ASE A4 Suspension and Steering Practice Test

25 practice questions

Choose an answer, then check it under Show answer.

1. Question 1 of 25Easy

   A technician is replacing a worn stabilizer bar end link that uses ball-joint style sockets. When attempting to remove the prevailing-torque locknut, the ball stud rotates freely inside the socket, preventing removal. How should the technician stop the stud from spinning?

   1. AA. Clamp locking pliers tightly around the center of the link connecting rod.
   2. BB. Hold the end of the ball stud using an internal hex wrench or machined wrench flats.
   3. CC. Tighten the nut with an impact gun to force the stud to seat into its taper.
   4. DD. Heat the outer ball joint housing with a torch until the internal nylon sleeve melts.
   Show answer to question 1

   Answer: B. Hold the end of the ball stud using an internal hex wrench or machined wrench flats.

   Ball-joint style stabilizer bar links are designed with an internal hex socket in the tip of the stud or machined flats at the base of the stud so a technician can hold it stationary while loosening the locknut. Clamping locking pliers to the link rod will not stop the ball stud from rotating inside its socket, and heating the joint creates a fire hazard and risks component damage.

2. Question 2 of 25Easy

   A customer complains that after the vehicle passes over a dip in the road, the rear of the vehicle continues to move up and down several times before settling. During a bounce test at each rear corner, the body keeps oscillating after it is released. Which of these is the MOST likely cause?

   1. AA. Incorrect rear toe setting
   2. BB. Fatigued rear coil springs
   3. CC. Worn rear shock absorbers
   4. DD. Worn rear stabilizer bar link bushings
   Show answer to question 2

   Answer: C. Worn rear shock absorbers

   The shock absorbers control spring oscillation; when their damping is lost the body keeps moving after the bump, which is exactly what the bounce test shows. Fatigued coil springs would show up as low ride height and a soft but quickly damped ride, not repeated oscillation.

3. Question 3 of 25Medium

   A technician is using a dial indicator to check runout on a mounted tire. Technician A says tire lateral runout should be measured by resting the dial indicator plunger against the center of the tread blocks. Technician B says tire lateral runout should be measured by placing the dial indicator plunger on a smooth section of the sidewall away from raised lettering. Who is correct?

   1. AA. A only
   2. BB. B only
   3. CC. Both A and B
   4. DD. Neither A nor B
   Show answer to question 3

   Answer: B. B only

   Technician B is correct because lateral runout measures side-to-side deviation, which is checked on a smooth portion of the tire sidewall to avoid false fluctuations caused by raised lettering, protective ribs, or scuff pads. Technician A is incorrect because lateral runout is not measured on the tread surface, and resting the indicator on tread blocks will cause the needle to bounce across tread voids.

4. Question 4 of 25Medium

   A technician is preparing to measure caster on a vehicle that has just been driven onto the alignment rack. Which of these should be checked and corrected before the caster sweep is performed?

   1. AA. Steering wheel free play at full lock
   2. BB. Tire pressures and ride height
   3. CC. Rear toe adjustment
   4. DD. Battery voltage at the alignment sensor
   Show answer to question 4

   Answer: B. Tire pressures and ride height

   Caster readings are affected by vehicle ride height and tire size or inflation, so these must be at normal specifications before measurement. Rear toe and full-lock steering free play are not prerequisites for a caster sweep, and sensor battery voltage is not a normal adjustment item.

5. Question 5 of 25Medium

   A vehicle has an incorrect toe-out-on-turns angle on right turns only, while static toe, camber, and caster are all set to specification. Which of these is the LEAST likely cause?

   1. AA. A worn front stabilizer bar bushing.
   2. BB. A bent right-side steering arm.
   3. CC. A deformed steering knuckle.
   4. DD. A bent steering linkage attachment point.
   Show answer to question 5

   Answer: A. A worn front stabilizer bar bushing.

   A worn stabilizer bar bushing affects body roll and sway resistance, but it has no effect on the geometric steering arm angle or turning radius. A bent steering arm, deformed steering knuckle, or bent linkage attachment point directly alters the Ackerman geometry on that side, creating an asymmetric turning angle. Whenever toe-out-on-turns is out of specification side-to-side with static toe properly adjusted, structural damage to a knuckle or steering arm is the primary suspect.

6. Question 6 of 25Medium

   All of the following are correct procedures when a power steering reservoir filter is found clogged EXCEPT:

   1. AA. Inspect the pump for damage from debris.
   2. BB. Backflush the filter with solvent and reuse it.
   3. CC. Flush the system if the fluid is contaminated.
   4. DD. Replace the filter or reservoir as specified.
   Show answer to question 6

   Answer: B. Backflush the filter with solvent and reuse it.

   A clogged power steering reservoir filter is generally replaced, not cleaned and reused, because it may pass debris or restrict flow again. The system should also be checked for contamination and the pump inspected for debris damage.

7. Question 7 of 25Easy

   A vehicle has a vibration at highway speed. A spin balancer shows that the left rear tire and wheel assembly is out of balance in the static (single) plane only, and the assembly is otherwise in good condition. Which symptom would this imbalance MOST likely cause?

   1. AA. An up-and-down hop of the wheel and tire
   2. BB. Rapid wear of the inside shoulder of the tire
   3. CC. A side-to-side shimmy of the wheel and tire
   4. DD. A steady pull toward the side with the imbalance
   Show answer to question 7

   Answer: A. An up-and-down hop of the wheel and tire

   Static imbalance is a single-plane condition that throws the assembly up and down, producing wheel tramp or hop that is felt through the seats and floor. A side-to-side shimmy comes from dynamic (couple) imbalance, while a pull and shoulder wear are caused by alignment, tire conicity or brake problems, not by balance.

8. Question 8 of 25Easy

   A technician is performing a dry park test to inspect a pitman arm that has an integral ball socket. Which of these describes the correct procedure for this inspection?

   1. AA. Support the vehicle by the frame with wheels hanging free and wiggle each tire side to side.
   2. BB. Place the front tires on turn plates with the lock pins removed and rotate the steering wheel lock to lock.
   3. CC. Keep the vehicle weight on the tires and have an assistant rock the steering wheel while observing the joint.
   4. DD. Raise the vehicle on a frame-contact lift and pry upward on the ball socket with a pry bar.
   Show answer to question 8

   Answer: C. Keep the vehicle weight on the tires and have an assistant rock the steering wheel while observing the joint.

   A dry park test is performed with the full vehicle weight on the tires so that road friction provides resistance while an assistant rocks the steering wheel back and forth. This loading makes lost motion, axial play, or radial looseness readily visible to a technician inspecting the joint underneath. Raising the vehicle on a frame lift removes tire resistance, which conceals loose ball sockets.

9. Question 9 of 25Hard

   A vehicle exhibits wandering and changes direction slightly when braking hard. An inspection reveals no looseness in the tie rods or wheel bearings. Technician A says deteriorated front lower control arm bushings can allow the control arm to shift fore and aft under braking, altering toe and caster angles. Technician B says front curb ride height must be measured and within specification before performing a final wheel alignment. Who is correct?

   1. AA. A only
   2. BB. B only
   3. CC. Both A and B
   4. DD. Neither A nor B
   Show answer to question 9

   Answer: C. Both A and B

   Both technicians are correct. Technician A is correct because torn or soft control arm bushings allow excessive movement under dynamic braking loads, which dynamically shifts wheel alignment angles (caster and toe) and produces brake pull or wandering. Technician B is correct because suspension alignment angles change with ride height; ride height must be checked and corrected to specification before setting wheel alignment, as sagging or uneven springs invalidate alignment readings.

10. Question 10 of 25Hard

    An aftermarket suspension kit was installed that lowered a vehicle's ride height by 1.5 inches, but the technician retained the original full-length jounce bumpers. The customer now complains of a harsh, bouncy ride over slight road undulations. What is the MOST likely cause?

    1. AA. The lower ball joints are bottomed out in their sockets during normal vehicle weight
    2. BB. The jounce bumpers are constantly engaged, drastically increasing the suspension spring rate
    3. CC. The shock absorber fluid has aerated due to constant rebound valve restriction
    4. DD. The stabilizer bar bushings have bound up and eliminated independent wheel motion
    Show answer to question 10

    Answer: B. The jounce bumpers are constantly engaged, drastically increasing the suspension spring rate

    Modern microcellular urethane bump stops function as progressive secondary springs. When a vehicle is lowered without shortening or replacing the bump stops, the suspension sits on or near the bumpers at normal ride height, severely reducing travel and creating an excessively stiff, bouncy ride.

11. Question 11 of 25Easy

    A technician measures rear wheel toe and finds that the distance between the front edges of the rear tires is less than the distance between the rear edges. How should this reading be described?

    1. AA. Negative rear camber
    2. BB. Positive rear caster
    3. CC. Rear toe-in
    4. DD. Rear toe-out
    Show answer to question 11

    Answer: C. Rear toe-in

    Toe-in exists when the front edges of the tires are closer together than the rear edges, so the measured difference is rear toe-in. Toe-out is the opposite condition, and camber and caster are vertical and steering-axis angles rather than the side-to-side difference used for toe.

12. Question 12 of 25Easy

    All of the following are correct procedures for installing a wheel on a hub EXCEPT:

    1. AA. Tightening the lug nuts in a criss-cross pattern
    2. BB. Running the lug nuts down with an impact wrench to final torque
    3. CC. Starting the lug nuts by hand before using any powered tool
    4. DD. Verifying final torque with a calibrated torque wrench
    Show answer to question 12

    Answer: B. Running the lug nuts down with an impact wrench to final torque

    An impact wrench may be used to run the nuts down, but final tightening must be done with a calibrated torque wrench so the fastener is loaded to the manufacturer's specification. Final torque applied with an impact wrench is uncontrolled and commonly results in over-tightening, which can stretch studs and distort rotors and wheels. Hand-starting and a criss-cross pattern help center the wheel and seat the nuts squarely.

13. Question 13 of 25Easy

    A tire is marked P225/60R16. Technician A says the 225 is the tire's section width in millimeters. Technician B says the 60 is the aspect ratio, which is the sidewall height expressed as a percentage of the section width. Who is correct?

    1. AA. A only
    2. BB. B only
    3. CC. Both A and B
    4. DD. Neither A nor B
    Show answer to question 13

    Answer: C. Both A and B

    The first number in a P-metric size is the nominal section width in millimeters, and the two-digit number after the slash is the aspect ratio, the sidewall height as a percentage of section width. Both technicians describe the size markings correctly. A technician who thinks the second number is a measurement in millimeters or inches misunderstands the size code.

14. Question 14 of 25Medium

    Prior to performing a wheel alignment to correct a vehicle lead, all of the following preliminary tire inspections should be performed EXCEPT:

    1. AA. Checking all four tires for matched sizes, brands, and construction types.
    2. BB. Verifying that all tires are inflated to the specification listed on the placard.
    3. CC. Inspecting tread depth and wear patterns across all tires for abnormal wear.
    4. DD. Dynamically balancing all four wheel assemblies to eliminate rotational unbalance.
    Show answer to question 14

    Answer: D. Dynamically balancing all four wheel assemblies to eliminate rotational unbalance.

    Dynamic wheel balancing corrects rotational unbalance that leads to wheel shimmy or vibration at speed, but it has no effect on alignment angles or vehicle lead. Before checking or adjusting alignment for a pull complaint, a technician must always confirm matched tire sizes and construction, proper inflation pressure, and even tread wear, as any of these tire issues can create a false alignment pull.

15. Question 15 of 25Medium

    A power steering pump is noisy and assist is reduced at low engine speeds. A pressure test shows pressure below specification at idle, and it does not rise to specification when the steering wheel is turned to the stop. Which is the MOST likely cause?

    1. AA. A restricted pressure hose.
    2. BB. A misadjusted steering gear.
    3. CC. A worn power steering pump.
    4. DD. An overfilled reservoir.
    Show answer to question 15

    Answer: C. A worn power steering pump.

    Pressure below specification at idle and under load indicates the pump cannot build normal pressure, which points to a worn pump. A restricted pressure hose would not cause low pump pressure; it would raise pressure before the restriction.

16. Question 16 of 25Medium

    A technician is replacing a worn outer tie-rod end on a vehicle that is being sent to the alignment rack afterward. Which of these is the best practice when installing the new tie-rod end?

    1. AA. Leave the jam nut loose so the toe can settle on the road test
    2. BB. Set the tie rod to its shortest length and align it afterward
    3. CC. Thread the new end on until it bottoms out on the tie rod
    4. DD. Count the threads or measure the old tie rod to keep toe close
    Show answer to question 16

    Answer: D. Count the threads or measure the old tie rod to keep toe close

    Matching the old tie-rod length or thread count keeps the toe close to specification so the vehicle can be driven safely to the alignment rack. Bottoming the end or using the shortest length would create a large toe error and an unsafe steering condition. The jam nut must be tightened before the vehicle is driven.

17. Question 17 of 25Medium

    During an inspection, a technician finds the bellows boot on one inner tie rod end is torn and the joint is exposed. What should the technician do?

    1. AA. Check the joint for contamination and play, then replace it if worn and install a new boot.
    2. BB. Seal the tear with silicone and add grease through the opening in the boot.
    3. CC. Replace the entire steering rack assembly without first checking the joint for contamination.
    4. DD. Replace only the torn bellows boot and return the vehicle to service without checking the joint.
    Show answer to question 17

    Answer: A. Check the joint for contamination and play, then replace it if worn and install a new boot.

    A torn boot allows dirt and water into the inner tie rod joint, so the joint must be checked for contamination and excessive play; if it is worn, the inner tie rod end is replaced along with the boot. Replacing only the boot is tempting but does not address a joint that may already be damaged.

18. Question 18 of 25Hard

    A vehicle has a clunk from the rear over bumps, and the ride height is only slightly low. With the vehicle on the ground, the rear coil spring looks intact and the insulator appears normal. Which of these is the BEST next step to check for a broken top coil hidden by the insulator?

    1. AA. Bounce the rear of the vehicle and watch for continued motion.
    2. BB. Measure the rear ride height again after adding weight to the trunk.
    3. CC. Check the rear tire tread depth and inflation pressure.
    4. DD. Raise the vehicle until the rear suspension hangs at full droop and inspect the spring ends.
    Show answer to question 18

    Answer: D. Raise the vehicle until the rear suspension hangs at full droop and inspect the spring ends.

    With the suspension unloaded at full droop, a broken top coil that is held together by the insulator at curb height can separate or show a gap. A bounce test evaluates shock absorbers; it will not reveal a top coil that is hidden and still loaded at curb height.

19. Question 19 of 25Hard

    When using a hydraulic shop press to replace a pressed-in rubber bushing in a stamped steel U-channel control arm, what precaution must be taken to prevent damage to the arm?

    1. AA. Install a spacer block between the stamped control arm flanges.
    2. BB. Support the inner lip of the bushing rubber during extraction.
    3. CC. Heat the control arm eye with an oxyacetylene torch until cherry red.
    4. DD. Coat the new bushing outer shell with silicone brake grease before pressing.
    Show answer to question 19

    Answer: A. Install a spacer block between the stamped control arm flanges.

    A stamped steel control arm with an open U-channel design can collapse or distort under the extreme force of a hydraulic press if unsupported, so an appropriately sized spacer block must be placed between the flanges. Applying an oxyacetylene torch to cherry red temperatures alters the heat treatment and structural strength of the stamped arm. Supporting the rubber rather than the metal casing will only tear the bushing without moving the outer metal shell.

20. Question 20 of 25Hard

    A driver complains that an electric power steering (EPS) system provides normal assist when turning left, but steering effort is significantly higher when turning right. A scan tool reveals no diagnostic trouble codes (DTCs). Which of these is the MOST likely cause?

    1. AA. Miscalibrated steering torque sensor
    2. BB. Blown EPS high-current motor fuse
    3. CC. Faulty vehicle speed sensor input
    4. DD. Seized EPS motor armature bearing
    Show answer to question 20

    Answer: A. Miscalibrated steering torque sensor

    The torque sensor measures driver input effort in both directions using differential voltage signals; an internal sensor offset or calibration shift will cause uneven assist between left and right turns. A blown motor fuse or a seized motor bearing would eliminate or severely restrict power assist in both directions equally.

21. Question 21 of 25Hard

    A power steering pump pulley shows excessive radial runout. Technician A says tightening the belt to the high end of the manufacturer's specification will correct the runout. Technician B says pulley runout should be measured with the belt installed and the engine running. Who is correct?

    1. AA. A only
    2. BB. B only
    3. CC. Both A and B
    4. DD. Neither A nor B
    Show answer to question 21

    Answer: D. Neither A nor B

    Belt tension does not correct pulley runout; excessive runout can cause belt tracking problems and noise and usually requires pulley or pump replacement. Pulley runout is checked with the belt removed using a dial indicator, not with the belt installed and the engine running.

22. Question 22 of 25Medium

    A technician disconnects one end of a steering damper and strokes it through its full travel. The resistance is smooth and consistent with no dead spots or binding, and no fluid leakage is found. What is the BEST conclusion?

    1. AA. The damper is likely serviceable; inspect other steering components
    2. BB. The damper is worn because it has resistance in both directions
    3. CC. The damper needs bleeding before it can be judged
    4. DD. The damper should be replaced because the gas charge is lost
    Show answer to question 22

    Answer: A. The damper is likely serviceable; inspect other steering components

    Smooth, consistent resistance and no leakage indicate that the damper is functioning normally during this test. Resistance is expected in a good damper, so feeling resistance does not condemn it. If a steering complaint remains, the technician should continue checking other steering and tire components.

23. Question 23 of 25Medium

    A technician is pressing a new wheel bearing into a rear suspension knuckle bore. Which practice should be followed to prevent damaging the new bearing?

    1. AA. Apply pressing force only to the inner race of the bearing.
    2. BB. Apply pressing force evenly across the bearing center seal.
    3. CC. Heat the knuckle bore with an open torch while pressing the bearing.
    4. DD. Apply pressing force only to the outer race of the bearing.
    Show answer to question 23

    Answer: D. Apply pressing force only to the outer race of the bearing.

    When installing a bearing into a bore or knuckle, pressing force must always be applied to the outer race (the race with the interference fit). Applying pressing force to the inner race transfers the installation load through the rolling elements, causing brinelling (denting) of the raceways and premature bearing failure.

24. Question 24 of 25Hard

    A vehicle has the rear axle offset 0.40 inch to the right, but the thrust angle is within specification. Which of these symptoms is MOST likely?

    1. AA. The brake pedal will pulsate during braking.
    2. BB. The front tires will wear on the inside edges.
    3. CC. The steering wheel will be off-center driving straight.
    4. DD. The vehicle will dog track to one side.
    Show answer to question 24

    Answer: D. The vehicle will dog track to one side.

    A lateral offset shifts both rear wheels to one side while the axle can remain parallel, so the vehicle dog tracks or crabs down the road. An off-center steering wheel is more typical of an incorrect thrust angle, not a pure lateral offset.

25. Question 25 of 25Medium

    An SUV with multi-link independent rear suspension exhibits an unstable, darting sensation from the rear axle when driving over road dips at highway speeds. Static rear alignment is within specification. Which of these steering linkage components should the technician inspect?

    1. AA. Rear stabilizer bar end link mounting hardware
    2. BB. Rear toe link operating angles and inner pivot bushings
    3. CC. Rear drive axle constant velocity (CV) joint plunge
    4. DD. Rear coil spring upper isolators and seats
    Show answer to question 25

    Answer: B. Rear toe link operating angles and inner pivot bushings

    Multi-link independent rear suspensions utilize adjustable rear toe links (track rods) to control rear wheel steer geometry through suspension travel. Worn toe link bushings or incorrect link mounting geometry allow dynamic toe changes (rear bump steer), causing the vehicle to wander or dart over dips. Stabilizer links, spring isolators, and axle joints do not locate or control rear toe geometry.

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