ASE A6 Electrical/Electronic Systems Practice Test

25 practice questions

Choose an answer, then check it under Show answer.

1. Question 1 of 25Medium

   A customer states that the factory remote start feature does not work. When the remote start button is pressed twice on the transmitter, the hazard lights flash, but the engine does not crank. The technician connects a scan tool and discovers a remote start abort history status of 'Hood Switch Open.' Visual inspection confirms the hood is completely closed. What should the technician check next?

   1. AA. Powertrain control module memory and ground straps
   2. BB. Hood ajar switch adjustment and circuit integrity
   3. CC. Neutral safety switch alignment and park circuit data
   4. DD. Key fob transmitter battery condition and programming
   Show answer to question 1

   Answer: B. Hood ajar switch adjustment and circuit integrity

   Remote start systems use a hood ajar switch as a critical safety interlock to prevent starting while a technician or owner is working in the engine bay. If the switch is misadjusted, damaged, or has an open or shorted harness circuit, the controller will abort the start sequence. Checking the key fob or neutral safety switch is unnecessary because the controller explicitly flagged the hood status as the direct cause of the abort.

2. Question 2 of 25Easy

   A vehicle cranks slowly. The battery passes a load test. While the engine is being cranked, a technician measures the voltage drop between the battery positive post and the starter solenoid battery terminal and obtains 0.9 volt. Which of these is indicated by this reading?

   1. AA. Excessive resistance in the positive battery cable circuit
   2. BB. An open hold-in winding in the starter solenoid
   3. CC. A normal voltage drop for the cranking circuit
   4. DD. Excessive resistance in the starter field windings
   Show answer to question 2

   Answer: A. Excessive resistance in the positive battery cable circuit

   A voltage drop of 0.9 volt in the insulated cranking circuit is far above the usual specification, indicating excessive resistance in the positive cable, its terminals or connections. A normal drop for that length of cable is far smaller, and a solenoid winding or field winding problem would not show up in this test.

3. Question 3 of 25Medium

   A technician is preparing to perform a carbon pile load test on an automotive 12-volt battery. Technician A says a battery with an open-circuit voltage of 12.0 volts is at a sufficient state of charge to conduct a valid load test. Technician B says the carbon pile load should be applied continuously for 45 to 60 seconds before recording the final voltage reading. 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: D. Neither A nor B

   Technician A is wrong because an open-circuit voltage of 12.0 volts indicates a battery is only about 25% charged; a battery must be at least 75% charged (approximately 12.4 volts or higher) before a valid carbon pile load test can be performed. Technician B is wrong because the standard carbon pile load is applied for exactly 15 seconds; holding the load for 45 to 60 seconds causes excessive heat in the carbon pile and risks damaging the battery.

4. Question 4 of 25Medium

   A vehicle arrives at the repair facility after being driven for an hour, and a technician prepares to check battery state of charge using open-circuit voltage. Technician A says surface charge should be removed before measuring the open-circuit voltage. Technician B says an unremoved surface charge causes the measured open-circuit voltage to be higher than the true state of charge. 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 4

   Answer: C. Both A and B

   Technician A is correct because recent charging from the alternator creates a transient surface charge that must be eliminated (such as by turning on the headlights for 10 to 15 seconds) to obtain a reliable open-circuit voltage. Technician B is correct because a surface charge artificially elevates terminal voltage across the plate surfaces, causing a discharged or weak battery to test falsely high.

5. Question 5 of 25Medium

   A V6 engine cranks slowly. The battery passes a state-of-charge and load test. A starter current draw test measures 290 amperes, while the manufacturer specification is 140 to 180 amperes. Voltage drop tests on both the positive and negative starter cables measure less than 0.2 volts. The engine rotates smoothly and easily by hand. Which of these is the MOST likely cause?

   1. AA. An open hold-in winding in the starter solenoid
   2. BB. Excessive resistance in the neutral safety switch
   3. CC. Corroded starter solenoid ignition switch terminals
   4. DD. Worn starter bushings causing armature drag
   Show answer to question 5

   Answer: D. Worn starter bushings causing armature drag

   Worn starter motor bushings allow the armature to deflect and rub against the pole shoes (field magnets), creating severe internal mechanical drag and drawing excessive current. Corroded solenoid control terminals or high resistance in the neutral safety switch would cause low current draw or a no-crank condition. An open hold-in winding would typically cause the starter solenoid to rapidly click in and out rather than crank slowly with excessive current draw.

6. Question 6 of 25Hard

   A vehicle cranks and starts normally when cold, but cranks very slowly or will not crank after being driven and shut off for five minutes. The battery and starting system cables pass all voltage drop tests when the engine is hot. During a hot-crank attempt, starter current draw exceeds 360 amperes, but after cooling down for one hour, current draw returns to a normal 145 amperes. Which of these is the MOST likely cause?

   1. AA. High electrical resistance across the starter relay coil
   2. BB. Thermal expansion creating high resistance at the battery posts
   3. CC. Heat soak causing starter armature drag or an internal short
   4. DD. Intermittent failure of the park/neutral safety switch
   Show answer to question 6

   Answer: C. Heat soak causing starter armature drag or an internal short

   Heat soak from the engine or exhaust can cause worn starter bushings or armature windings to expand, leading to the armature dragging against the field magnets or developing an internal short circuit that causes excessively high current draw when hot. High resistance at the battery terminals, starter relay issues, or a failing neutral switch would cause an open circuit or lower-than-normal current draw, not excessively high amperage.

7. Question 7 of 25Medium

   An HMI control head has poor switch response. With the circuit loaded, a technician measures 0.9 volt from the control head ground terminal to the battery negative post; the manufacturer's specification for this circuit is close to zero volts. Which of these is the MOST likely cause?

   1. AA. Excessive resistance in the battery positive feed to the control head
   2. BB. A short to ground on the switch signal wire
   3. CC. An internal failure of the control head assembly
   4. DD. Excessive resistance in the ground circuit for the control head
   Show answer to question 7

   Answer: D. Excessive resistance in the ground circuit for the control head

   A voltage drop measured on the ground side while the circuit is loaded shows that resistance in that ground path is consuming voltage that should reach the control head. A drop in the positive feed would show up when measuring from the battery positive post to the feed terminal, not on the ground side.

8. Question 8 of 25Medium

   A technician is inspecting and repairing the wiring and connectors of a security system. All of the following are correct practices EXCEPT:

   1. AA. Piercing the wire insulation with a test light probe to check for voltage
   2. BB. Replacing any terminal that is deformed or has lost tension
   3. CC. Using the specified crimping tool when installing a replacement terminal
   4. DD. Checking terminal tension with the correct terminal test tool
   Show answer to question 8

   Answer: A. Piercing the wire insulation with a test light probe to check for voltage

   Piercing wire insulation opens a path for moisture and corrosion, which can cause intermittent faults later; voltage should be checked by backprobing at the connector instead. Using the specified crimping tool, checking terminal tension with the proper tool, and replacing damaged terminals are all correct repair practices.

9. Question 9 of 25Medium

   An intermittent diagnostic trouble code is set for the passenger front crash sensor circuit. Inspection at the sensor connector shows a loose female terminal backed out of the housing and a missing connector position assurance lock. Which of these is the correct repair?

   1. AA. Apply dielectric grease and push the loose terminal fully into place.
   2. BB. Install a jumper wire across the connector terminals.
   3. CC. Bend the mating male terminal to restore contact tension.
   4. DD. Replace the terminal and connector housing with an approved repair kit.
   Show answer to question 9

   Answer: D. Replace the terminal and connector housing with an approved repair kit.

   A backed-out terminal and missing connector position assurance lock mean the connector is no longer reliable, so the terminal and housing should be restored with the approved repair kit. Grease will not repair lost terminal retention, and bending the mating terminal or bypassing the connector can create an intermittent safety-system circuit.

10. Question 10 of 25Medium

    A vehicle equipped with passive keyless entry unlocks normally when grasping the driver exterior door handle, but will not unlock when grasping the front passenger door handle with a valid key fob present. All of the following could cause this issue EXCEPT:

    1. AA. A broken harness wire between the passenger door handle and the module
    2. BB. A defective capacitive touch sensor in the passenger door handle
    3. CC. An open circuit in the passenger exterior low-frequency antenna
    4. DD. A blown main power supply fuse to the keyless entry control module
    Show answer to question 10

    Answer: D. A blown main power supply fuse to the keyless entry control module

    A blown main power supply fuse to the keyless entry control module would disable the entire passive entry system, preventing passive unlocking on all doors including the driver door. A localized failure such as an open circuit in the passenger exterior antenna, a broken wiring harness in the passenger door, or a failed capacitive touch sensor in the passenger handle prevents fob detection or touch recognition on that side alone.

11. Question 11 of 25Medium

    A technician performs a diode check on a diode that has been removed from a circuit. The meter displays about 0.6 V with the probes in one direction and OL with the probes reversed. What do these readings indicate?

    1. AA. The diode is installed backwards, since the readings reverse with the probes.
    2. BB. The diode is shorted, since the meter shows a voltage drop in one direction.
    3. CC. The diode is normal, since it conducts in one direction and blocks in the other.
    4. DD. The diode is open, since one direction shows OL.
    Show answer to question 11

    Answer: C. The diode is normal, since it conducts in one direction and blocks in the other.

    A good diode shows a small forward voltage drop in one direction and blocks in the other, which is exactly what these readings show. An open diode would read OL in both directions, and a shorted diode would read near zero in both directions. The readings reversing when the probes are swapped is expected behavior, not a defect.

12. Question 12 of 25Medium

    A technician is diagnosing an alternator with a low-charge condition on a test bench. Technician A says touching one ohmmeter lead to a slip ring and the other lead to the rotor shaft checks for a grounded rotor winding. Technician B says measuring resistance across the two slip rings checks for an open or shorted rotor winding. 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 12

    Answer: C. Both A and B

    Both technicians are correct. Technician A is correct because measuring resistance between either slip ring and the steel rotor shaft or core tests the winding insulation for an internal short to ground, which should show infinite resistance. Technician B is correct because measuring resistance directly across the two slip rings measures the total field winding resistance, where a reading below specification indicates shorted turns and an infinite reading indicates an open winding.

13. Question 13 of 25Medium

    A trunk courtesy lamp illuminates dimly when the trunk lid is opened. The technician measures 8.4 volts across the trunk lamp bulb socket terminals with the lamp connected and turned on. When measuring voltage drop between the socket ground terminal and a clean chassis ground, the voltmeter reads 3.8 volts. Battery voltage is 12.6 volts. What should the technician do next?

    1. AA. Replace the trunk lamp bulb with one of a higher wattage rating
    2. BB. Replace the body control module
    3. CC. Replace the trunk lamp feed fuse with a higher amperage fuse
    4. DD. Inspect the trunk lamp ground circuit for excessive resistance
    Show answer to question 13

    Answer: D. Inspect the trunk lamp ground circuit for excessive resistance

    A voltage drop of 3.8 volts on the ground side of an operating circuit indicates unwanted high resistance in the ground path, which should typically drop less than 0.1 to 0.2 volt. This ground-side resistance steals voltage from the bulb, causing it to run dimly at 8.4 volts. Replacing the bulb or fuse does not address the high resistance causing the excessive ground-side voltage drop.

14. Question 14 of 25Easy

    After a vehicle has been successfully jump-started, all of the following statements about removing the jumper cables are correct EXCEPT:

    1. AA. The first clamp removed is the negative clamp at the engine ground of the vehicle that was jumped.
    2. BB. The positive clamp at the jumped vehicle's battery is removed third.
    3. CC. The positive clamp at the booster battery is removed third.
    4. DD. The second clamp removed is the negative clamp at the booster battery.
    Show answer to question 14

    Answer: B. The positive clamp at the jumped vehicle's battery is removed third.

    Cables are removed in reverse order of installation: negative at the jumped vehicle ground, negative at the booster battery, positive at the booster battery, and positive at the jumped vehicle battery last. Removing the positive clamp at the jumped battery third would leave a live connection and change the safe sequence.

15. Question 15 of 25Hard

    The heavy-gauge eyelet terminal on the alternator B+ output cable is severely discolored from heat and corroded. Which of the following is the proper repair procedure?

    1. AA. Splice on a replacement eyelet pigtail using a standard blue nylon insulated butt connector
    2. BB. Cut back to clean wire, crimp a heavy-duty closed-barrel lug, and seal with adhesive heat shrink
    3. CC. Clean the terminal with a wire brush, apply solder over the old crimp, and wrap in vinyl electrical tape
    4. DD. Strip the cable, loop the bare strands under the stud nut, and tighten between two flat washers
    Show answer to question 15

    Answer: B. Cut back to clean wire, crimp a heavy-duty closed-barrel lug, and seal with adhesive heat shrink

    High-current charging cables must be cut back to uncontaminated copper wire, fitted with a properly sized heavy-duty lug using the correct crimping tool, and sealed with adhesive-lined heat shrink tubing to prevent moisture entry. Standard butt connectors are undersized for alternator output loads and will overheat. Soldering over existing oxidized wire or wrapping bare wire around a stud creates high resistance and fire hazards.

16. Question 16 of 25Hard

    A technician is using an automatic microprocessor-controlled battery charger to recharge a deeply discharged 12-volt battery that reads 0.8 volts open-circuit. The charger indicates an error and refuses to start charging. Technician A says that the charger may require a minimum threshold voltage from the battery to detect polarity and activate the charging circuit. Technician B says that switching the charger to a 24-volt setting is the recommended procedure to force the charger to start. 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 16

    Answer: A. A only

    Technician A is correct because most electronic smart chargers contain polarity and short-circuit protection circuits that require a minimum sensed voltage (typically 2 to 8 volts) before energizing the output relays. Technician B is incorrect because connecting a 24-volt supply to a 12-volt automotive battery is dangerous, violates manufacturer procedures, and can cause severe plate damage, boiling electrolyte, or battery explosion.

17. Question 17 of 25Easy

    A vehicle is towed in with a completely inoperative instrument cluster: no gauges operate and no warning lights illuminate. The engine runs normally, and the scan tool communicates with the ECM and other modules, but cannot communicate with the instrument cluster. Which of these is the MOST likely cause?

    1. AA. An open B+ or ground circuit at the cluster connector
    2. BB. A faulty engine coolant temperature sensor
    3. CC. An incorrect tire size programmed into the ECM
    4. DD. A defective fuel level sending unit
    Show answer to question 17

    Answer: A. An open B+ or ground circuit at the cluster connector

    A cluster that is dark and cannot communicate is most likely not receiving power or ground, so the module never boots up. A coolant temperature sensor or fuel level sender fault would affect a single gauge and would not prevent cluster communication. Tire size programming affects speedometer accuracy, not cluster operation.

18. Question 18 of 25Easy

    A technician is preparing to replace a faulty turn signal switch mounted inside the steering column housing of a vehicle equipped with a driver airbag. According to standard service precautions, what must the technician do before disconnecting any yellow electrical connectors in the column?

    1. AA. Measure the resistance across the airbag inflator squib using a digital multimeter.
    2. BB. Turn the ignition switch to the START position to discharge residual module capacitance.
    3. CC. Disconnect the 12-volt battery and wait the specified time for backup power to discharge.
    4. DD. Connect a jumper wire between the deployment terminals and chassis ground.
    Show answer to question 18

    Answer: C. Disconnect the 12-volt battery and wait the specified time for backup power to discharge.

    Supplemental restraint systems contain backup power capacitors in the control module that can deploy the airbag for a designated time after power is removed; disconnecting the battery and waiting the specified discharge duration ensures the system is safe to handle. Probing an airbag squib with a multimeter sends test current that can inadvertently ignite the propellant. Grounding the terminals with a jumper or switching the ignition to start does not safely discharge the internal SRS capacitor bank.

19. Question 19 of 25Easy

    A technician is performing a conductance test on a light truck equipped with two 12-volt batteries connected in parallel. What must the technician do to obtain accurate test results for each battery?

    1. AA. Double the cold cranking amp (CCA) rating entered into the tester menu while testing in-vehicle.
    2. BB. Disconnect the interconnecting battery cables before testing each battery individually.
    3. CC. Discharge both batteries to a 50 percent state of charge before attaching the test leads.
    4. DD. Connect the tester leads across the positive of one battery and the negative of the other.
    Show answer to question 19

    Answer: B. Disconnect the interconnecting battery cables before testing each battery individually.

    Because batteries in a parallel circuit share common connections, testing one battery while still connected allows test current to flow through both, skewing conductance and internal resistance calculations. Disconnecting the interconnecting cables electrically isolates each battery so its true health can be measured. Entering double the CCA or testing across opposite terminals tests the combined bank rather than identifying a single failing battery.

20. Question 20 of 25Easy

    The turn signals on a vehicle work normally, but the hazard lights do not operate when the hazard switch is turned on. Which of these is the MOST likely cause?

    1. AA. A faulty hazard switch
    2. BB. A defective turn signal flasher
    3. CC. An open circuit in all four turn signal bulbs
    4. DD. A faulty turn signal switch
    Show answer to question 20

    Answer: A. A faulty hazard switch

    Working turn signals show that the flasher, bulbs, and their basic power and ground circuits are functioning. The hazard switch is the separate control that activates the hazard circuit, so a fault there is the most likely cause. A bad flasher or all four bulbs open would also prevent the turn signals from working.

21. Question 21 of 25Easy

    The seat heater fuse blows immediately each time the driver's seat heater is switched on. Technician A says a heating element shorted to ground can cause this. Technician B says a heating element with resistance higher than specification can cause this. 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: A. A only

    A heating element shorted to ground allows excessive current to flow, which can blow the fuse as soon as the circuit is energized. A higher-than-specification element resistance reduces current flow and would cause little or no heat, not a blown fuse.

22. Question 22 of 25Hard

    A scan tool communicates with the powertrain control module and several other modules, but cannot communicate with the body control module on the same network. Which of these is LEAST likely to be the cause?

    1. AA. An internal failure inside that module
    2. BB. A short to ground on the bus wiring
    3. CC. An open in the bus wiring between that module and the rest of the network
    4. DD. Loss of power or ground at that module
    Show answer to question 22

    Answer: B. A short to ground on the bus wiring

    A short to ground on the bus itself disrupts the entire network, so the scan tool would lose communication with all modules, not just one. An open in the branch wiring to a single module, a loss of power or ground at that module, or an internal module failure can isolate one module while the rest of the network keeps communicating.

23. Question 23 of 25Hard

    A technician is diagnosing an excessive 350-milliamp parasitic battery draw on a vehicle equipped with networked electronic control modules. All of the following are recommended procedures EXCEPT:

    1. AA. Measuring millivolt drop across individual fuses to pinpoint active branch circuits
    2. BB. Latching the door and hood latches to allow the body control modules to sleep
    3. CC. Disconnecting and reconnecting the battery cable to wake up sleeping modules
    4. DD. Allowing the manufacturer-specified wait time for all bus networks to shut down
    Show answer to question 23

    Answer: C. Disconnecting and reconnecting the battery cable to wake up sleeping modules

    Disconnecting and reconnecting the battery cable will cycle power to all modules, waking them up and restarting internal sleep timers, which interferes with parasitic draw diagnosis. Latching access latches tricks the modules into seeing closed doors so they can transition to low-power sleep mode. Measuring millivolt drop across fuses allows current tracking without disturbing the modules or opening the circuit.

24. Question 24 of 25Hard

    A customer reports an intermittent electrical concern that occurs only in wet weather. During a visual inspection, the technician finds water and green corrosion inside a connector. Which of these should the technician do next?

    1. AA. Dry the connector with shop air and return the vehicle to the customer.
    2. BB. Clean or replace the corroded terminals, reseal the connector, and retest.
    3. CC. Replace the control module connected to the harness.
    4. DD. Pack the connector with dielectric grease over the corrosion and reassemble.
    Show answer to question 24

    Answer: B. Clean or replace the corroded terminals, reseal the connector, and retest.

    Water intrusion and corrosion in a connector can cause high resistance and intermittent operation, especially in wet conditions. The corroded terminals must be cleaned or replaced and the connector resealed to prevent recurrence. Applying grease over corrosion does not restore the terminal surfaces or repair the connection.

25. Question 25 of 25Hard

    A power driver seat moves in all directions when operated by the manual seat adjustment switch, but it will not adjust to the stored position when the memory recall button is pressed. Technician A says a faulty seat track position sensor can disable the memory recall feature while allowing manual operation. Technician B says a communication network failure between the door switch module and the memory seat module can prevent memory recall. 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 25

    Answer: C. Both A and B

    Both technicians are correct. Memory seat systems rely on position sensors (such as potentiometers or Hall-effect sensors) to track seat travel; if a sensor fails, the module disables memory positioning for that axis while manual switch override still works. Additionally, because memory buttons typically communicate over a data bus to the memory seat module, a network communication failure will prevent the module from receiving the recall request.

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