, select-fit thrust washers and shims will be used to set all parts to specifications. A mainshaft should not be replaced unless, during inspection, excessive wear or damage is found, Bearings and snap rings can be reused if nothing is found during cleaning. and inspection. Measure and adjust bearing preload. Bearing preload is adjustable. It is normally adjusted by placing force on the bearing using a select-fit shim behind the bearing or by an adjusting nut that applies pressure to the bearing. Bearing preload is used to take play out of the bearing so the bearing takes the load correctly. Packing a bearing is not part of setting bearing preload. ‘A.worn speedometer drive and driven gears may cause erratic speedometer operation, but this problem would not result in premature extension housing bushing failure. A plugged transmission may cause excessive transmission pressure and fluid leaks, but this problem would not affect extension housing bushing wear. Excessive mainshaft end18 Task B14 Task Bas Task B.16 Task B.A7 Task cA An Overview of the System play causes lateral shaft movement, but this does not cause excessive extension housing bushing wear, Metal burrs between the extension housing and the transmission case cause misalignment of the extension housing, which forces the extension housing bushing against the driveshaft yoke in one location, resulting in bushing wear. Inspect, repair, and replace extension housing and transmission case mating surfaces, bores, bushings, and vents. Check the extension housing for cracks and repair or replace it as needed. Check the mating surfaces of the housing for burrs or gouges and file the surface flat. Inspect the speedometer cable or sensor for any leakage from the seal; replace the seal if fluid is leaking, Install a new gasket to the extension housing during installation. Check all threaded holes and repair any damaged bores with a thread repair kit. Check the bush- ing in the rear of the extension housing for excessive wear or damage. Always replace the rear extension housing seal. Inspect and replace speedometer drive gear, driven gear, and retainers. The speedometer driving gear is the gear located on the output shaft of the transmis- sion and can be accessed by removing the rear extension housing. The speedometer driven gear is located on the vehicle speed sensor and is located in the rear extension housing. There are no speedometer gears located on the main shaft or the axle shaft. Inspect, test, and replace transmission sensors and switches. The backup lamp switch is normally located in the transmission on a manual transmission-equipped vehicle. The switch is normally open and has power going to it when the vehicle ignition is on. The backup lamp lights when the vehicle is shifted into reverse, The switch will close when the vehicle is shifted in reverse and provide a path to ground for the backup lamps to operate Inspect lubrication devices; check fluid level, and refill with proper fluid. ‘Transmission fluid level must be maintained at the level of the check plug in the transmission case or at a level marked on a transmission dipstick. Many late-model ‘manual transmissions and transaxles use automatic transmission fluid (ATR) as a lubri- cant for reduced friction and improved vehicle fuel economy. Some manual transmis- sions use hypoid gear oil as a lubricant, and a few use motor oil. ‘The hypold ring-and-pinion gearsets in rear-wheel driveaxles requite hypoid gear oil, usually GL4 or GLS. Limited slip differentials require additional fluid additives. The vis- cosity of hypoid gear oil is higher than that of motor oil or ATE. It may be single-viscosity, such as SAE 90, or multiple-viscosity, such as 85W-90. Many final-drive gearsets in front-wheel drive (FWD) transaxles are not hypoid gears and use ATF or motor oil as a lubricant. Some FWD final drives are hypoid gearsets, however, and require GL4 or GLS ‘gear oil. Always follow the carmaker’s specifications for fluid type, viscosity, and replacement intervals. C. Transaxle Diagnosis and Repair (8 Questions) Diagnose transaxle noise, hard shifting, jumping out of gear, and fluid leakage problems; determine needed repairs. A worn fourth-speed synchronizer will only affect shifting in fourth gear. Excessive mainshaft end play may result in gear clash in all gears. A worn 3-4 shift fork may cause shifting problems in third and fourth gear, but this problem will not result in gear clash in all gears. A clutch disc sticking on the input shaft will cause the clutch not to release properly, resulting in gear clash in all gears. ‘A.wom blocker ring, damaged speed gear, or a worn bushing could cause gear clash in a particular gear. Gear clash in all gears could be caused by stretched shifter cables.An Overview of the System 19 Task c.2 Task c.3 Task Cc.4 Task c.5 Task c.6 Inspect, adjust, and replace transaxle external shift assemblies, linkages, brackets, bushings, grommets, cables, pivots, and levers. ‘A misadjusted shift linkage may cause many problems. If the linkage is misadjusted, the transmission may not be able to be shifted all the way into gear. This will cause fur- ther damage to the transmission, An improper shift linkage adjustment also may cause hard shifting or sticking in gear. ‘Most transmissions and transaxles are adjusted with the unit in neutral. A %-inch (6.35 mm) bar or drill bit is installed in the lever to hold the transaxle in neutral while the cables or linkage are adjusted. Transmissions and transaxles with internal linkage have no adjustment. Shift cables should not be modified in any way, only replaced or adjusted. Inspect and replace transaxle gaskets, sealants, seals, and fasteners; inspect sealing surfaces. A worn outer driveaxle joint may cause a clicking noise while cornering at low speed, but this defect would not cause repeated driveaxle seal failure. A plugged transaxle vent may cause excessive transaxle pressure and repeated driveaxle seal failure ‘Transaxle cases have machined mating surfaces that have a very smooth flat finish on them. Not all require a gasket, but they do require some sort of sealant that should be equivalent to the manufacturer's specifications. If a transaxle is assembled without following manufacturer's sealing instructions, leakage from the case will result. The transaxle mating surfaces should be inspected for warpage with a straightedge before assembly to ensure a proper fit. Remove and replace transaxle; inspect, replace, and align transaxle mounts. ‘A misaligned engine and transaxle cradle may cause driveaxle vibrations. Since the lower control arms are connected to this cradle, misalignment of the cradle may cause improper front suspension angles. When removing a transaxle from a vehicle, it is necessary to install an engine sup- port bracket. This will hold the weight of the engine while the transaxle is being removed. It is installed for the safety of the technician, as well as to avoid damaging the vehicle, You do not have to drain engine oil when removing a transaxle. You should disconnect the negative battery cable, Not all vehicles require you to remove the engine along with the transaxle. Disassemble and clean transaxle components; reassemble transaxle. While assembling a manual transaxle it is important to apply gear lube to all of the transaxle parts. Before checking the specifications of the shafts in the transaxle, rotate the shafts to work the gear lube into the bearings. If the gear lube is not worked into the bearings a false measurement may be made, Before disassembling a transaxle, observe the effort it takes to rotate the input shaft through all forward gears and reverse. Extreme effort in any or all gears may indicate an end play problem or a bent shaft. Inspect and repair or replace transaxle shift cover and internal shift forks, levers, bushings, shafts, sleeves, detent mechanisms, interlocks, and springs. ‘Worn dog teeth on the fourth-speed gear would not cause the transaxle to jump out of third gear. A weak detent spring on the 3-4 shift rail may cause the transaxle to jump out of third gear. By not having enough spring pressure, the weak spring could cause this to happen. The shift forks are used to shift gears, but they are not connected to the forward ‘gears or reverse gear. Also, the shift forks are not connected to the blocker rings or the20 An Overview of the System countershaft, A blocker ring is used to stop a gear from spinning while the vehicle is in motion for gear synchronization. A countershaft is used to change the rotation of the gears on the main shaft and for different gear ratios. The shift forks are connected to the synchronizer assembly. They move the synchronizer sleeve forward or backward to engage the transaxle in a gear. Task Inspect and replace input shaft, bearings, and retainers. Cc.7 Worn dog teeth on the third-speed gear or blocking ring may cause hard shifting or jumping out of third gear, but this problem would not cause a growling noise while driving in third gear. Worn threads in a third-speed blocking ring may cause hard shift- ing, but this wear would not cause a growling noise in third gear. Worn, chipped teeth on the third speed gear could result in a growling noise while driving in third gear. Task Inspect and replace output shaft, gears, thrust washers, bearings, c.8 and retainers or snap rings. Worn dog teeth on the second-speed gear and blocking ring would not result in a growling noise while driving, or accelerating, in second gear, but this problem could hot cause hard shifting in second gear. Worn dog teeth on the second-speed gear and blocking ring may cause the transaxle to jump out of second gear. Inspect all small parts in the transmission for wear. A service manual may list specifi cations for the thickness of parts, such as thrust washers. If specifications are not avail- able, inspect each part for signs of wear or breakage. Normally all the snap rings, roller bearings, washers, and spacers are replaced during a transaxle overhaul. Most manufac- turers sell a small parts kit that includes all of these parts. Task Inspect and replace synchronizer hub, sleeve, keys (inserts), springs, c.g and blocking (synchronizing) rings; measure blocking ring clearance. Before disassembly, always mark the synchronizer sleeve and hub so that these com- ponents can be reassembled in their original locations. Synchronizer hubs are not reversible on the shaft, and synchronizer sleeves are not reversible on their hubs. ‘A worn blocker ring will cause the transmission to have gear clash. If the blocker ring is, wom in the cone area (meaning that all of the sharp ridges are dull or gone), the blocker ring will not work properly. A blocker ring should stop a gear from spinning through the sharp ridges in the cone area before the synchronizer sleeve engages the gear. If the drive gear is not positioned correctly on the output shaft it will not operate. Stripped driven gear teeth is a common cause of an inoperative speedometer. Driven ‘gear slippage on the bottom of the vehicle speed sensor is a common cause of a bad driven gear. Although not very common, the drive gears may be stripped, causing an inoperative speedometer. A mispositioned drive gear is a very unlikely cause of an inop- erative speedometer. Task Inspect and replace reverse idler gear, shaft, bearings, thrust washers, C.10 and retainers or snap rings. Inspect the reverse idler gear teeth for chips, pits, and cracks. Although worn reverse idler teeth may cause a growling noise while driving in reverse, this problem would not ‘cause a failure to shift into reverse. A broken reverse shifter fork may not allow the transaxle to shift into reverse without causing noise. The needle bearings on a reverse idler gear should be smooth and shiny. Carefully inspect the needle bearings for wear, burrs, and other problems. Worn or damaged nee- dle bearings should be replaced, or damage to other components may occur. Task Inspect, repair, and replace transaxle case mating surfaces, bores, on bushings, and vents. ‘Transaxle case replacement is often required if the case is cracked. Some vehicle manu- facturers recommend that the case be repaired, depending on how extensive the damage ES‘An Overview of the System 2 Task C.12 Task C13 Task C.14 Task C15 Task C.16 is, The transaxle case may be repaired with an epoxy-based sealer for some transaxle cracks. Loctite® is not recommended for repairing any transaxle case. If a threaded area in an aluminum housing is damaged, service kits can be used to insert new threads in the bore. Some threads should never be repaired; check the service manual to identify which ones can be repaired. Inspect and replace speedometer drive gear, driven gear, and retainers. A speedometer gear is normally mounted on the output shaft. The output shaft spins at driveline speed. An output shaft will never have a drive gear machined into the out- put shaft. A drive gear is made out of a plastic nylon-type gear, and the teeth on the Grive and driven gear have a helical-type cut on them. The helical-type cut and the plastic-type gear are used for quiet operation. ‘Whenever a speedometer drive gear is replaced, the driven gear also should be replaced. If a speedometer cable assembly core is damaged, it may be replaced with a new core. The new core must be cut to the same size as the one being replaced and be properly lubricated before installation into the cable housing, Inspect, test, and replace transaxle sensors and switches. Most vehicle speed sensors (VSS) are magnetic pickup coil signal generators. Some from the early 1980s, however, are rotary magnetic switches or optical sensors. You can test a magnetic pickup coil with an ohmmeter for coil resistance and for an open or short circuit. Ohmmeter tests are not valid for a magnetic switch or optical VSS. The signal from a magnetic pickup VSS is an analog sine wave that varies in fre- quency and amplitude with vehicle speed. The signal from a magnetic switch or an optical VSS is a digital square wave that varies in frequency only. The signal integrity and waveform of any kind of VSS is best tested with an oscilloscope. Diagnose differential assembly noise and vibration problems; determine needed repairs. Damaged ring gear teeth would cause a clicking noise while the vehicle is in motion. This problem would not cause differential chatter. Improper preload on differential components, such as side bearings, may cause differential chatter. If there were a constant whining noise coming from the differential, the noise could not be coming from the side gears or the spider gears. These gears are only used when the vehicle is turning, so if they were damaged, the noise would only be heard on turns. The wrong differential lube could cause damage to the differential parts, but will not cause a whining noise. If the preload and backlash are not set properly, the gear mesh could be too tight and cause a whining noise. Remove and replace differential assembly. ‘There are no threaded adjusters on the differential case to adjust bearing preload, The case is not machined exactly to set bearing preload automatically when the two halves are put together. Engine removal is not always required when removing the transaxle. The transaxle must be removed in order to remove the differential assembly. The entire transaxle does not need to be disassembled to remove the differential assembly. Inspect, measure, and adjust and replace differential pinion gears (spiders), shaft, side gears, thrust washers, and case. The side gear end play must be measured individually on each side gear with the thrust washers removed, Side gears with the specified thrust washer have slight end play, but no preload. ‘The spider gears ride on the pinion shaft, and the bore in the gears should be smooth, shiny, and have no signs of pits or scuffing. The pinion shaft should also be free of pitting and scoring. There is no needle bearing in any of the spider gears.