Delmar's Test Preparation Series Automobile Test Automotive Suspension and Steering (Test A4) 2nd Edition DELMAR +DELMAR Delmar’s Test Preparation Series ‘Automobile Test Automotive Suspension and Steering (Test A4) ‘2nd Edition Delmar Staff: Business Unit Director: Executive Marketing Manager: Channel Manager: ‘Alar Elken | ‘Maura Theriault ‘Mona Caron Executive Editor: Executive Production Manager: Marketing Coordinator: Sandy Clark Mary Ellen Black Brian MeGrath Acquisitions Editor: Production Manager: Cover Design: Jack Erjavec Larry Main Michael Egan ‘Team Assistant: Froduction Editor: Cover Images Courtesy of: Bryan Viggiani Betsy Hough DaimlerChrysler Developmental Editor: Production Editor: Christopher Shortt Tom Stover Copyright © 2001 by Delmar For permission to use material from this text or product, a division of Thomson Learning, Inc. contact us by ‘Thomson Learning™ isa trademark Tel (800) 730-2214 ‘used herein under license, Fax (800) 730-2215, wer: thomsonights.com Printed in Canada ISBN: 0-7668-3427-1 1234567 89 XXX 0S 04 03 02 O1 For more information contact Delma, 3 Columbia Circle, PO Box 15015, Albany, NY 12212-5015. 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The publisher shall not be liable for any special, consequential, cor exemplary damages resulting, in whole or pat, from the readers’ use of, oF reliance upon, this materiContents Preface ..... 2... eee 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 Exam . During the Test . Your Test Results! ab we We Section 3 Types of Questions on an ASE Exam Multiple-Choice Questions EXCEPT Questions . Technician A, Technician B Questions . . Most-Likely Questions. . . LEAST-Likely Questions. Summary Testing Time Length SSCowmmy Section 4 An Overview of the System Suspension and Steering (Test A4) . Task List and Overview ‘A. Steering Systems Diagnosis and Repair (10 Questions) 1. Steering Columns and Manual Steering Gears (3 Questions). 2. Power-Assisted Steering Units (4 Questions). 3. Steering Linkage (3 Questions)iv Contents .20 .20 .23 25 B. Suspension Systems Diagnosis and Repair (13, Questions . 1. Front Suspensions (6 Questions). . 2. Rear Suspensions (5 Questions) . 3. Miscellaneous Service (2 Questions). . C. Wheel Alignment Diagnosis, Adjustment, and Repair (12 Questions) D. Wheel and Tire Diagnosis and Repair (5 Questions) . Section 5 Sample Test for Practice Sample Test... 0000.0 ccc ccc eee tenet cnet ene eeeteeeeeenees 33 Section 6 Additional Test Questions for Practice Additional Test Questions. 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 Explanations to the Answers for the Additional Test Questions Section 6. . . . 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, fots 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The History of ASE History Originally known as The National Institute for Automotive Service Excellence (NIASB), 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 certification 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 we suPPORT OLUNTARY TECHNICIAN GErnnCATION TanOUGH |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. Aonly B. Bonly C. 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. . 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. A.worn rocker arm stud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, , ¢, b, a on 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 (Aad 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 € answers. As @ 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. Maultiple-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 carefully 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 @ 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 s 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 turn 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 cannot 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- ialty, 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 itis 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. Front-wheel 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. C. 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. Aonly B, Bonly C. 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 . 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. A worn 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 Suspension and Steering (Test A4) 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: 4.3.1. Task List A. Steering Systems Diagnosis and Repair (10 Questions) 3. Steering Linkage (3 Questions) Task Inspect and adjust (where applicable) front and rear steering A.3.1 linkage geometry including parallelism and vehicle ride height. Example: [2p ie 30. If the measurement shown is more than specified, the problem that may result isaa A. front wheel shimmy, B, steering pull to the left, C, steering pull to the right. D. excessive steering effort. (asa nH12 An Overview of the System Task Ald Task AA2 Task A13 Analysis: Question #30 Answer A is correct. Answer B is wrong. If the above situation exists, it would not pull to one direction or the other. Answer C is wrong. If the above situation exists, it would not pull to one direction or the other. Answer D is wrong, Excessive play in the steering linkage causes the steering effort to decrease. Task List and Overview A. Steering Systems Diagnosis and Repair (10 Questions) 1. Steering Columns and Manual Steering Gears (3 Questions) Diagnose steering column noises and steering effort concerns (including manual and electronic tilt and telescoping mechanisms); determine needed repairs. A worn flexible coupling, a worn steering U-joint, loose steering gear mounting bolts, or preload may cause excessive steering wheel free play. When the subframe is serviced, it must be centered as itis tightened into position. The steering column must be centered and neutralized whenever work is done in that area. Off-center subframes and off-center steering columns can cause binding in the steering columns, Many front-wheel-drive vehicles have a subframe supporting the engine, trans- mission, and much of the drive train, with steering components attached. When it is loos- ened or removed for service, it must be centered as it is tightened into position. There are slotted holes in the brackets attaching the steering column to the chassis braces under the dash, The column must be centered and neutralized whenever work is done in that area Diagnose manual steering gear (non-rack-and-pinion type) noises, binding vibration, uneven turning effort, looseness, hard steering, and lubricant leakage problems; determine needed repairs. A loose worm bearing preload adjustment causes excessive steering wheel free play. An overfilled steering system does not affect steering effort. When the positive caster is less than specified, steering effort is reduced, A tight sector lash adjustment increases steering effort A cracked mount plate on the steering gear at the frame will produce loud snapping noises when making a turn, The vehicle may turn ina tighter circle in one direction. A bent steering column will produce a rubbing noise, and the vehicle will be harder to steer with no change in turning radius. Noises, binding, looseness, and hard steering can also be caused by bad bearings, due to a lack of lubrication in the manual steering box, or by loose attaching bolts. Diagnose rack-and-pinion steering gear noises, binding vibration, looseness, hard steering problems, and lubricant leakage concerns; determine needed repairs. A loose rack bearing adjustment or loose steering gear mounting bolts can cause excessive steering wheel free play. Excessive positive camber causes wear on the outside edge of the tire treads, Insufficient or improper steering gear lubricant may result in poor steering wheel returnability.An Overview of the System 3 Task A1.4 Task AAS Task A116 Task AA7 Rack-and-pinion steering systems do not have an idler arm. If the rack body has been damaged, binding may occur while the mechanism moves past the bad spot while turn- ing the steering wheel. Bad teeth on the rack or pinion or a rough spot on the rack shaft can also cause binding in one or more spots. Inspect and replace steering column, steering shaft U-joint(s), flexible coupling(s), collapsible columns, and steering wheels (includes steering wheels with air bags and/or other steering wheel mounted controls and components). Inspecting and servicing mechanical components of the steering column are straight- forward operations. If the vehicle has air bags, you must disable the air bag system before servicing the steering column, Obtain the vehicle manufacturer's instructions for disabling the air bags and follow them precisely. In the absence of the carmaker’s instructions, you can usually disable air bags by removing the system fuse or disconnecting the battery ground cable. Impor- tantly, wait two to five minutes after disconnecting electrical power before working around air bag system components. The capacitors that activate air bag igniters require several minutes to discharge. Remove and replace manual steering gear (non-rack-and-pinion type) (includes vehicles equipped with air bags and/or other steering wheel mounted controls and components). Removing and replacing manual steering gear components are straightforward opera- tions. If the vehicle has air bags, you must disable the air bag system before servicing any steering components that contain, or are near, air bag system components. Observe the guidelines summarized for task 4, above. ‘Wheel alignment should be checked, and adjusted if necessary, if any components, are loosened or removed that affect caster, camber, or toe adjustments. Adjust manual steering gear (non-rack-and-pinion type) worm bearing preload and sector lash. After a turning torque reading is taken with the steering gear centered and the sector lash adjusting screw is backed off, the sector lash adjusting screw should be turned clockwise until the turning torque is 4 to 10 in. Ibs. (0.52 to 1.3 Nm) more than it was with the screw backed off. Most specifications for worm shaft bearing preload are in inch-pounds of rotating, torque. Sector shaft lash adjustment is made after worm shaft bearing adjustment, ‘Worm shaft bearing preload is given in inch-pounds and sector lash is adjusted with the worm and sector centered. Remove and replace rack-and-pinion steering gear (includes vehicles equipped with air bags and/or other steering wheel mounted controls and components). ‘The lower universal joint and steering gear pinion shaft must be marked so they may be reassembled in the same position. Before disconnecting any related components from the rack and pinion, mark the lower universal joint and steering gear pinion for reassembly. Disconnecting the battery erases most fault codes stored in electronic control mod- ules, The codes, if any, should be recorded before the battery is disconnected. Many electronic modules store fault codes in memory for as many as 80 ignition cycles, Both power and manual rack-and-pinion assemblies have basically the same adjustments. On a manual rack and pinion, the pinion bearings must be preloaded to4 An Overview of the System Task AA8 Task AAD Task AAA10 Task A241 specifications, and then the turning torque of the pinion must be set with the rack centered. Rack-and-pinion assemblies are very sensitive to proper settings since they have fewer parts and are a more direct connection to the wheels than steering-box type systems Adjust manual rack-and-pinion steering gear. Worn lower ball joints have little effect on steering effort. A tight rack bearing adjust- ment can cause excessive steering effort Inspect and replace manual rack-and-pinion steering gear inner tie rod ends (sockets) and bellow boots. ‘The inner tie rod end should be replaced if the articulation effort is less than speci- fied. The rack must be held while loosening the inner tie rod ends. Inspect and replace rack-and-pinion steering gear mounting bushings and brackets. ‘The mounting points for rack-and-pinion assemblies have large rubber or urethane bushings. Inspect these bushings for damage and wear typical of that which may hap pen to similar rubber parts. Replacement is a straightforward mechanical procedure. Loose or damaged mounting bushings can let the rack-and-pinion assembly move on the vehicle frame. The result is often vague or erratic steering response. Loose rack mountings also can cause bump steer or irregular steering movement during accelera- tion and deceleration You may have to disconnect the steering shaft on some vehicles when you replace rack-and-pinion bushings. On some vehicles, itis also good practice to check and adjust the front wheel toe angle after bushing replacement. 2. Power-Assisted Steering Units (4 Questions) Diagnose power steering gear (non-rack-and-pinion type) noises, binding vibration, steering effort, freeplay, steering pull (lead), and fluid leakage problems; determine needed repairs. A loose or worn power steering belt, or low power steering fluid level, may cause increased or erratic steering effort. A scored steering gear cylinder can also result in increased steering effort. A loose worm shaft bearing preload can cause excessive loose- ness in a power steering gear (non-rack-and-pinion type) If there is too much movement at the lower end of the sector shaft, because the bear- ing or bushing is worn, the seal will have a short life. f the vehicle has rough handling, or if the Pitman arm has been removed without using the proper puller, the sector shaft top cover could be damaged. It is possible, on some steering boxes, to install new seals without removing the steering box from the vehicle; however the repait might not last if the bushings or bearings are loose. Complete disassembly and inspection are recom- mended to verify that the upper and lower supports (bearings or bushings) for the sec- tor shaft are within specifications, Any tie rod end, Pitman arm, or center link that has a ball-and-socket rotating part must be replaced if it is loose or binding. Any tapered seat involved with a suspension or steering part must be replaced if it is oversized and does not provide a firm and tight gtip. Free play is not allowed in any steering part or in any non-load-carrying ball joint. Loose steering parts cause rapid tire wear, vibrations, and shimmy.An Overview of the System 1s Task A.2.2 Task A.2.3 Task A.2.4 Task A25 Task A.2.6 Diagnose power rack-and-pinion steering gear noise, binding vibration, looseness, hard steering, steering pull (lead), and fluid leakage problems; determine needed repairs. If the power rack-and-pinion steering gear has an oil leak at the left end of the rack, when the rack contacts the left inner stop, the inner rack seal is leaking. When a leak at this location is not influenced by rack position, the pinion seal is leaking If the inner rack seals are leaking, the rack should be rebuilt or replaced because the inner rack seals will allow oil into the boots. Steering effort imbalance, or loss of power assist in both directions, may be caused by the following: faulty rack seals, faulty rotary valve rings and seals, or restricted hoses, and lines. A slight leak is considered weeping. It could be caused by a porous casting and the housing will have to be replaced. Porous castings may be repaired with epoxy if pressur- ized passages are not involved, Inspect power steering fluid level and condition; adjust level in accordance with vehicle manufacturer's recommendations. Many vehicle manufacturers recommend checking the power steering fluid level with fluid temperature at 175° F (79° C), so that the maximum expansion rate of the fluid has been reached. Low fluid levels are the most likely cause of air in the power steering fluids. Inspect, adjust, align, and replace power steering pump belt(s) and tensioners. When checking power steering belt tension, for every foot (30 cm) of free span, the belt should have % inch (12.7 mm) deflection, ‘The best method of checking the tension of the power steering belt is to use a belt tension gauge. Before adjusting the power steering belt deflection, inspect the condition, of the belt and replace the belt as necessary. Diagnose power steering pump noises, vibration, and fluid leakage; determine needed repairs. ‘The power steering pump is used to develop hydraulic flow, which provides the force needed to operate the steering gear. The pump is typically belt-driven by the engine's crankshaft, providing flow any time the engine is running. The pump assembly includes a reservoir and an internal flow control valve. The fluid is routed to and from the pump by hoses and lines. Excessive pressure is controlled by a relief valve, The use of a steering system analyzer can provide an accurate way to evaluate the pump, valves, and seals of the power steering unit, The analyzer provides a direct read- out of base pump pressure and flow, pump relief pressure, and steering gear seal integrity. Of course each of these can also be checked with a set of control valves and good pressure gauges. The pump’s pressure should always be checked according to the ‘manufacturer's recommendations. Remove and replace power steering pump; inspect pump mounting and bolts. ‘The power steering pump fluid must be drained before attempting to remove the power steering pump and/or related components. Disconnect the power steering return, hose from the remote reservoir or pump and allow the fluid to drainAn Overview of the System Task A.2.7 Task A.2.8 Task A.2.9 Task A.2.10 ‘Most pumps have bolt holes that allow bracket attachment or direct mounting to the block or cylinder head. If these bolt holes are worn or damaged, it is best to replace the pump. Replacing the front seal is a common repair on power steering pumps and can often be done without removing the pump from the vehicle. The reservoir and its sealing O-ring can be purchased and replaced and the original pump body reused. The main reasons for removing, repairing, and/or replacing a power steering pump are leaks and noise. Inspect and replace power steering pump seals, gaskets, reservoir and valves. When a power steering pump with an integral reservoir is leaking fluid between the reservoir and the pump housing, the large housing O-ring is faulty. ‘When installing new seals to the power steering pump or power steering hoses, the seals should only be coated with power steering fluid, so as not to introduce any con- taminants into the system, Power steering pumps often have about % inch (1.6 mm) of shaft end play, which actu- ally helps with belt alignment. This end play is not adjustable. Occasionally the wrong, fluid is put in the power steering system, but that is not one of the main reasons for seal and gasket failure. Old age, overheating, or prying in the wrong place during belt adjust- ‘ment are common reasons for seal, O-ring, and gasket leaks on a power steering pump. Inspect and replace power steering pump pulley. Power steering pump pulley alignment is a problem on some vehicles, causing belt noise, short belt life, and belts to jump off the pulleys. Pump pulley tools are available that allow alignment of the pulleys without removal of the pump on many vehicles. Shimming of the brackets would only move the pulley in one direction and could cause vibrations or bracket breakage. Itis not necessary to disassemble the power steering pump to replace the pulley. Replacement pulleys are not pushed on as far as the tool can push them onto the shaft. If it is a high mileage unit, or if the power steering fluid is dark and smells burned, new seals, gaskets, and O-rings should be installed when the pulley is replaced. Bent pulleys shorten belt and seal life and cause vibrations. Perform power steering system pressure and flow tests; determine needed repairs. During a power steering pump pressure test, the pressure gauge valve should never be closed for more than ten seconds while observing pump output pressure. If the gouge valve is closed for more than ten seconds, excessive pump pressure could cause @ power steering hose to rupture, resulting in injury. When the power steering pump pressure test indicates satisfactory pump pressure, but the steering wheel effort is excessive, the steering gear may be defective, or the high-pressure hose may be restricted. Four to five gallons (15 to 19 liters) per minute at 2,000 rpm, with the wheels straight ahead, is an acceptable flow rate for most power steering systems. The maxi- ‘mum pressure in most systems is between 950 and 1,250 psi (6,550 and 8,619 kPa), depending on the design of the system. The power steering analyzer is a very useful tool to diagnose restricted hoses, stuck flow control valves, stuck pressure relief valves, and internal problems in power steering boxes or power rack-and-pinion assemblies Inspect and replace power steering hoses, fittings, O-rings, and coolers. If there is a leak at a threaded fitting, the fitting should be properly torqued. If the leak persists, the fitting should be removed for inspection and any O-ring or plastic inserts should be replaced. This should repair the leak. If fluid is leaking at the molded steel fitting connection to the flexible hose, the hose must be replaced. If the hose isAn Overview of the System 7 Task A211 Task A.2.12 Task A.2.13, contacting the body and transmitting noise, simply reroute the hose and put insulating. material on the hose. Remove and replace power steering gear (non-rack-and-pinion type) (includes vehicles equipped with air bags and/or other steering wheel mounted controls and components). Following are the basic steps to remove and replace a power steering gear. 1. Determine if the steering column must be removed or loosened inside the vehi cle. If it must be removed or loosened, proceed as follows. If not, proceed with undercar and underhood operations beginning with step 2. a. Disconnect the battery ground cable and remove the air bag fuse, or fuses, if equipped. If the vehicle has air bags, wait two to five minutes before proceeding, b. Disconnect electrical connectors from the steering column under the instru- ment panel. . Loosen or remove the steering column mounting bolts from the instrument panel bracket. 2, Disconnect the power steering hoses from the steering gearbox and drain the fluid into a suitable container. 3. I necessary for access, remove the power steering pump and any other engine- driven accessories, as required. 4, Disconnect the steering column from the steering gearbox. 5. Remove the Pitman arm from the gearbox sector shaft, using a suitable puller. 6. Unbolt the steering gearbox from the chassis and remove it from the vehicle. 7. Reinstallation is the reverse of removal. 8, After installing the steering gearbox and reconnecting the hoses, fill the pump with fluid and bleed air from the system. Remove and replace power rack-and-pinion steering gear; inspect and replace mounting bushings and brackets (includes vehicles equipped with air bags and/or other steering whee! mounted controls and components). When removing the steering wheel on a vehicle with an air bag, disconnect the neg- ative battery cable and wait the time specified by the car manufacturer before working on the vehicle. This time is usually two to five minutes. Rotating the steering wheel with the steering gear disconnected may damage the clockspring electrical connector. (Old age or excessive heat cause the rack bushings to dry out and deteriorate and not hold the rack in place. There will be noises as the rack shifts from side to side during hard turns. Engine oil, transmission oil, or gasoline will damage the rack bushings. They will become soft and no longer hold the rack in place. Loose or dried out bushings and soft, mushy bushings cause noises in the rack area when making turns. Brackets must fit correctly and bushings must be in good condition to hold the rack in place and minimize road shock. Adjust power steering gear (non-rack-and-pinion type) worm bearing preload and sector lash. When adjusting the worm shaft bearing preload on some steering gears, the adjuster plug should be bottomed and tightened to 20 ft. Ibs. (27 Nm). After the procedure, the adjuster plug is backed off 0.05 inch (1.27 mm). Normal torque for many steering box worm bearing adjuster nuts is 20 ft. Ibs. (27 Nm), but most require another step to properly set preload. Worm shaft bearings are always preloaded so there will never be any lash (free motion) in the worm bearings. Different manufacturers have slightly different methods of adjusting worm shaft bear- ings, but the result is always a slight preload. The sector shaft adjustment also differs slightly on different vehicles, but the desired result is always slightly more turning force ‘through the center of travel than was present with only the worm bearing preload.18 An Overview of the System Task A.2.14 Task A215 Task A.2.16 Task A.2.17 Inspect and replace power steering gear (non-rack-and-pinion type) seals and gaskets. On some vehicles, steering gear seals and gaskets can be replaced with the steering ‘gearbox installed in the vehicle. Other vehicles require that the gearbox be removed. Inspect the steering gearbox, in or out of the vehicle, for signs of fluid leakage from gaskets and seals. If fluid is leaking from a sector shaft seal or from the end seals of a rack-and-pinion assembly, inspect the shafts (and inner tie rod ends on a rack-and- pinion assembly) for burrs, nicks, or other sharp spots that could have damaged the original seal and that might damage a replacement. Remove nicks and burrs with a fine file and polish with emery cloth before installing a new seal Remove old seals with the appropriate removal tool. Inspect the seal bore for nicks and burrs and remove any as necessary. Install the new seal with a suitable installation tool. When installing a lip seal, ensure that the lip points toward the lubricant side (inside) of the gearbox. Adjust power rack-and-pinion steering gear. ‘Two adjustments may be possible on a rack-and-pinion assembly: 1. Pinion torque is the force needed to turn the pinion gear along the rack. It is adjusted by turning an adjustment screw or a threaded cover on the rack hous- ing or by adding or removing shims under the rack support cover. 2. Pinion bearing preload is the force that the pinion bearings place on the pinion shaft. Only a few steering assemblies have adjustable pinion bearing preload. When it is adjustable, adjustments are made by adding or removing shims or by turning an adjustment collar at the base of the pinion gear. Most vehicles will require that the rack-and-pinion assembly be removed for adjust- ment. On some vehicles, you may be able to disconnect the steering shaft and the tie rods and make the adjustments on the car. The steering shaft and tie rods must be dis- connected to remove all steering load from the rack-and-pinion assembly. Inspect and replace power rack-and-pinion steering gear inner tie rod ends (sockets) and bellows boots. ‘To replace the inner tie rod, first the outer tie rod must be disconnected from the steering knuckle, After removing the outer tie rod from the inner tie rod shaft, remove the inner tie rod bellows. To loosen the inner tie rod from the rack-and-pinion assem- bly, use the appropriate special tool to hold the rack-and-pinion shaft. Use the appropri- ate tool to loosen the inner tie rod from the rack. In an electronically controlled steering system, if the control unit senses an electrical defect in the system, the control unit enters the fail-safe mode. When an electronically controlled 4WS steering system enters the fail-safe mode, the voltage is shut off to the rear steering unit. In this mode, the control unit energizes the damper relay, and the rear steering unit moves slowly to the center position. In fail-safe mode, the control Unit illuminates the 4WS light in the instrument panel. The complaint should always be verified and a thorough inspection should be done on all related parts. The control module should then be accessed for fault codes when diagnosing a hard-steering problem. During the road test, the technician will have to determine whether the steering is harder than normal at low speeds, at all speeds, or only at higher speeds, before getting deeper Into the diagnosis. All of the basic reasons for hard steering (lack of lubrication, binding parts, and poor alignment) should be eliminated before fault codes are investigated. Flush, fill, and bleed power steering system. When bleeding a power steering system, the steering wheel should be held in the fully right or fully left position for two to three seconds. If foaming is still present in the reservoir after the bleeding process, the bleeding procedure should be repeated,An Overview of the System. 19 Task A.2.18 Task A.2.19 Task ABA Task A.3.2 Task A3.3 Flushing the power steering system is accomplished by disconnecting the return to the pump. Plug the pump return port and fill the power steering reservoir with the recommended fluid. With the front wheels off of the ground and the return hose in a drain pan, start the engine and slowly turn the steering wheel from stop to stop. Flushing the system with two quarts of power steering fluid should be sufficient to remove all contaminants and foreign material. Cleaning solvent should never be used in power steering systems for cleansing or flushing procedures. Power steering pumps need power steering fluid to distribute load forces and to prevent excessive heat buildup, Diagnose, inspect, and repair or replace components of variable- assist steering systems. In a variable-assist steering system with a steering wheel rotation sensor, the hydraulic boost increases when the steering wheel rotation exceeds a specified limit. Power steering assist also is increased at low speeds and decreased at higher speeds, The system is designed to provide better feel and control at higher vehicle speeds. The variable steering systems are usually designed to start firming up the steering at speeds over 25 mph (40 km/h) and to reach the maximum firmness between 60 and 80 mph (97 and 129 km/h), depending on design. On most vehicles, the main input for the variable-assist steering systems is the vehicle speed sensor, but some manu- facturers also use a steering wheel rotation sensor so the vehicle will revert to full assist during evasive maneuvers. On most vehicles, the system goes to full assist below 25 mph (40 km/h). Diagnose, inspect, repair, or replace components of power steering idle speed compensation systems. ‘The operation of the power steering pump puts extra load on the engine, especially when the steering wheel is turned to its limits when the vehicle is at a standstill or moving very slowly. Most late-model vehicles are equipped with a switch or sensor that informs the PCM of the increased load on the engine. At that time the PCM orders engine speed to increase in proportion to the load on the engine. This prevents engine Toading or stalling when the power steering pump is working hard, 3. Steering Linkage (3 Questions) Inspect and adjust (where applicable) front and rear steering linkage geometry, including parallelism and vehicle ride height. Excessive idler arm movement may cause front wheel shimmy, steering looseness, improper tie rod alignment with the lower control arm, and bump steer. Bump steer occurs when the tie rods are not parallel to the lower control arms. This condition may be caused by a bent Pitman arm or a loose idler arm. Inspect and replace Pitman arm. ‘The main reason for changing Pitman arms is vehicle crashes. Sector shaft preload adjustment would never be corrected by installing a new Pitman arm. Pitman arms are very well built and the splines do not loosen from road shock. The Pitman arms can be bent or broken in vehicle crashes, but more often sector shafts are bent and broken. If, the Pitman arm has a ball and socket at one end, it should be replaced when the ball and socket show any looseness. Inspect and replace center link (relay rod/drag link/intermediate rod). A bent relay rod may cause improper front-wheel toe. This condition causes feathered. wear across the tire treads.20 An Overview of the System Task Inspect, adjust (where applicable), and replace idler arm and mountings. A.3.4 Worn ball joints, weak front springs, or a weak stabilizer bar would not cause exces- sive steering effort. However, this problem may be caused by a seized idler arm. Tdler arm adjustments Keep the center ink parallel with the crossmember, which keeps the toe settings right. Idler arm adjustments do not help with road feel. Task Inspect, replace, and adjust tie rods, tie rod sleeves, clamps, and tie rod A.3.5 ends (sockets). ‘The tie rod sleeves must be rotated to adjust front-wheel toe and center the steering wheel. Replacing the inner tie rod ends (a common repair) must be done carefully to pre- vent damage to the pinion teeth on rack-and-pinion steering. The rack must be held firmly while the socket threads are loosened from the threads of the rack. If the tie rod sleeve clamp is not positioned correctly before tightening, the clamp will not exert enough force to hold the threads together. The constant motion while the vehicle is in operation will wear the threads involved, and the two pieces will pull apart, resulting in loss of steering control. On some vehicles, if the tie rod sleeve clamp is not positioned with the proper orientation, the sleeve bolt could rub against a cross- member or a suspension part or wear through a power steering hose. Task Inspect and replace steering linkage damper. A3.6 A scored power steering gear cylinder increases steering effort, but it does not conx- tribute to road shock on the steering wheel. A worn steering damper may cause road shock on the steering wheel Steering linkage dampers are designed to help the steering and suspension systems keep road shock and tire vibrations under control. High-speed vibrations are mostly caused by tire and wheel imbalance. Steering linkage dampers work like a shock absorber and are checked the same way one would check for a bad shock B. Suspension Systems Diagnosis and Repair (13 Questions) 1. Front Suspensions (6 Questions) Task Diagnose front suspension system noises, body sway/roll, and ride Baa height problems; determine needed repairs. Reduced front suspension ride height may be caused by weak or broken springs, or worn lower control arm bushings. Torsion bar suspensions are adjustable to set the correct ride height. Sway bar bushings that squeak have become worn from use and should be replaced, Lubricating sway bar bushings will temporarily eliminate bushing noise but does not correct the wear of the bushing. If there is a snapping noise, the holes in the frame may have been distorted. Rear wheel settings must be done first when doing a four-wheel alignment. The proper sequence of checks and adjustments for a four-wheel alignment are: pre- alignment checks, observing tire wear patterns, setup of alignment equipment, rear camber adjustment, rear toe adjustment (ending with the thrust line at zero), front caster, and front camber (caster and camber together when possible). Then bounce the vehicle, center the steering wheel, and set the front toe. Task Inspect and replace upper and lower control arms, bushings, shafts, B.A.2 rebound, and jounce bumpers. Place safety stands under the lower control arms near the ball joints on most vehicles when replacing the upper control arms, because the springs must be partially com- sr SSAn Overview of the System 21 Task B13 Task B.1.4 Task B15 Task B16 Task B.1.7 pressed. When replacing the lower control arms, the safety stands must support the vehicle by the frame so the arms can move down while the springs are removed. The safety stands must be placed in different positions under the vehicle when replacing upper control arms than when replacing lower control arms because of spring location, Inspect, adjust, and replace strut rods/radius arm (compression/tension), and bushings. A worn right front strut rod bushing may result in the lower control arm moving rearward during braking. This action reduces positive caster on the right front wheel. The steering tends to pull to the side with the least positive caster. ‘Worn strut rod bushings can cause the vehicle to pull to the direction of the worn bushing every time the brakes are applied. Worn strut rod bushings can cause align- ment problems. The adjustments available may not allow the desired specification to be reached if the bushings are worn. Inspect and replace upper and lower ball joints (with or without wear indicators). When a coil spring is mounted between the lower control arm and the chassis, a jack ‘must be positioned under the lower contro! arm to unload the ball joints. Do not place the safety stands under the frame to check for play in the load-carrying ball joint because the front spring tension would make it impossible to measure actual free play. Placing the safety stands under the lower arms on a front-wheel-drive vehicle would make ball joint free play impossible to measure because the ball joints would be supporting the weight of the front of the vehicle. Inspect and replace kingpins, bearings, and bushings. Monobeam suspensions are found on some pickup trucks. This suspension system is made up of a single I-beam sold axle. The wheel spindle is attached to the -beam by @ kingpin and some bushings. This allows for the turning of the front wheels, The king- pin is held to the axle by a lock bolt or pin. \dle assemblies and steering arms. Inspect and replace steering knuckle/s} Excessive tire squeal while cornering may be caused by improper toe-out on turns. This problem can be caused by a bent steering arm. Bent steering arms and steering knuckles or spindles show up in the alignment readings for toe-out on turns and in the steering axis inclination readings. Sometimes a technician can see rust flakes or dis- turbed metal at the bent section of the part. The parts named must be replaced if they are bent or otherwise damaged. Inspect and replace front suspension system coil springs and spring sulators (silencers). Inspect springs for signs of excessive wear and indications of cracking. Check for signs of coll spring interference. If a problem exists, it may be corrected by installing upper coil springs spacers on top of the coil spring. Spring removal is required to install these spacers. While using a spring compressor to remove a coil spring from a strut, the spring should be taped in the spring compressor contact areas, and all the spring tension must be removed from the upper strut mount before loosening the strut rod nut. The vehicle manufacturer often puts a stronger spring on one side of the vehicle because of weight differences, but sometimes the manufacturer puts the same strength spring on both sides. Most vehicles have a silencer pad between the spring and the chassis. If one of the silencer pads was left off, the vehicle would lean to that side, and there would probably be noises coming from that location.22 An Overview of the System Task B18 Task B.1.9 Task B.1.10 Task BA ‘To remove the coil spring from the suspension, it must be compressed with a coil spring compressor. Always follow the manufacturer's directions for the proper operation and attachment of the coil spring compressor. The shock often must be removed to install the spring compressor. With the spring compressed, the control arm can be dis- connected and lowered to remove the spring. Inspect and replace front suspension system leaf spring(s), leaf spring insulators (silencers), shackles, bushings, brackets, and mounts. Removing and replacing front leaf springs are basic mechanical repair operations. Gen- erally, leaf springs are replaced only when a leaf is broken or when they sag noticeably. A leaf spring is mounted with a rubber bushing and bolt through the eye at one end and by rubber bushings and bolts on shackles at the other end. The shackles at one end of the spring let the spring length change as it flexes. If the spring were mounted directly to the frame at both ends, it would bind and eventually break. Inspect shackles and bolts for damage and excessive wear. Inspect rubber bushings for wear, deterioration, and damage from grease and oil. Special removal and installation tools often make bushing replacement easier. Inspect, replace, and adjust front suspension system torsion bars; inspect mounts. Removing and replacing torsion bars, like springs, are basic repair operations. Torsion. bars also are generally replaced only when damaged. Unlike coil and leaf springs, tor- sion bar stiffness is adjustable on the vehicle, and this is what establishes the ride height of the vehicle. One end of the torsion bar is splined or clamped to a suspension control arm. The other end is secured in a bracket on the chassis. The chassis end of the torsion bar has a short arm and adjusting bolt to set ride height and bar stiffness. Checking the ride height and adjusting it if necessary is a basic part of wheel alignment service. Car- makers’ ride height specifications and measurement points vary, so you should check manufacturers’ instructions and specifications for this procedure. Inspect and replace stabilizer bar (sway bar) bushings, brackets, and links. Stabilizer bars—also called antiroll bars or sway bars—minimize body roll, or sway, during cornering. Stabilizer bars do not affect spring stiffness or vehicle spring rate, ride height, or shock absorber action. A stabilizer is mounted in brackets with bushings on the car underbody or frame. Links attach each end of the bar to the front or rear con- trol arms or axle housing. During cornering, the bar and its links transfer vehicle loads, from the inside to the outside of the suspension. This reduces the tendency of the out- side suspension to lift and thus reduces body roll ‘The rubber bushings on stabilizer bars and links tend to deteriorate over time and also can be damaged by grease and oil. Worn or damaged bushings should be replaced. Mounting bolts and link bolts may become loose and occasionally break. These should be tightened or replaced as necessary. Inspect and replace strut cartridge or assembly. A new cartridge may be installed in some front struts with the strut installed in the vehicle, Other struts must be removed to allow cartridge installation. Prior to strut removal from the vehicle, the upper strut mounting nuts and the strut-to-steering knuckle bolts must be removed. A spring compressor must be used to compress the spring before the spring is removed from the strut. ‘MacPherson struts are not only a suspension part, but also serve as a shock absorber and help control vehicle bounce. When replacing just the cartridge and not the outside‘An Overview of the System 23 Task B12 Task B24 Task B.2.2 Task B.2.3 housing, oil is left in the old housing to help transfer heat. Upper strut support plates and beatings cause noises. Inspect and replace strut bearing and mount. A defective upper strut mount may result in strut chatter while cornering, poor steer- ing wheel return, and improper camber or caster angles on the front suspension. The caster and camber adjuster plates would make noise if someone had left the bolts loose. The bearings and support plates support the weight of the front of the chassis, the engine, and the transaxle, and have to withstand the weight-shifting forces of brak- ing and the rotating forces of steering the vehicle. 2. Rear Suspensions (5 Questions) Diagnose rear suspension system noises, body sway/roll, and ride height problems; determine needed repairs. ‘A squeaking noise in the rear suspension may be caused by suspension bushings, defec tive struts or shock absorbers, or broken springs or spring insulators. Harsh riding may be caused by reduced rear suspension ride height and defective struts or shock absorbers. Excessive rear suspension oscillations may be caused by defective struts. Weak coil springs cause harsh riding and reduced ride height. Broken springs or spring insulators cause a rattling noise while driving on irregular road surfaces. Worn-out struts or shock absorbers result in chassis oscillation and harsh riding. ‘A broken spring leaf will cause the vehicle to lean toward the broken side. Missing insulators will cause creaking and squeaking noises, not rattles, as the suspension moves up and down. Worn shackle bushings or worn shackles will cause rattles when the vehi- cle is driven over road irregularities at low speeds. Broken center bolts will allow one side of the axle or housing to move forward or rearward, ‘Sway bars are not likely to cause vibrations. Coil springs with a high load rating could cause the vehicle to be too high in the rear. If the rear strut cartridge is weak, the vehicle would bounce more than normal in the rear, but should not hit bottom going over speed bumps at low speeds. If the rear springs are weak, the chassis will hit bottom easily. Inspect and replace rear suspen: insulators (silencers). n system coil springs and spring When replacing rear coil springs, the old spring ends should be matched with the new springs. Matching the spring ends will ensure that the springs are installed cor- rectly. Linear-rate springs or variable-rate springs may be used. Linear-rate springs have equal spacing between the coils and are available as heavy-duty springs for most appli- cations. Variable-rate springs typically have coils spaced closer together at the top with ‘more space between the coils at the bottom of the spring. Variable-rate springs provide automatic load adjustment while maintaining vehicle height. Inspect and replace rear suspension system lateral links/arms (track bars), control (trailing) arms, stabilizer bars (sway bars), bushings, and mounts. On some rear suspension systems, the lower control arm bolts must be torqued with the vehicle weight on the suspension. If the rear suspension bolts are tightened while the sus- pension parts are extended down on a frame contact hoist, the bushings will have a short life, Once the vehicle is lowered, the bushings, instead of the springs, will be supporting the body weight. If the vehicle is lowered to the floor, many of the bolts will be inaccessi- ble. It is much better to put the vehicle on an alignment rack for the final tightening.24 An Overview of the System Task B.2.4 Task B.2.5 Task B.2.6 Task B.2.7 Task B.2.8 Inspect and replace rear suspension system leaf spring(s), leaf spring insulators (silencers), shackles, brackets, bushings, and mounts. A sagging left rear leaf spring lowers the left rear ride height and increases the posi- tive caster on the left front wheel. Since the steering pulls to the side with the least pos- itive caster, this problem may cause steering pull to the right. Al leaf springs have a bolt or rivet near the center to index with a hole or depression in the housing. This ensures that the rear wheels remain correctly positioned. If the center bolt breaks or if the spring shackles are loose, the spring will shift on the housing and the vehicle will no longer track properly. Inspect and replace rear strut cartridge or assembly and upper mount assembly. Rear struts are serviced similarly to front struts, except that rear struts do not have a steering knuckle to deal with. The coil spring on the strut must be compressed to sepa- rate it from the strut assembly. Some struts can be serviced by replacing an intemal car- tridge that contains the shock absorber. Others require replacement of the entire strut. When reassembling the strut, be sure that the spring is seated securely in its mount- ing brackets. Inspect the upper mounting location on the car body. Replace any worn or damaged fasteners or other parts. If the body structure is damaged, more extensive repairs will be required. Inspect non-independent rear axle assembly for bending, warpage, and misalignment. A non-independent rear axle may be checked for bending, warpage, and misalign- ‘ment by measuring the rear wheel tracking. This operation may be performed with a track bar or computer wheel aligner with four-wheel capabilities. A track bar measures the position of the rear wheels in relation to the front wheels. A computer wheel aligner displays the thrust angle, which is the difference between the vehicle thrust line and geometric centerline of the vehicle. Rear axle offset may cause steering pull, Inspect and replace rear ball joints and tie rod/toe link assemblies. Many ball joints have a wear indicator. In these ball joints, the shoulder of the grease fitting must extend a specific distance from the ball joint housing. If this distance is less than specified, the ball joint must be replaced. There is no clearance between the grease fitting shoulder and the ball joint housing. A worn ball joint may cause improper position of the lower end of the rear knuckle, wheel hub, and wheel. This action may result in improper rear wheel camber. if a rear wheel tie rod is longer than specified, the rear wheel toe-out will be exces- sive. The length of the tie rod determines the rear wheel toe setting. Rear load-carrying and non-load-carrying ball joints are tested like the front ball joints, Rear tie rod ends are checked the same as front tie rod ends. The rear ball joints and rear tie rod ends usually last much longer than the front because the rear does not rotate and these components carry much less weight, Some rear ball joints and rear tie rod ends have to be lubricated, Inspect and replace knuckle/spindle assembly. ‘The steering knuckle or wheel spindle is the mounting point for the wheel and brake assemblies, The wheel rotates on the spindle via a set of bearings. If the bearings go bad or if the bearings have not been lubricated properly, the spindle can wear or break. The steering knuckle/spindle is held in place by control arms and/or the suspension strut. To replace a knuckle/spindle, the wheel assembly must be removed and the ball joints, control arms, steering linkage, springs, and/or strut assembly must be disconnected from the spindle assembly. After reinstallation, the wheels must be aligned