Steering And Suspension

Front 1

Advantages of a large Positive scrub radius

Back 1

The tire rolls while turned, resulting in reduced steering effort when parking.

More room in the engine bay

Front 2

advantage of Negative Scrub radius

Back 2

provides center point steering in the event of a tire deflation, which provides greater stability and steering control in this emergency situation.

Front 3

Advantage of a small positive scrub radius

Back 3

that the steering becomes less sensitive to braking inputs, in particular.

Front 4

Disadvantage of a small positive scrub radius

Back 4

the contact patch is spun in place when parking, which takes a lot more effort

Front 5

Scrub radius is...

Back 5

the distance in front view between the king pin axis and the center of the contact patch of the wheel, where both would theoretically touch the road

Front 6

The steering axis inclination (SAI) is

Back 6

the angle between the centerline of the steering axis and vertical line from center contact area of the tire (as viewed from the front).

Front 7

Back 7

Negative scrub radius

Front 8

Back 8

Positive scrub radius

Front 9

Back 9

zero scrub radus

Front 10

T/F
Loose front wheel bearing adjustment may cause steering wander while driving straight ahead

Back 10

True

Front 11

T/F
Negative caster settings may cause steering wander while driving straight ahead

Back 11

True

Front 12

When performing a sector lash adjustment on a recirculating ball steering gear, the worm shaft is positioned (...)

Back 12

in the center of its travel

Front 13

T/F
A leaking rack piston seal may cause a power rack and pinion gear to have excessive steering effort in both directions

Back 13

True

Front 14

T/F
A leaking inner rack seel may cause a power rack and pinion gear to have excessive steering effort in both directions

Back 14

False

This will increase steering effort in only one direction

Front 15

T/F
A leaking outer rack bulkhead seal may cause a power rack and pinion gear to have excessive steering effort in both directions

Back 15

False

This will increase steering effort in only one direction

Front 16

T/F
A loose rack bearing adjustment may cause a power rack and pinion gear to have excessive steering effort in both directions

Back 16

False
this will reduce steering effort

Front 17

T/F
A faulty power steering gear may cause a PS pump to have less than specified pressure during a pressure test.

Back 17

False

A valve in the tester closes the hose between the pump and the gear

Front 18

T/F
A sticking pump pressure relief valve may cause a PS pump to have less than specified pressure during a pressure test.

Back 18

True

Front 19

T/F

A bent or damaged rack in the steering gear may cause a power rack an pinion steering system to have poor steering wheel returnability.

Back 19

False
It will cause erratic steering effort

Front 20

T/F
Excessive negative caster may cause a power rack an pinion steering system to have poor steering wheel returnability.

Back 20

True

Front 21

T/F
Worn steering gear mounting bushings may cause bump steer on a vehicle with power rack and pinion steering

Back 21

True
worn steering gear mounting bushings may cause unequal tie rod height, the cause of bump steer

Front 22

T/F
Worn upper strut mounts may cause bump steer on a vehicle with power rack and pinion steering

Back 22

False
Worn upper strut mounts don't cause unequal tie rod height

Front 23

The root cause of bump steer is (...)

Back 23

Enequal tie rod height

Front 24

T/F
An open compressor vent valve may cause the front suspension trim height on a computer controlled air suspension system to be less than spec

Back 24

False
one or more of the air spring solenoids must also be open to vent air from the springs and cause low trim height

Front 25

T/F
Misadjusted front height sensors may cause the front suspension trim height on a computer controlled air suspension system to be less than spec

Back 25

True

Front 26

While parking a car with four-wheel steering, the rear wheels...

Back 26

steer about five degrees in the opposite direction of the front wheels

Front 27

T/F
A loose powersteering belt may cause fluid foaming to occur in a power steering pump reservoir.

Back 27

False

Front 28

T/F
Fluid contamination may cause fluid foaming to occur in a power steering pump reservoir.

Back 28

True

Front 29

A variable assist power steering system provides...

Back 29

Increased pump pressure at low speeds

Front 30

T/F
Improper dynamic wheel balance may cause the customer to complain about front wheel shimmy

Back 30

True

Front 31

T/F

Excessive toe-in on the front wheels may cause the customer to complain about front wheel shimmy

Back 31

False

Front 32

T/F
Excessive poitive caster on the front wheels may cause the customer to complain about front wheel shimmy

Back 32

True

Front 33

T/F
Sagged springs in the rear suspension may cause the customer to complain about front wheel shimmy

Back 33

True

Front 34

T/F
More toe out on the right rear wheel than on the left rear wheel may cause the steering wheel to pull to the right while driving straight ahead

Back 34

False

Front 35

T/F
More positive camber on the left front wheel than on the right front wheel may cause the steering wheel to pull to the right while driving straight ahead

Back 35

False

Front 36

T/F
More toe out on turns on the left front wheel than on the right front wheel may cause the steering wheel to pull to the right while driving straight ahead

Back 36

False

Front 37

T/F
More positive caster on the left front wheel than on the right front wheel may cause the steering wheel to pull to the right while driving straight ahead

Back 37

True

Front 38

During a shock absorber bounce test, if the chassis completes one free upward bounce before the vertical chassis movement stos, the shock abosrber is...

Back 38

good

Front 39

T/F
Excessive difference between the left and right SAI may cause a vehicle with a macpherson strut front supsension to pull to the left while braking.

Back 39

True

Front 40

T/F
Excessive positive camber on the left rear wheel may cause a vehicle with a macpherson strut front supsension to pull to the left while braking.

Back 40

False

Front 41

T/F
A worn flexible coupling may cause a steering wheel to have excessive freeplay with all linkages and column mounted and installed

Back 41

True

Front 42

T/F
Loose steering gear mounting bolts may cause a steering wheel to have excessive of freeplay with all linkages and column mounted and installed

Back 42

True

Front 43

Steering wheel free play should not exceed (...)

Back 43

~1.2 in. (30 mm)

Front 44

T/F
If the bolt head is touching the bracket on a collapsible steering column bracket, it should be replaced

Back 44

True

Front 45

T/F
If the bolt head is touching the bracket on a collapsible steering column bracket, the shear load is too small.

Back 45

False
T/F
If the bolt head is touching the bracket on a collapsible steering column bracket, the shear load is too hight.

Front 46

T/F
Some air bag systems are disarmed by disconnecting the battery cable and waiting for the specified amouont of time

Back 46

True

Front 47

T/F
Air bag system disarming on some vehicles includes disconnecting the air bag system fuse

Back 47

True

Front 48

T/F
The surface of deployed airbags may be coated with sodium bicarbonate

Back 48

False
they may be coated with sodium hydroxide

Front 49

T/F
After the air bag system has been disarmed and enabled the arbag system warning light operation indcates proper system function

Back 49

True

Front 50

T/F
a loose worm bearing preload adjustment may cause excessive steering effort on a manual steering gear (non rack and pinion)

Back 50

False
A loose worm bearing preload adjustment will cause excessve steering wheel free play

Front 51

T/F
an overfilled steering gear may cause excessive steering effort on a manual steering gear (non rack and pinion)

Back 51

False

Front 52

T/F
Less than spec positive caster may cause excessive steering effort on a manual steering gear (non rack and pinion)

Back 52

False
reduced caster reduces steering effort

Front 53

T/F
A tight sector lead lash adjustment may cause excessive steering effort on a manual steering gear (non rack and pinion)

Back 53

True

Front 54

A tight worm bearing on a manual steering gear (non rack and pinion)may result in...

Back 54

excessive steering effort

Front 55

T/F
A loose rack bearing adjustment may result in poor returnability on a manual rack and pinion steering gear

Back 55

False
a loose rack bearing adjust ment results in excessive steering wheel freeplay

Front 56

T/F
Insufficient or improper lubricant in the steering gear may result in poor returnability on a manual rack and pinion steering gear

Back 56

True

Front 57

T/F
loose steering gear mounting bolts may result in poor returnability on a manual rack and pinion steering gear

Back 57

False
Loos steering gear mounting bolts may result in excessive steering wheel freeplay

Front 58

T/F
Excessive positive camber on both front wheels may result in poor returnability on a manual rack and pinion steering gear

Back 58

False
Excessive positive camber results in excessive wear on the outside edge of the tire treads

Front 59

The normal operating temperature of power steering fluid is...

Back 59

175 Deg F. (80 Deg C)

Front 60

when checking PS pump belt tension, for every foot of free span, belt deflection should be...

Back 60

1/2 inch

Front 61

T/F
Reduced PS pump belt tension may result in increased or erratic steering effort

Back 61

True

Front 62

T/F
A loose PS belt may cause squealing during acceleration

Back 62

True

Front 63

T/F
A misaligned PS pump may cause premature belt wear

Back 63

True

Front 64

T/F
Pressed on PS pump pulleys may require the use of a special tool to remove and install

Back 64

True

Front 65

T/F
A faulty drive shaft seal may cause a fluid leak between the reservoir and the pump housing on a pump with integral reservoir.

Back 65

False

Front 66

T/F
A restricted vent in the pump cap may cause a fluid leak between the reservoir and the pump housing on a pump with integral reservoir.

Back 66

False

Front 67

T/F
A faluty housing O-ring may cause a fluid leak between the reservoir and the pump housing on a pump with integral reservoir.

Back 67

True

Front 68

During a power steering pump pressure test, the pressure gauge valve should be closed for a maximum of (...) seconds.

Back 68

Ten

Front 69

1.
2.
3.

Back 69

1. power steering gearbox
2. power steering pump
3. power steering oil tank

Front 70

Back 70

manual steering system

Front 71

Back 71

power rack and pinion

Front 72

Back 72

Power steering gear

Front 73

Back 73

power steering pump

Front 74

Back 74

manual steering gear

Front 75

T/F
A defective steering gear may cause excessive turning effort even though the pump pressure is satisfactory.

Back 75

True

Front 76

T/F
A restricted high pressure hose may cause excessive turning effort even though the pump pressure is satisfactory.

Back 76

True
a restricted High Pressure hose may cause excessive turning effort, without causing the system to fail a pressure test

Front 77

(non rack and pinion)
Rotating the steering wheel while the steering gear is disconnected from the shaft may result in...

Back 77

an improperly centered clockspring

Front 78

T/F
Rotating the steering wheel with the steering gear disconnected may damage the clockspring electrical connector

Back 78

True

Front 79

T/F
After the negative battery cable is disconnected, immediately begin the steering gear removal process

Back 79

False
You may have to wait due to proper air bag procedures

Front 80

T/F
During a powersteering gear adjustment (worm shaft bearing preload), after the adjuster plug is bottomed out, it should be tightened to 20 ft lb

Back 80

True
after tightening to 20 ft lb, you may need to back of .050 in.

Front 81

T/F
During a powersteering gear adjustment, the adjuster plug should be backed off 1/4 turn from the bottomed position

Back 81

False

Front 82

T/F
The worm shaft bearing preload must be adjusted after the bearing and seal installation in the adjuster plug

Back 82

True

Front 83

T/F
the part number on the needle bearing should face the driving tool when installing the adjuster plug bearing

Back 83

True

Front 84

T/F
a misaligned steering gear may cause poor steering wheel returnablity on power rack and pinion systems

Back 84

false

Front 85

T/F
an overtight rack bearing adjustment may cause poor steering wheel returnablity on power rack and pinion systems

Back 85

True
due to increased steering effort as a result of the overtight rack bearing adjustment

Front 86

T/F
Inner tie rod ends may be retained on the rack with a steel pin

Back 86

True

Front 87

T/F
Inner tie rod ends may be retained on the rack with with a claw washer

Back 87

True

Front 88

T/F
Inner tie rod ends may be retained on the rack by being threaded onto the rack

Back 88

True

Front 89

T/F
If foaming is present in the reservoir after bleeding air from the system, the procedure must be repeated

Back 89

True

Front 90

T/F
During PS bleding, each time the steering wheel is rotated fully to the right or left, it should be held for two or three seconds

Back 90

True

Front 91

A power steering system should be drained from...

Back 91

The return hose

Front 92

when bleeding the power steering system using the steering wheel, the engine should be held at (...) rpm

Back 92

1,000

Front 93

T/F
on variable assist power steering systems, the steering assist is increased at speeds above 50 mph

Back 93

False

Front 94

T/F
the power steering assist is increased when the steering wheel rotation exceeds 15 rpm

Back 94

True

Front 95

Bump steer may result if the steering arms and lower control arms are ...

Back 95

not parallel

Front 96

excessive idler arm movement may cause (...), (...), (...), and (...)

Back 96

front wheel shimmy, steering looseness, improper tie rod alignment with the lower control arms, and bump steer.

Front 97

variable assist power steering systems receive signals from the (...), and (...)

Back 97

Vehicle Speed Sensor, and Steering wheel rotation sensor

Front 98

T/F
A misadjusted steering gear may cause bump steer

Back 98

False

Front 99

T/F
A bent pitman arm may cause bump steer

Back 99

True

Front 100

T/F
A loose or misadjusted Idler arm may cause bump steer

Back 100

True

Front 101

other names for center link:

Back 101

relay rod, drag link, intermidiate rod

Front 102

T/F
A bent relay rod may change front wheel toe setting

Back 102

True

Front 103

T/F
A bent relay rod may cause front tire wear on the inside edges

Back 103

False

Front 104

Improper front wheel Toe may cause (...) tire wear

Back 104

Feathered

Front 105

T/F
Worn lower ball joints may cause excessive steering effort. on a PS system with a properly adjusted belt and fluid level.

Back 105

False

Front 106

T/F
Weak front springs may cause excessive steering effort. on a PS system with a properly adjusted belt and fluid level.

Back 106

False

Front 107

T/F
a seized idler arm may cause excessive steering effort. on a PS system with a properly adjusted belt and fluid level.

Back 107

True

Front 108

T/F
a weak stabilizer bar may cause excessive steering effort. on a PS system with a properly adjusted belt and fluid level.

Back 108

False

Front 109

T/F
Vise grips or a pipe wrench should be used to rotate tie rod sleeves

Back 109

False

Front 110

T/F
tie rod sleeve clamps must have the openings lined up with the openings in the tie rod sleeve.

Back 110

False

Front 111

T/F
a scored power steering gear cylinder may cause a 4wd vehicle to have excessive road shock on the steering wheel while driving on irregular road surfaces

Back 111

False

Front 112

T/F
a worn out steering damper may cause a 4wd vehicle to have excessive road shock on the steering wheel while driving on irregular road surfaces

Back 112

True

Front 113

T/F
A scored power steering gear cylinder will reduce steering effort

Back 113

False

Front 114

The steering damper is usually connected from the (...) to the (...)

Back 114

Relay rod (drag link) to the chassis

Front 115

T/F
Worn out struts may cause the front suspension height to be less than specified on a macpherson strut system.

Back 115

False

Front 116

T/F
worn upper strut mounts may cause the front suspension height to be less than specified on a macpherson strut system.

Back 116

False

Front 117

T/F
worn steering gear mounting bushings may cause the front suspension height to be less than specified on a macpherson strut system.

Back 117

False

Front 118

T/F
worn lower control arm bushings may cause the front suspension height to be less than specified on a macpherson strut system.

Back 118

True

Front 119

Back 119

macphearson strut

Front 120

Back 120

double wishbone suspension
(upper and lower A-arm)

Front 121

SLA is a type of...

Back 121

double wishbone independent suspension
Short Long Arm

Front 122

T/F
worn upper and lower ball joints may result in severely damaged rebound bumpers

Back 122

False

Front 123

T/F
Defective front shocks may result in severely damaged rebound bumpers

Back 123

True

Front 124

T/F
a worn right fron strut rod bushing may cuse a vehicle with satsifactory brake equipment to pull to the right while braking,

Back 124

True

Front 125

T/F
Excessive negative camber on the right front wheel may cuse a vehicle with satsifactory brake equipment to pull to the right while braking,

Back 125

False

Front 126

T/F
Excessive negative camber on one front wheel will casue steering pull to the opposite side

Back 126

True

Front 127

T/F
a worn right front strut rod bushing may result in the lower control arm moving rearward while braking

Back 127

True

Front 128

T/F
Ride height should always be one of the first checks when performing wheel alignment

Back 128

True

Front 129

Strut rods are connected from (...) to the (...).

Back 129

Lower control arrm to the chassis

Front 130

Stut rods prevent (...) and (...) movement of the lower control arm

Back 130

Fore and Aft

Front 131

Steering pulls to the side with the (...) positive caster

Back 131

Least

Front 132

In order to measure ball joint wear, the vehicle weight must be...

Back 132

unloaded from the ball joints

Front 133

when the coil spring is betwen the lower control arm and the chassis on a SLA suspension, unloading the vehicle weight from the ball joints may requre...

Back 133

jacking the vehicle up from the lower control arm

Front 134

when the coil spring is betwen the upper control arm and the chassis , unloading the vehicle weight from the ball joints may requre...

Back 134

lifting from the chassis with a steel spacer between the upper control arm and the chasis

Front 135

T/F
Installing a different shim between the front axle and the leaf spring may correct right front tire tread wear on the inside edge

Back 135

False

Front 136

T/F
replacing the rear spring shackle may correct right front tire tread wear on the inside edge

Back 136

False

Front 137

T/F
The shims between the front axle and the leaf spring are used to adjust camber

Back 137

False
the are used to adjust caster

Front 138

T/F
Wear on the inside edge of the tire is caused by excessive ...

Back 138

Negative camber

Front 139

Tire Wear:
Feathering

Back 139

Toe adjustment

Front 140

inner/outer wear

Back 140

Camber

Front 141

excessive wear on the center of tire

Back 141

over inflation

Front 142

Excessive wear on the outer edges of tire

Back 142

Under inflation

Front 143

T/F
a bent steering arm may cause excessive tire squeal while cornering

Back 143

True

Front 144

T/F
excessive negative caster may cause excessive tire squeal while cornering

Back 144

false

Front 145

T/F
worn stabilizer bushings may cause excessive tire squeal while cornering

Back 145

false

Front 146

T/F
worn out front struts may cause excessive tire squeal while cornering

Back 146

false

Front 147

Excessive tire squeal while cornering is caused by incorrect (...) angle

Back 147

Toe angle

Front 148

T/F
Bent steering arms and knuckles must be replaced, never repaired.

Back 148

True

Front 149

(...) spring

Back 149

linear rate

Front 150

(...) spring

Back 150

Variable rate

Front 151

T/F
When using a spring compressor to remove a coil spring from a strut, the spring should be taped in the areas where the compressor contacts the spring

Back 151

True

Front 152

T/F
When using a spring compressor to remove a coil spring from a strut, all the spring tension must be removed from the upper strut mount before loosening the strut or rod nut

Back 152

True

Front 153

T/F
coil springs may be replaced individually

Back 153

False

Front 154

T/F
steering pull to the right with a SLA front and leaf spring rear may be caused by a broken center bolt in the rear spring

Back 154

True

Front 155

T/F
steering pull to the right with a SLA front and leaf spring rear may be caused by more positive caster on the left front wheel than the right front wheel

Back 155

True

Front 156

T/F
steering pull to the right with a SLA front and leaf spring rear may be caused by more positive camber on the right front wheel than the left front wheel

Back 156

True

Front 157

T/F
steering pull to the right with a SLA front and leaf spring rear may be caused by excessive toe in on front wheels

Back 157

False

Front 158

The steering may pull to the side with (...) positive camber

Back 158

More

Front 159

T/F
Broken center pins on rear leaf springs may affect vehicle tracking and cause steering pull

Back 159

True

Front 160

T/F
lower than specified suspension height on the right front of a torsion bar suspension with satisfactory height on the left front may be caused by worn lower control arm bushings

Back 160

True

Front 161

T/F
lower than specified suspension height on the right front of a torsion bar suspension with satisfactory height on the left front may be caused by the right front torsion bar anchor bolt being out of adjustment

Back 161

True

Front 162

T/F
Worn lower control arm bushings may cause reduced ride height

Back 162

True

Front 163

T/F
excessive body sway while cornering may be caused by worn strut rod bushings

Back 163

false

Front 164

T/F
excessive body sway while cornering may be caused by a weak stabilizer bar

Back 164

true

Front 165

T/F
excessive body sway while cornering may be caused by worn stabilizer bar bushings

Back 165

true

Front 166

T/F
excessive body sway while cornering may be caused by a broken stabilizer link

Back 166

true

Front 167

Worn strut rod bushing may cause...

Back 167

steering wander while driving and rattling or
clunking while driving or braking on rough roads

Front 168

T/F
on some vehicles the strut cartridge can be installed with the strut still installed in the vehicle

Back 168

True

Front 169

T/F
A damaged upper strut mount may result in strut chatter while cornering on a macphearson strut system

Back 169

True

Front 170

T/F
A worn lower ball joint may cause steering chatter while cornering on a macphearson strut system

Back 170

False

Front 171

T/F
A damaged upper strut mount may result in improper camber or caster angles on the front suspsension

Back 171

True

Front 172

T/F
Faulty rear struts may cause harsh riding and bottoming out of the rear suspension

Back 172

True

Front 173

T/F
less than specified rear ride height may cause harsh riding and bottoming out of the rear suspension

Back 173

True

Front 174

A worn track bar or bushings may cause (...) in the rear suspension

Back 174

Excessive lateral movement

Front 175

Many ball joints use the (...) as a wear indicator

Back 175

Grease fitting

Front 176

T/F
A worn ball joint may cause improper wheel camber

Back 176

True

Front 177

T/F
A bent rear spindle may cause feathered tread wear similar to a toe-in situation

Back 177

True

Front 178

During a rear wheel hub bearing adjustment :
Step 1.

Back 178

tighten the bearing adjustment nut to 17-25 ft lbs

Front 179

During a rear wheel hub bearing adjustment :
Step 2.

Back 179

back of the adjustment nut 1/2 turn

Front 180

During a rear wheel hub bearing adjustment :
Step 3.

Back 180

tighten the adjustment nut to 10-15 in lbs

Front 181

During a rear wheel hub bearing adjustment :
Step 4.

Back 181

install the nut retainer and cotter key

Front 182

T/F
the on/off switch of an electronically controlled suspension should be switched off when towing

Back 182

true

Front 183

T/F
the on/off switch of an electronically controlled suspension should be switched off when jacking up the vehicle

Back 183

true

Front 184

T/F
the on/off switch of an electronically controlled suspension should be switched off when hoisting the vehicle on a lift

Back 184

true

Front 185

T/F
the on/off switch of an electronically controlled suspension should be switched off when diagnosing the system with a scanner

Back 185

False

Front 186

T/F
the subframe (cradle) may be measured at various locations to determine if it is bent

Back 186

True

Front 187

T/F
some subframes (cradles) have an alignment hole that must be aligned with a hole in the chassis

Back 187

True

Front 188

T/F
In an electronic power steering system the electric motor that proiveds steering assist is mounted seperately from the steering gear

Back 188

False

Front 189

T/F
In an electronic power steering system the Vehicle speed sensor voltage signals are sent directly from the vss to the eps control unit

Back 189

false

Front 190

T/F
In an electronic power steering system the steering sensor is mounted in the steering gear housing so it senses rack movement

Back 190

False

Front 191

T/F
In an electronic power steering system, if the car has a manual transaxle a differential speed sensor is used in place of the vss

Back 191

True

Front 192

T/F
In an electronic power steering system the steering sensor is mounted in the ...

Back 192

pinion shaft assembly

Front 193

On some systems, when the power steering pressure exceeds the specified value, the PCM may shut off the ... to prevent stalling

Back 193

A/C compressor

Front 194

On some systems, when the power steering pressure exceeds the specified value, the PCM may operate the... to prevent stalling.

Back 194

Idle Air Control motor

Front 195

Steering pulls to the side with the most (...) camber

Back 195

Positive

Front 196

Torque steer may be caused by (...) on FWD vehicles

Back 196

enequal length drive axles

Front 197

T/F
Increased steering effort and rapid steering wheel return after cornering may be a result of both front wheels having a negative camber seting

Back 197

False

Front 198

T/F
Increased steering effort and rapid steering wheel return after cornering may be a result of reduced rear suspension cur riding height.

Back 198

True

Front 199

Reduced rear suspension curb riding height may cause (...) (...) caster on the front wheels.

Back 199

excessive positive

Front 200

T/F
Rear wheel camber may be adjusted by elongating the strut to knuckle bolt hole with a file on macphearson strut systems.

Back 200

True

Front 201

T/F
Rear wheel camber may be adjusted by moving the upper strut mount in elongated slots on macphearson strut systems

Back 201

False

Front 202

T/F
When equal shims are installed on both front control arms of a SLA front supsension, Camber is reduced

Back 202

True

Front 203

T/F
When equal shims are installed on both front control arms of a SLA front supsension, caster is increased

Back 203

False

Front 204

T/F
When equal shims are installed on both front control arms of a SLA front supsension, caster is reduced

Back 204

False

Front 205

T/F
When equal shims are installed on both front control arms of a SLA front supsension, SAI angle decreases

Back 205

False

Front 206

On an SLA suspension, the upper control arm length is (...) compared to the lower control arm.

Back 206

Shorter

Front 207

T/F
Excessive positive caster on the front suspension may cause harsh riding on the front suspension, excessive steering effort and rapid wheel return

Back 207

True

Front 208

T/F
A more than specified included angle on the front suspension may cause harsh riding on the front suspension, excessive steering effort and rapid wheel return

Back 208

False

Front 209

included angle is the sum of...

Back 209

Camber and SAI angles

Front 210

Less than specified caster may cause (...) while driving straight ahead

Back 210

Reduced directional stability

Front 211

T/F
Caster is measured with the front wheels straight ahead

Back 211

False

Front 212

T/F
the front wheels are turned 20 deg outward and then 20 deg inward to read the caster angle

Back 212

true

Front 213

T/F
The brakes must be applied with a brake pedal jack before reading the caster angle

Back 213

True

Front 214

T/F
The front suspenion should be jounced several times before reading the caster angle

Back 214

true

Front 215

T/F
The front wheels must be in the straight ahead position when meausring front wheel toe

Back 215

True

Front 216

T/F
the front wheel toe whould be adjusted before the caster angle on the front suspension

Back 216

False

Front 217

T/F
after the toe adjustment, the steering wheel must be centered with the front wheels straight ahead

Back 217

True

Front 218

T/F
While adjusting front wheel toe, a tie rod sleeve rotating tool must be used to turn the tie rod sleeves.

Back 218

true

Front 219

Front wheel toe should be measured (...) the caster is adjusted.

(before/after)

Back 219

after

Front 220

T/F
The steering wheel is slightly rotated left after the toe is set to spec, legnthening the left and shortening the right tie rod will correct this.

Back 220

false

Front 221

T/F
The steering wheel is slightly rotated left after the toes is set to spec, rotating each tie rod sleeve 2 turns will correct this.

Back 221

False

Front 222

Shortenging the left tie rod and legnthening the right will turn the wheel toward the...

Back 222

right

Front 223

Rotating both tie rod sleeves will (...) turn will move the steering wheel 1 inch

Back 223

1/4

Front 224

The turning radius is usually (...) degrees more than the turning radius on the wheel on the outside of the turn

Back 224

2

Front 225

If the steering radius is not within spec, the (...) may be bent.

Back 225

steering arms

Front 226

If the steering radius is not within spec, the (...) may be worn

Back 226

Tie rod ends

Front 227

on a macphearson strut suspension, SAI is the angle between the true verticle centerline of the (...) and a line through the center of the (...) and (...)

Back 227

tire, lower ball joint, upper strut mount

Front 228

on SLA suspensions, the SAI is a line through...

Back 228

the upper and lower ball joints

Front 229

SAI is always viewed from...

Back 229

the front of the vehicle.

Front 230

inproper king pin inclination on an I-beam front suspension may be caused by...

Back 230

a bent front axle or worn king pin bushings

Front 231

The max variance between left and right SAI angles is usually...

Back 231

1.5 deg

Front 232

excessive included angle variance on front wheels is brobably caused by (...) on one of the wheels.

Back 232

improper SAI

Front 233

Improper SAI is most often caused by improper (...) position, or bent (...)

Back 233

improper strut tower or subframe (cradle) position,
or bent crossmember or lower control arms

Front 234

Excessive toe out on the left rear may cause steering pull to the...

Back 234

right

Front 235

A thust line positioned right of the geometric centerline may be caused by excessive...

Back 235

Toe out on the right rear wheel.

Front 236

The vehicle pulls to the (...) side of the thrust angle

Back 236

Opposite

Front 237

on a non independant rear axle assembly, the entire rear axle assembly may be turned slightly in one direction. this is called...

Back 237

rear axle offset

Front 238

T/F
Front wheel setback is usually caused by worn suspension parts

Back 238

false

Front 239

T/F
a slight front wheel setback causes steering wheel pull

Back 239

False

Front 240

Front wheel setback is usually caused by...

Back 240

collision damage

Front 241

Only (...) front wheel setback may cause steering pull.

Back 241

excessive

Front 242

T/F
A FWD vehicle has excessive positive camber on the left front, and excessive negative camber on the right front wheel, this may be caused by the cradle (subframe) shifting to the right

Back 242

True

Front 243

T/F
A FWD vehicle has excessive positive camber on the left front, and excessive negative camber on the right front wheel, this may be caused by a bent left front lower control arm

Back 243

False

Front 244

Cupped tire tread wear is most often caused by...

Back 244

wheel imbalance

Front 245

T/F
Replacing only the rear tires with considerably larger than OEM specs, may cause reduced front wheel positive caster and directional stability

Back 245

True

Front 246

T/F
Replacing only the rear tires with considerably larger than OEM specs, may cause increased positive camber on the front wheels and increased front tire tread wear

Back 246

False

Front 247

T/F
Replacing only the rear tires with considerably larger than OEM specs, may cause increased steering effort

Back 247

False

Front 248

T/F
Replacing only the rear tires with ones considerably larger than OEM specs, may cause rapid steering wheel return.

Back 248

False

Front 249

T/F
Front wheel shimmy may be caused by excessive toe out

Back 249

False

Front 250

T/F
Front wheel shimmy may be caused by inproper wheel balance

Back 250

True

Front 251

T/F
Front wheel shimmy may be caused by excessive front wheel setback

Back 251

false

Front 252

T/F
Front wheel shimmy may be caused by excessive positive camber

Back 252

False

Front 253

T/F
Front wheel shimmy may be caused by excessive positive caster

Back 253

True

Front 254

T/F
Front wheel shimmy may be caused by loose steering wheel components

Back 254

True

Front 255

tire radial runout describes...

Back 255

...describes the deviation of the tire’s roundness from a perfect circle

Front 256

Tire lateral runout

Back 256

describes the deviation of the tire’s sidewall from a perfect plane

Front 257

this rotation pattern can be used on (...) vehicles

Back 257

Rwd and 4wd

Front 258

this rotation pattern can be used on (...) vehicles

Back 258

FWD

Front 259

T/F
Rear chassis waddle may be caused by a steel belt in a tire that is not straight

Back 259

true

Front 260

T/F
Rear chassis waddle may be caused by a bent rear hub flange

Back 260

True

Front 261

T/F
Steering pull to the left may be due to the front tires having two different tread designs

Back 261

True

Front 262

T/F
Steering pull to the left may be due to one of the front tires having a conicity problem

Back 262

True

Front 263

Tire Conicity is ...

Back 263

the characteristic that describes the tire’s tendency to roll like a cone

Front 264

Tire Conicity is caused during...

Back 264

the manufacturing process

Front 265

tires should be placed on the tire changer with the narrow bead ledge facing...

Back 265

upward

Front 266

when performing sector lash adjustment on a recirculating ball steering gear, the steering gear is in the center position and the steering shaft is rotated through a 45 degree arc with an inch pound torque wrench. the sector lash adjustment should be rotated in...

Back 266

a clock wise direction

Front 267

If the worm shaft bearings are too loose...

Back 267

the worm shaft can move sideways and up and down during operation

Front 268

OVER CENTER CLEARANCE...

Back 268

Controls the amount of play between the pitman arm shaft gear (sector) and the teeth on the ball nut. It is the most critical adjustment affecting steering wheel play.

Front 269

Disconnect the pitman arm from the pitman arm shaft. Loosen the pitman arm shaft overcenter adjusting locknut and screw out the adjusting screw a couple of turns. Then turn the steering wheel from side to side slowly

Back 269

worm-bearing preload step one

Front 270

Using a torque wrench or spring scale, measure the amount of force required to turn the steering wheel to the CENTER position. Note the reading on the torque wrench or the spring scale and compare it to the manufacturers specifications

Back 270

worm-bearing preload step two

Front 271

If readings are out of specifications. loosen the worm-bearing locknut. Then tighten the worm bearing adjustment nut to increase the preload. Loosen it to decrease preload and turning effort. With the preload set to specifications. tighten the locknut. Make sure the steering wheel turns freely from stop to stop

Back 271

worm-bearing preload step three

Front 272

Most rack-and-pinion systems have a rack guide adjustment screw. This screw is adjusted when...

Back 272

there is excessive play in the steering

Front 273

Basic procedure for adjusting rack-and-pinion steering system step one

Back 273

Loosen the locknut on the adjusting screw

Front 274

Basic procedure for adjusting rack-and-pinion steering system step two

Back 274

turn the rack guide screw until it bottoms slightly

Front 275

Basic procedure for adjusting rack-and-pinion steering system step three

Back 275

Back off the rack guide screw the recommended amount (approximately 45 degrees or until the prescribed turning effort is achieved)