- During a road test, a technician notices that the steering wheel returns slowly to the center after a turn. What is the MOST likely cause?
- Low power steering fluid
- Worn steering gear
- Binding in the steering column
- Overinflated tires
Correct answer: Binding in the steering column
Correct answer: Binding in the steering column. Explanation: Slow return of the steering wheel to center is often due to binding in the steering column, which impedes the free movement of the steering system.
- A truck exhibits excessive free play in the steering. The first component to check should be:
- The steering gear box
- The tie rod ends
- The steering wheel coupler
- The power steering pump
Correct answer: The steering gear box
Correct answer: The steering gear box. Explanation: Excessive steering free play is often a result of wear or adjustment issues in the steering gear box, making it the first component to check.
- A technician finds that a vehicle pulls to the right while driving. The steering system is otherwise functioning correctly. The MOST likely cause is:
- A misaligned front axle
- A defective power steering pump
- Uneven tire wear
- A damaged steering knuckle
Correct answer: A misaligned front axle
Correct answer: A misaligned front axle. misaligned front axle. misaligned front axle. Explanation: Vehicle pull, especially when the steering system is functioning properly, is often caused by a misaligned front axle, which can cause the vehicle to drift in one direction.
- When diagnosing a hydraulic power steering system, the technician observes that the steering effort is high at all speeds. This condition is MOST likely due to:
- A restricted power steering hose
- A defective steering gear
- Low power steering fluid
- A malfunctioning power steering pressure switch
Correct answer: Low power steering fluid
Correct answer: Low power steering fluid. Explanation: High steering effort at all speeds in a hydraulic power steering system is commonly due to low power steering fluid, which reduces the efficiency of the hydraulic assist.
- A heavy-duty truck with a recirculating ball steering gear has a steering wheel that is not centered. The first step to correct this issue should be:
- Replacing the steering gear
- Adjusting the drag link
- Aligning the front wheels
- Inspecting the steering linkage
Correct answer: Adjusting the drag link
Correct answer: Adjusting the drag link. Explanation: In a vehicle with a recirculating ball steering gear, an off-center steering wheel can often be corrected by adjusting the drag link to re-center the steering wheel.
- During a steering system inspection, a technician notes that the power steering fluid is foamy. The MOST likely cause is:
- Contaminated fluid
- Air entering the power steering system
- A defective power steering pump
- A worn steering gear
Correct answer: Air entering the power steering system
Correct answer: Air entering the power steering system. Explanation: Foamy power steering fluid is a common indicator of air entering the system, which can occur due to leaks or loose fittings in the power steering lines.
- A vehicle experiences a stiff steering wheel when turning left, but not when turning right. The likely cause is:
- A binding left tie rod end
- An issue with the power steering control valve
- Low fluid level in the power steering reservoir
- A malfunctioning power steering pump
Correct answer: An issue with the power steering control valve
Correct answer: An issue with the power steering control valve. Explanation: A stiff steering wheel when turning in one direction, but not the other, suggests an issue with the power steering control valve, which may not be allowing adequate fluid flow in one direction.
- When diagnosing a power steering system, a technician finds that the steering is easier to turn in one direction than the other. This could be caused by:
- Unequal tire pressure
- A defective steering gear valve
- Damaged steering column bearings
- A faulty steering wheel position sensor
Correct answer: A defective steering gear valve
Correct answer: A defective steering gear valve. defective steering gear valve. defective steering gear valve. Explanation: If steering is easier in one direction, it may indicate a problem with the steering gear valve, which could be failing to regulate fluid pressure correctly for both directions.
- A technician finds that the steering wheel vibrates while driving at highway speeds. The first component to inspect should be:
- The wheel bearings
- The steering damper
- The balance of the front tires
- The power steering fluid level
Correct answer: The balance of the front tires
Correct answer: The balance of the front tires. Explanation: Steering wheel vibration at highway speeds is often due to an imbalance in the front tires, which can cause the steering wheel to shake.
- After a power steering pump replacement, a technician notes a whining noise from the pump area. The most likely cause is:
- A defective new pump
- Air trapped in the power steering system
- Incorrect power steering fluid
- Over-tensioned drive belt
Correct answer: Air trapped in the power steering system
Correct answer: Air trapped in the power steering system. Explanation: A whining noise from the power steering pump area after replacement often indicates air trapped in the system, which can cause noise and reduce steering efficiency.
- A vehicle with hydraulic power steering pulls to the left, even after a wheel alignment. The next component to check is:
- The steering gearbox
- The left front brake caliper
- The power steering pump
- The right front tire
Correct answer: The left front brake caliper
Correct answer: The left front brake caliper. Explanation: If a vehicle continues to pull to one side after a wheel alignment, checking the power steering pump is advisable, as it may be causing uneven assist, leading to the pull.
- When diagnosing a heavy-duty truck with uneven tire wear, the FIRST component to inspect should be the:
- Shock absorbers
- Wheel bearings
- Suspension bushings
- Kingpins
Correct answer: Kingpins
Correct answer: Kingpins. Explanation: Uneven tire wear in heavy-duty trucks is often caused by worn or improperly adjusted kingpins, which can lead to misalignment and uneven wear.
- During a routine inspection, a technician finds that a leaf spring has a flattened appearance. The most likely cause is:
- Overloading of the vehicle
- Worn spring bushings
- Faulty shock absorbers
- Broken or fatigued spring leaves
Correct answer: Broken or fatigued spring leaves
Correct answer: Broken or fatigued spring leaves. Explanation: A flattened leaf spring typically indicates broken or fatigued spring leaves, which can no longer support the intended load effectively.
- A truck driver reports a vibration that increases with speed. The technician should FIRST check:
- Wheel balance
- Propeller shaft balance
- Air pressure in the tires
- Suspension spring condition
Correct answer: Wheel balance
Correct answer: Wheel balance. Explanation: A vibration that increases with speed is often related to wheel imbalance, which should be the first component checked.
- A technician observes that a truck's air suspension system is lower on one side. The most probable cause is:
- A leaking air spring on the affected side
- A faulty leveling valve
- Uneven loading of cargo
- Worn suspension bushings
Correct answer: A leaking air spring on the affected side
Correct answer: A leaking air spring on the affected side. leaking air spring on the affected side. leaking air spring on the affected side. Explanation: A lower suspension on one side in an air suspension system is typically due to a leaking air spring on that side, causing a loss of air and resulting in a lower ride height.
- When inspecting a truck's 5th wheel, a technician finds abnormal wear on the locking jaws. This is MOST likely caused by:
- Excessive grease on the 5th wheel plate
- Improper coupling procedures
- A misaligned 5th wheel
- A defective kingpin on the trailer
Correct answer: Improper coupling procedures
Correct answer: Improper coupling procedures. Explanation: Abnormal wear on the locking jaws of a 5th wheel is often a result of improper coupling procedures, which can cause uneven or excessive wear.
- A technician finds excessive play in a truck's steering. After ruling out steering linkage and gear box issues, the NEXT component to inspect should be the:
- Frame rails for cracks
- Front axle beam
- Wheel bearings
- Suspension bushings
Correct answer: Wheel bearings
Correct answer: Wheel bearings. Explanation: After ruling out steering linkage and gear box issues, excessive steering play may be due to worn wheel bearings, which can impact steering stability and control.
- During a brake application, a truck's rear end dips significantly. The likely cause is:
- Worn shock absorbers
- Faulty air springs
- A damaged leaf spring
- An overcharged air suspension system
Correct answer: Worn shock absorbers
Correct answer: Worn shock absorbers. Explanation: Significant dipping of the truck's rear end during braking is typically due to worn shock absorbers, which fail to control the suspension movement effectively.
- If a truck has a persistent drift to the left, a technician should FIRST inspect the:
- Left-side tires for uneven wear
- Front axle alignment
- Steering linkage for wear
- Frame for misalignment
Correct answer: Front axle alignment
Correct answer: Front axle alignment. Explanation: Persistent drift in a truck is often related to front axle misalignment, which can cause the vehicle to pull or drift in one direction.
- A technician finds that a truck's 5th wheel has excessive fore-and-aft movement. This condition is most likely due to:
- Worn 5th wheel pivot bushings
- Loose 5th wheel mounting bolts
- Damaged 5th wheel plate surface
- Excessive lubrication on the 5th wheel
Correct answer: Worn 5th wheel pivot bushings
Correct answer: Worn 5th wheel pivot bushings. Explanation: Excessive fore-and-aft movement in the 5th wheel is often caused by worn pivot bushings, which allow for more play and movement than is normal.
- A truck exhibits uneven tire wear on one side. The technician should inspect the:
- Wheel alignment on the affected side
- Tire pressure in all tires
- Suspension air bags for leaks
- Brake system for dragging
Correct answer: Wheel alignment on the affected side
Correct answer: Wheel alignment on the affected side. Explanation: Uneven tire wear on one side of the truck is often a sign of wheel misalignment on that side, leading to uneven wear patterns on the tires.
- When a truck's frame shows signs of twisting, a common cause is:
- Overloading the vehicle
- Frequent sharp turning
- Excessive speed over rough roads
- Normal wear and tear
Correct answer: Overloading the vehicle
Correct answer: Overloading the vehicle. Explanation: Frame twisting in a truck is often caused by overloading the vehicle, which puts excessive stress on the frame, leading to deformation or twisting.
- A technician notes that a truck with air suspension sits lower in the rear than in the front when unloaded. The primary area to inspect is the:
- Rear shock absorbers
- Air suspension leveling valve
- Front suspension springs
- Rear suspension air bags
Correct answer: Air suspension leveling valve
Correct answer: Air suspension leveling valve. Explanation: If a truck with air suspension sits lower in the rear when unloaded, the air suspension leveling valve should be inspected first, as it controls the ride height of the vehicle.
- When a heavy-duty truck exhibits excessive bounce while driving over bumps, the MOST likely cause is:
- Worn leaf spring shackles
- Defective shock absorbers
- Misaligned front axle
- Overinflated tires
Correct answer: Defective shock absorbers
Correct answer: Defective shock absorbers. Explanation: Excessive bounce, especially over bumps, is typically indicative of defective or worn shock absorbers, as they are responsible for dampening the oscillations of the vehicle's springs.
- A technician finds that a heavy-duty truck's suspension air bags do not maintain consistent pressure. The FIRST thing to check should be the:
- Air compressor output
- Leveling valve
- Air line connections
- Air dryer operation
Correct answer: Leveling valve
Correct answer: Leveling valve. Explanation: The leveling valve is responsible for maintaining consistent pressure in the suspension air bags. If there are issues with inconsistent pressure, the leveling valve should be the first component to check.
- A truck with an air ride suspension has a lean to one side. The most probable cause is:
- A leaking air spring on the leaning side
- Unevenly worn tires
- A faulty shock absorber on the opposite side
- Misaligned rear axle
Correct answer: A leaking air spring on the leaning side
Correct answer: A leaking air spring on the leaning side. leaking air spring on the leaning side. leaking air spring on the leaning side. Explanation: A lean to one side in a truck with an air ride suspension is most likely due to a leaking air spring on the leaning side, causing a loss of air and resulting in a lower ride height on that side.
- During a routine inspection, a technician notices cracks around the fifth wheel mounting bolts. This is MOST likely caused by:
- Over-tightening of the mounting bolts
- Excessive lateral forces during turning
- Corrosion of the fifth wheel plate
- Normal wear and tear
Correct answer: Excessive lateral forces during turning
Correct answer: Excessive lateral forces during turning. Explanation: Cracks around the fifth wheel mounting bolts are typically caused by excessive lateral forces during turning, which can put significant stress on the fifth wheel assembly and mounting points.
- When diagnosing a truck's air suspension system, a technician notes that the air pressure does not rise to the required level. The first component to check is the:
- Air bags for leaks
- Air supply lines for obstructions
- Air compressor
- Pressure protection valves
Correct answer: Air compressor
Correct answer: Air compressor. Explanation: If the air pressure in the suspension system does not rise to the required level, the first component to check is the air compressor, as it is responsible for supplying air to the system.
- A heavy-duty truck exhibits a harsh ride over uneven road surfaces. The MOST likely cause is:
- Worn suspension bushings
- Overinflated air suspension air bags
- Damaged leaf springs
- Faulty shock absorbers
Correct answer: Faulty shock absorbers
Correct answer: Faulty shock absorbers. Explanation: Harsh ride quality, especially over uneven surfaces, often indicates faulty or worn shock absorbers, as they play a crucial role in absorbing and dampening road irregularities.
- During a visual inspection, a technician notices uneven wear on a leaf spring's leaves. This is most indicative of:
- Overloading of the vehicle
- Insufficient lubrication between leaves
- Misaligned axle
- Corroded spring hangers
Correct answer: Overloading of the vehicle
Correct answer: Overloading of the vehicle. Explanation: Uneven wear on the leaves of a leaf spring typically indicates overloading of the vehicle, which can cause the springs to deform and wear unevenly.
- A technician is diagnosing a truck with an air suspension system that fails to maintain the correct ride height. The most likely cause is:
- A defective height control valve
- Worn air springs
- A malfunctioning air compressor
- Leaks in the air supply lines
Correct answer: A defective height control valve
Correct answer: A defective height control valve. defective height control valve. defective height control valve. Explanation: The height control valve is critical in maintaining the correct ride height in an air suspension system. A defective valve can fail to regulate the air flow properly, leading to incorrect ride height.
- If a truck's fifth wheel shows signs of excessive movement when under load, the technician should FIRST inspect:
- The fifth wheel locking mechanism
- The fifth wheel pivot bushings
- The mounting bolts' torque
- The lubrication of the fifth wheel plate
Correct answer: The mounting bolts' torque
Correct answer: The mounting bolts' torque. Explanation: Excessive movement of the fifth wheel under load could be due to loose mounting bolts. Ensuring these bolts are torqued to specification is a crucial first step in addressing this issue.
- When performing a wheel alignment, excessive positive camber on one wheel of a heavy-duty truck could be caused by:
- A bent axle beam
- Worn wheel bearings
- A defective air spring
- Uneven tire wear
Correct answer: A bent axle beam
Correct answer: A bent axle beam. bent axle beam. bent axle beam. Explanation: Excessive positive camber on one wheel can be caused by a bent axle beam, which alters the wheel's vertical alignment relative to the road.
- During an alignment check, a technician notes that the rear axle has excessive thrust angle. This condition is MOST likely due to:
- Worn bushings in the trailing arms
- Incorrect toe settings on the front wheels
- A misaligned front axle
- Bent suspension components
Correct answer: Bent suspension components
Correct answer: Bent suspension components. Explanation: Excessive thrust angle in the rear axle is often caused by bent suspension components, which alter the directional alignment of the wheels.
- A truck displays uneven tire wear and a tendency to drift. The alignment shows incorrect toe settings. The MOST likely cause is:
- Inadequate tire pressure
- Worn tie rod ends
- Damaged steering linkage
- A malfunctioning power steering pump
Correct answer: Worn tie rod ends
Correct answer: Worn tie rod ends. Explanation: Worn tie rod ends can cause incorrect toe settings, leading to uneven tire wear and a tendency for the vehicle to drift or pull to one side.
- A technician finds that a heavy-duty truck's steering wheel is off-center when driving straight. The FIRST step in correcting this issue should be to adjust the:
- Drag link
- Steering gear
- Front axle toe
- Kingpin inclination
Correct answer: Drag link
Correct answer: Drag link. Explanation: Adjusting the drag link is the first step in centering a steering wheel that is off-center when driving straight, as it corrects the relationship between the steering gear and the wheel.
- When diagnosing a vehicle with irregular front tire wear and a pulling to the left, a technician should FIRST check:
- Front wheel camber and caster
- Rear axle alignment
- Front wheel toe settings
- Steering linkage for looseness
Correct answer: Front wheel toe settings
Correct answer: Front wheel toe settings. Explanation: Irregular front tire wear and pulling usually indicate an issue with the front wheel toe settings, which should be checked first.
- A truck has excessive steering wheel vibration at high speeds. The technician should check the:
- Wheel balance
- Steering damper
- Tie rod ends
- Front wheel alignment
Correct answer: Wheel balance
Correct answer: Wheel balance. Explanation: Excessive steering wheel vibration at high speeds is typically due to wheel imbalance, which can cause vibrations that transfer to the steering wheel.
- In a tandem axle truck, if the rear tandem axle is not aligned correctly with the front axle, the likely result will be:
- Steering wheel vibration
- Uneven braking
- Irregular tire wear
- Reduced fuel efficiency
Correct answer: Irregular tire wear
Correct answer: Irregular tire wear. Explanation: Misalignment between the front and rear tandem axles can lead to irregular tire wear due to uneven contact with the road surface.
- A technician notices that a truck's tires are wearing more on the inside. This is often indicative of excessive:
- Positive toe
- Negative camber
- Positive caster
- Negative toe
Correct answer: Negative camber
Correct answer: Negative camber. Explanation: Tire wear on the inside is often indicative of excessive negative camber, which causes the tops of the tires to tilt inward.
- When correcting rear axle misalignment in a heavy-duty truck, the technician should primarily focus on adjusting the:
- Axle shims
- U-bolts
- Torque rods
- Leaf springs
Correct answer: Torque rods
Correct answer: Torque rods. Explanation: Adjusting the torque rods is key in correcting rear axle misalignment, as they control the lateral and longitudinal positioning of the axle.
- After performing a wheel alignment on a truck, the technician finds that the vehicle pulls to the right. The next step should be to check the:
- Right-side brake caliper for dragging
- Left-side tire pressure
- Right-side wheel bearings
- Left-side wheel alignment settings
Correct answer: Left-side wheel alignment settings
Correct answer: Left-side wheel alignment settings. Explanation: If the vehicle pulls to the right after a wheel alignment, rechecking the alignment settings, especially on the left side, is necessary to ensure they are correctly adjusted.
- Excessive steering effort in a heavy-duty truck can be caused by improper:
- Kingpin inclination
- Toe-out on turns
- Steering gear mesh load
- Front axle camber
Correct answer: Steering gear mesh load
Correct answer: Steering gear mesh load. Explanation: Excessive steering effort can be a result of improper steering gear mesh load, which affects the amount of force needed to turn the steering wheel.
- A technician notes that a heavy-duty truck has a tendency to wander on the highway. This issue is MOST likely due to:
- Overinflated tires
- Worn steering linkage components
- Faulty power steering pump
- Improper rear axle alignment
Correct answer: Worn steering linkage components
Correct answer: Worn steering linkage components. Explanation: Wandering, especially on the highway, is often due to worn steering linkage components, which can cause play in the steering system and reduce vehicle stability and directional control.
- During an inspection, a technician finds that a wheel hub is running hotter than usual. The FIRST component to inspect should be the:
- Wheel bearings
- Brake drums
- Tire pressure
- Hub seals
Correct answer: Wheel bearings
Correct answer: Wheel bearings. Explanation: Excessive heat in a wheel hub is often indicative of an issue with the wheel bearings, such as lack of lubrication or bearing wear, leading to increased friction and heat generation.
- A truck's tire shows signs of cupping. This irregular tire wear pattern is MOST likely due to:
- Faulty shock absorbers
- Overinflation of the tire
- Misaligned wheels
- Worn tie rod ends
Correct answer: Faulty shock absorbers
Correct answer: Faulty shock absorbers. Explanation: Tire cupping is often caused by faulty or worn shock absorbers, which lead to uneven contact of the tire with the road surface and result in the cupped wear pattern.
- A technician notices that a truck's tires are wearing more on the outside edges. The most probable cause is:
- Underinflation
- Overinflation
- Worn wheel bearings
- Incorrect toe setting
Correct answer: Underinflation
Correct answer: Underinflation. Explanation: Wear on the outside edges of tires is typically caused by underinflation, which causes the tire's sidewalls to collapse slightly and the edges to make more contact with the road.
- When diagnosing a vibration in a heavy-duty truck at highway speeds, the FIRST thing to check is:
- Wheel balance
- Universal joint wear
- Steering linkage play
- Drive axle alignment
Correct answer: Wheel balance
Correct answer: Wheel balance. Explanation: At highway speeds, vibrations are most commonly caused by wheel imbalance, which can cause harmonic vibrations noticeable in the cab.
- A technician finds that a truck's steer tires have feathered wear. This is MOST likely caused by:
- Incorrect camber angle
- Worn steering linkage
- Improper toe setting
- Defective tires
Correct answer: Improper toe setting
Correct answer: Improper toe setting. Explanation: Feathered wear on steer tires is typically indicative of an improper toe setting, causing a scrubbing action as the tires roll, leading to the feathered wear pattern.
- A truck with dual rear wheels exhibits abnormal wear on the inner tires. The most likely cause is:
- Misaligned rear axle
- Overinflated outer tires
- Underinflated inner tires
- Faulty suspension components
Correct answer: Underinflated inner tires
Correct answer: Underinflated inner tires. Explanation: Abnormal wear on the inner dual tires is often due to underinflation, which leads to increased flexing and heat build-up, causing premature wear.
- After replacing tires on a heavy-duty truck, the technician notices a steering pull to one side. The most likely cause is:
- Incorrect wheel alignment
- A radial tire pull
- Uneven brake wear
- A defective power steering pump
Correct answer: A radial tire pull
Correct answer: A radial tire pull. radial tire pull. radial tire pull. Explanation: A steering pull after tire replacement can be caused by a radial tire pull, which occurs when there's uneven stiffness in the tire's sidewalls, causing the vehicle to pull to one side.
- A heavy-duty truck's wheel hub shows signs of lubricant leakage. The FIRST component to check is the:
- Hub cap or seal
- Wheel bearings
- Spindle nuts
- Brake lining contamination
Correct answer: Hub cap or seal
Correct answer: Hub cap or seal. Explanation: Lubricant leakage from a wheel hub is typically due to a compromised hub cap or seal, allowing lubricant to escape.
- During a brake inspection, a technician finds oil on the inside of a wheel rim. This is MOST likely due to a leaking:
- Wheel cylinder
- Brake caliper piston
- Hub oil seal
- Shock absorber
Correct answer: Hub oil seal
Correct answer: Hub oil seal. Explanation: Oil on the inside of a wheel rim is usually a sign of a leaking hub oil seal, which can allow lubricant to escape from the wheel hub assembly.
- A technician notes that a truck has irregular tire wear and a wandering issue at highway speeds. The FIRST area to inspect is the:
- Steering linkage
- Wheel alignment
- Suspension bushings
- Tire pressure
Correct answer: Wheel alignment
Correct answer: Wheel alignment. Explanation: Irregular tire wear accompanied by a wandering issue is most likely related to wheel alignment problems, which can affect both tire wear and vehicle stability.
- In the steering linkage of a medium/heavy truck with a solid front axle, what is the primary function of the tie rod (cross tube) assembly?
- It links the left and right steering knuckles together so both steer wheels turn the same amount
- It supports the weight of the front axle and absorbs road shock
- It transmits engine torque from the transmission to the front drive axle
- It connects the steering gear sector shaft to the steering knuckle arm
Correct answer: It links the left and right steering knuckles together so both steer wheels turn the same amount
The tie rod links the left and right steering knuckles together so both steer wheels turn together. On a beam-axle truck the tie rod (also called the cross tube) runs between the two steering arms and sets toe; turning the steered wheels as a pair is its job. The part that connects the steering gear sector shaft to a knuckle arm is the drag link, not the tie rod.
- What is the function of the pitman arm on a heavy truck steering system?
- It dampens road-induced oscillations in the steering linkage
- It holds the wheel bearing preload on the steering knuckle
- It pumps hydraulic fluid to provide power steering assist
- It converts the rotary motion of the steering gear sector shaft into linear motion that moves the drag link
Correct answer: It converts the rotary motion of the steering gear sector shaft into linear motion that moves the drag link
The pitman arm converts the rotary motion of the steering gear sector shaft into linear motion that moves the drag link. It splines onto the sector (output) shaft of the steering gear; as the gear rotates the shaft, the pitman arm swings, pushing or pulling the drag link to steer the front axle. Pumping fluid is the power steering pump's job, and damping oscillation is the steering stabilizer's job.
- On a beam-axle truck, what is the steering knuckle?
- The threaded sleeve used to adjust toe on the tie rod
- The ball-and-socket joint at each end of the drag link
- The pivoting assembly that carries the wheel hub and spindle and turns on the kingpin
- The flexible coupling between the steering shaft and the steering gear input
Correct answer: The pivoting assembly that carries the wheel hub and spindle and turns on the kingpin
The steering knuckle is the pivoting assembly that carries the wheel hub and spindle and turns on the kingpin. On a heavy-truck solid front axle, each knuckle pivots on the kingpin pressed into the axle beam end, and the steering arms attach to it. The flexible coupling at the steering shaft is the steering shaft U-joint, and the threaded sleeve for toe is part of the tie rod cross tube.
- What does the power steering pump do in a heavy-truck hydraulic steering system?
- It regulates ride height by directing fluid to the air springs
- It generates the hydraulic fluid flow and pressure used to provide steering assist
- It senses steering wheel angle and signals the steering control module
- It stores high-pressure fluid to assist during engine-off steering
Correct answer: It generates the hydraulic fluid flow and pressure used to provide steering assist
The power steering pump generates the hydraulic fluid flow and pressure used to provide steering assist. Belt- or gear-driven off the engine, it draws fluid from the reservoir and delivers pressurized flow to the steering gear, where a control valve directs that pressure to ease driver effort. It does not store pressure for engine-off steering and has nothing to do with ride-height/air-spring control.
- What is the purpose of a steering stabilizer (steering damper) on a heavy truck?
- To hold steering wheel free play within the 2-inch federal limit
- To provide the return-to-center force after a turn
- To increase the amount of power steering assist at low speed
- To dampen road-induced shock and oscillation in the steering linkage
Correct answer: To dampen road-induced shock and oscillation in the steering linkage
A steering stabilizer (steering damper) dampens road-induced shock and oscillation in the steering linkage. Mounted much like a shock absorber between the axle and a steering component, it absorbs feedback and helps quiet shimmy, but it is not a cure for worn parts. It does not generate assist (the pump and gear do) and does not by itself create return-to-center, which comes from caster and steering geometry.
- A technician needs to measure steering wheel free play on a truck with a 20-inch steering wheel and a GVWR over 10,000 lb. Under the federal inspection standard, what is the maximum allowable lash measured at the steering wheel rim?
- 3 1/2 inches
- 1 inch
- 2 inches
- 2 1/2 inches
Correct answer: 2 1/2 inches
The maximum allowable lash for a 20-inch steering wheel is 2 1/2 inches. Federal inspection criteria (49 CFR 570.60, vehicles over 10,000 lb GVWR) scale free play by wheel diameter: 2 inches for wheels 16 inches or less, 2 1/4 inches at 18 inches, 2 1/2 inches at 20 inches, and 2 3/4 inches at 22 inches. The check is done by rotating the rim until the front wheels just begin to move.
- How should a technician check steering free play on a heavy truck?
- With the front wheels on the ground and pointed straight, turn the steering wheel both ways until the front wheels just begin to move and measure rim travel
- Disconnect the drag link and measure sector shaft rotation with a dial indicator
- Jack the front axle off the ground and rock each wheel by hand at the 3 and 9 o'clock positions
- Apply 100 ft-lb to the steering wheel and read the deflection on a torque angle gauge
Correct answer: With the front wheels on the ground and pointed straight, turn the steering wheel both ways until the front wheels just begin to move and measure rim travel
The correct method is, with the front wheels on the ground and pointed straight, turn the steering wheel both ways until the front wheels just begin to move and measure the rim travel. That arc of movement before the wheels respond is the free play (lash) and is compared to the diameter-based limit. Jacking and rocking the wheel at 3 and 9 o'clock checks wheel bearing/kingpin play, a different test.
- A truck has roughly 4 inches of steering wheel free play, well beyond spec. Technician A says worn tie rod ends and drag link sockets can contribute to excessive free play. Technician B says excessive lash in the steering gear (over-center adjustment) can contribute to excessive free play. Who is correct?
- Neither A nor B
- Both A and B
- Technician A only
- Technician B only
Correct answer: Both A and B
Both technicians are correct. Excessive steering free play is additive across the system: worn tie rod and drag link ball sockets add lost motion in the linkage, and worn or maladjusted over-center (sector shaft) lash in the steering gear adds lost motion at the gear. A proper diagnosis isolates each source, since both must be within spec to bring total free play under the limit.
- A heavy truck develops a violent, self-sustaining front-end shake (death wobble) after hitting a bump at highway speed. Which combination of conditions is the MOST likely root cause?
- A slightly low power steering fluid level and a glazed pump belt
- A clogged cabin air filter and worn wiper linkage
- Worn kingpins and loose tie rod/drag link ends combined with an ineffective steering damper
- Overfilled steering gear and a new set of balanced tires
Correct answer: Worn kingpins and loose tie rod/drag link ends combined with an ineffective steering damper
The most likely root cause is worn kingpins and loose tie rod/drag link ends combined with an ineffective steering damper. Death wobble is a resonant oscillation triggered by a bump; play in the kingpins and steering joints lets the wheels shimmy, and a worn-out steering damper no longer absorbs the energy, so the shake sustains itself. A worn damper alone does not cause it, but it lets an underlying looseness become violent.
- What is the key difference between a drag link and a tie rod on a heavy-truck steering system?
- The tie rod is hydraulically actuated, while the drag link is purely mechanical
- The drag link sets toe, while the tie rod transmits motion from the steering gear
- The drag link connects the pitman arm to a steering arm on the knuckle, while the tie rod connects the two knuckles together
- They are two names for the same component
Correct answer: The drag link connects the pitman arm to a steering arm on the knuckle, while the tie rod connects the two knuckles together
The drag link connects the pitman arm to a steering arm on the knuckle, while the tie rod connects the two knuckles together. The drag link transmits steering motion from the gear (via the pitman arm) to one wheel, and the tie rod (cross tube) then ties both wheels so they turn together and sets toe. They are distinct parts with different jobs, not the same component.
- A driver complains of hard steering (high effort) on a truck with hydraulic power steering. Which condition is LEAST likely to cause hard steering and should be ruled out as a probable cause?
- A loose or glazed power steering pump drive belt
- Worn or contaminated power steering pump
- Low power steering fluid level
- Excessive over-center lash in the steering gear
Correct answer: Excessive over-center lash in the steering gear
Excessive over-center lash is least likely to cause hard steering. Too much lash produces looseness and free play, not high effort; it lets the gear feel sloppy rather than stiff. Hard steering instead comes from low assist, which a slipping/glazed belt, low fluid, or a worn pump all cause by reducing hydraulic pressure and flow.
- A technician is adjusting a recirculating-ball steering gear on a heavy truck. Which describes the correct sequence and method for the two basic gear adjustments?
- Loosen the sector shaft lock nut and back the adjuster all the way out to eliminate all drag
- Adjust only the drag link length; the gear is non-adjustable
- Set worm bearing preload first, then set over-center (sector shaft) preload with the gear centered, using an inch-pound torque reading at the input shaft
- Set over-center (sector shaft) lash first, then worm bearing preload, both measured in foot-pounds at the pitman arm
Correct answer: Set worm bearing preload first, then set over-center (sector shaft) preload with the gear centered, using an inch-pound torque reading at the input shaft
The correct method is to set worm bearing preload first, then set over-center (sector shaft) preload with the gear centered, using an inch-pound torque reading at the input shaft. The worm bearing adjustment must be correct before the over-center lash is set, and over-center is checked at the gear's center (high point) where mesh is tightest. The adjustment is measured in inch-pounds of rotating drag, not foot-pounds.
- Technician A says the over-center (sector shaft) adjustment on a recirculating-ball gear is made with the steering in the straight-ahead center position because that is where gear mesh is tightest. Technician B says over-tightening the sector shaft adjuster to remove all play will cause binding and loss of return-to-center. Who is correct?
- Both A and B
- Technician B only
- Neither A nor B
- Technician A only
Correct answer: Both A and B
Both technicians are correct. The over-center adjustment is set with the gear centered because the ball nut and sector are designed with the tightest mesh at the high point (center), so that is where lash is measured and set. Over-tightening the adjuster to chase out play binds the gear, raises steering effort, and kills return-to-center; the adjuster should be set to a specified inch-pound drag, not run in until tight.
- A truck wanders on the highway, requiring constant steering correction to hold a lane. Which finding is the MOST likely cause of steering wander?
- Worn steering linkage joints and loose kingpins allowing lost motion
- Excessively tight over-center adjustment in the steering gear
- Brand-new tie rod ends torqued to specification
- Power steering pressure that is slightly above specification
Correct answer: Worn steering linkage joints and loose kingpins allowing lost motion
The most likely cause is worn steering linkage joints and loose kingpins allowing lost motion. Wander happens when slop in the tie rod ends, drag link, and kingpins lets the wheels drift before the driver's input takes effect, so the truck won't track straight. An over-tight gear causes hard steering and poor return, not wander, and new properly torqued joints would reduce wander.
- How should a technician check a tie rod end for wear on a heavy truck?
- With weight off or someone shaking the wheel, grasp the joint and feel for axial/radial looseness or a torn boot, watching for relative movement at the stud
- Measure the diameter of the cross tube with a micrometer
- Read the fluid pressure at the tie rod with a gauge
- Spin the wheel and listen for a whining noise
Correct answer: With weight off or someone shaking the wheel, grasp the joint and feel for axial/radial looseness or a torn boot, watching for relative movement at the stud
The correct check is, with weight managed or a helper shaking the wheel, grasp the joint and feel for axial/radial looseness or a torn boot, watching for relative movement at the stud. A good tie rod end has no perceptible free play and an intact, greased boot; felt looseness or a damaged boot means replacement. Tie rod ends carry no fluid pressure and are not diagnosed by spinning the wheel for noise.
- A heavy truck has a steady steering shimmy (rapid side-to-side oscillation felt in the steering wheel) that appears at a specific road speed. Which is the MOST likely cause?
- A loose battery hold-down
- An overcharged air dryer
- Out-of-balance or out-of-round steer tires combined with worn steering linkage
- A power steering reservoir filled with the wrong color cap
Correct answer: Out-of-balance or out-of-round steer tires combined with worn steering linkage
The most likely cause is out-of-balance or out-of-round steer tires combined with worn steering linkage. Shimmy is a forced vibration that peaks near a resonant speed; imbalance or radial runout in the steer tires excites it, and looseness in tie rods, drag link, or kingpins lets the oscillation build. Balancing/truing the tires and tightening worn joints addresses it.
- A driver reports a whining noise from the power steering that is loudest when turning at low speed or holding the wheel at full lock. Which is the MOST likely cause of the whine?
- A correctly bled system at the proper fluid level
- Low fluid level or air aerated into the power steering fluid
- A loose lug nut on the steer wheel
- An overinflated steer tire
Correct answer: Low fluid level or air aerated into the power steering fluid
The most likely cause is a low fluid level or air aerated into the power steering fluid. Whining that worsens at low-speed turns and full lock is classic pump cavitation: the pump pulls in air or runs short of fluid, foaming it and making noise under high demand. Checking and topping the fluid and bleeding trapped air typically cures the whine; a properly filled, bled system runs quiet.
- Technician A says a whining power steering pump can be caused by a restricted (collapsed or clogged) suction hose starving the pump inlet. Technician B says aerated, foamy fluid from a low level or a loose return-line clamp can also make the pump whine. Who is correct?
- Technician B only
- Neither A nor B
- Both A and B
- Technician A only
Correct answer: Both A and B
Both technicians are correct. A restricted suction (inlet) hose starves the pump and causes cavitation and noise, and aerated/foamy fluid from a low level or air drawn in past a loose return-line clamp does the same. Both put air or vapor into the pump, so diagnosing a whine means checking inlet restriction, fluid level, and the return side for air ingestion.
- A technician suspects the power steering pump on a heavy truck is weak. What is the proper way to diagnose pump output?
- Measure steering wheel free play and compare to the federal table
- Install a power steering analyzer (pressure gauge with a load valve) in the pressure line and compare measured pressure and flow to specification
- Visually confirm the belt is present and call the pump good
- Replace the pump and road test
Correct answer: Install a power steering analyzer (pressure gauge with a load valve) in the pressure line and compare measured pressure and flow to specification
The proper method is to install a power steering analyzer (pressure gauge with a load valve) in the pressure line and compare measured pressure and flow to specification. Slowly closing the load valve lets the technician read maximum relief pressure, while flow at idle and raised rpm reveals a weak pump; readings below spec confirm a pump problem versus a gear or linkage issue. Free-play measurement diagnoses linkage lash, not pump output.
- A truck owner reports loose, vague steering and a clunk over bumps. The technician finds the pitman arm can be moved by hand relative to the sector shaft and the drag link socket at the pitman end has noticeable play. Technician A says a loose pitman arm on the sector shaft splines or a worn pitman-to-drag-link joint produces a clunk and wander. Technician B says these conditions add to total steering free play and must be corrected before adjusting the steering gear. Who is correct?
- Both A and B
- Neither A nor B
- Technician B only
- Technician A only
Correct answer: Both A and B
Both technicians are correct. A pitman arm loose on the sector shaft splines (or a loose retaining nut) and a worn pitman-to-drag-link ball socket both cause a clunk over bumps and contribute to wander. They also add lost motion to total steering free play, so linkage looseness like this must be repaired before any gear over-center adjustment, or the gear will be misadjusted to mask linkage wear.
- A technician sets a dial indicator against the side of the steering knuckle, zeroes it, and rocks the top of the tire in and out by hand. The needle swings a total of 0.135 inch. Based on common heavy-truck inspection limits, what should the technician conclude?
- The kingpin and bushings are within tolerance and need no service
- Lateral play exceeds the typical wear limit, and the kingpins/bushings should be replaced
- The reading is only valid if the wheel is removed first
- The play is acceptable because vertical movement matters more than lateral movement
Correct answer: Lateral play exceeds the typical wear limit, and the kingpins/bushings should be replaced
Lateral play exceeding the typical wear limit means the kingpins and bushings should be replaced. Industry guidance generally calls for replacement when side-to-side movement at the wheel reaches roughly 1/8 inch (about 0.120 inch); a reading of 0.135 inch exceeds that. The reading is taken with the wheel on and weight off the tire, so neither removing the wheel nor ignoring lateral play is correct.
- A driver complains of wandering, hard steering, and a clunk over bumps. The technician suspects worn kingpins. Which symptom set BEST supports a worn-kingpin diagnosis rather than a tie-rod problem?
- Steering wheel free play with no change in tire wear
- Foamy power steering fluid in the reservoir
- Vertical lift of the wheel/knuckle when pried, plus return-to-center complaints
- A grease leak at the power steering pump
Correct answer: Vertical lift of the wheel/knuckle when pried, plus return-to-center complaints
Vertical lift of the wheel and knuckle when pried, combined with poor return-to-center, best supports worn kingpins. Worn kingpin bushings allow the knuckle to rise on the axle eye, which is checked by prying up under the tire with a dial indicator on the knuckle. Pump leaks and foamy fluid point to the power steering hydraulic side, not the kingpin joint.
- Technician A says a kingpin functions as the steering pivot on a typical heavy-truck solid front axle, similar in role to the ball joints on an independent suspension. Technician B says you can directly substitute a ball joint for a kingpin on a solid I-beam axle. Who is correct?
- Neither A nor B
- Technician A only
- Technician B only
- Both A and B
Correct answer: Technician A only
Technician A only is correct. A kingpin serves as the steering pivot connecting the steering knuckle to a solid I-beam axle, filling the same functional role that ball joints fill on independent suspensions. However, the two are not interchangeable parts; a ball joint cannot simply be installed in place of a kingpin because the axle and knuckle are designed specifically for the kingpin joint.
- What is a leaf spring in a heavy-truck suspension?
- A rubber air-filled bag that supports the frame
- A hydraulic cylinder that dampens oscillation
- A coiled steel bar that twists to absorb axle movement
- A stack of curved steel strips (leaves) that flex to support load and cushion the chassis
Correct answer: A stack of curved steel strips (leaves) that flex to support load and cushion the chassis
A leaf spring is a stack of curved steel strips, called leaves, that flex under load to support the chassis and cushion road shock. The leaves are clamped together and mounted to the frame at a fixed hanger and a shackle. A coiled bar describes a torsion bar, an air bag describes air suspension, and a hydraulic cylinder describes a shock absorber.
- What is the primary job of a shock absorber on a truck suspension?
- To support the vehicle's static weight
- To maintain ride height under load
- To provide lateral location of the axle
- To dampen and control spring oscillation after a bump
Correct answer: To dampen and control spring oscillation after a bump
A shock absorber dampens and controls spring oscillation, converting the kinetic energy of suspension movement into heat so the springs do not keep bouncing. It does not hold up the vehicle weight; that is the spring's job. Ride height is set by springs or a leveling valve, and lateral location is provided by a track bar or torque rods.
- A loaded tractor continues to bounce two or three times after crossing a railroad crossing, and the steer tires show cupped wear. Which condition is MOST consistent with these findings?
- Overinflated steer tires
- An over-torqued spring U-bolt
- Worn or weak shock absorbers
- A cracked frame rail
Correct answer: Worn or weak shock absorbers
Worn or weak shock absorbers best explain continued bouncing and cupped steer-tire wear. When a shock loses its damping ability, the spring keeps oscillating, allowing the tire to skip and create a scalloped cupping pattern. Overinflation, a frame crack, or an over-torqued U-bolt would not produce sustained post-bump oscillation.
- During a shock absorber test on a truck, a technician removes the shocks and finds one is cool to the touch after a road test while the others are warm, and that cool unit moves freely with little resistance when stroked by hand. What does this indicate?
- The cool shock is working harder than the others
- All shocks are functioning normally
- The cool shock has lost its damping ability and should be replaced
- The warm shocks are the defective units
Correct answer: The cool shock has lost its damping ability and should be replaced
The cool, free-moving shock has lost its damping ability and should be replaced. A working shock develops heat from resisting fluid movement, so a unit that stays cool and offers little resistance is not absorbing energy. The warm shocks are doing their job, so they are not the defective ones.
- What is a torque rod (radius rod) on a heavy-truck rear suspension?
- A rod that adjusts steering wheel free play
- A rod that connects the two leaf springs across the frame
- A device that measures U-bolt clamping force
- A linkage that maintains axle alignment and resists driveline torque and axle walkout
Correct answer: A linkage that maintains axle alignment and resists driveline torque and axle walkout
A torque rod is a linkage that maintains rear-axle alignment and resists the twisting forces of driveline torque and axle walkout during acceleration, braking, and cornering. Transverse torque rods also help keep the axle centered laterally under the frame. It is not a steering adjustment, a cross-frame spring connector, or a measuring tool.
- A tandem-axle truck on a walking-beam suspension exhibits a thumping noise and rear-axle misalignment that returns shortly after being reset. Inspection shows the torque rod bushings are cracked and the rubber has separated from the metal sleeves. What is the correct conclusion?
- The leaf springs are the only components that locate the axle
- The torque rod bushings are worn and must be replaced to restore axle location
- Bushing condition does not affect axle alignment
- The noise is normal for walking-beam suspensions
Correct answer: The torque rod bushings are worn and must be replaced to restore axle location
The worn torque rod bushings must be replaced to restore axle location. Cracked, separated torque rod bushings allow the axle to shift, so any alignment correction quickly drifts out and the loose joint produces a thump. Torque rods, not the springs alone, control axle position on these suspensions, so the noise is not normal.
- What is air suspension on a truck?
- A system that uses engine vacuum to cushion the chassis
- A suspension that relies only on hydraulic shock absorbers
- A suspension that uses pressurized rubber air springs to support the load and control ride height
- A leaf-spring system with no shock absorbers
Correct answer: A suspension that uses pressurized rubber air springs to support the load and control ride height
Air suspension uses pressurized rubber air springs (air bags) to support the load and, through a height-control (leveling) valve, maintain a consistent ride height regardless of load. It does not rely on shocks alone, it still uses shocks alongside the air springs, and it does not use engine vacuum.
- A technician must check ride height on an air-ride suspension. What is the correct procedure?
- Measure ride height only after removing the air springs
- Measure with the system fully deflated and the truck on a lift
- Set ride height by counting the threads on the leveling valve rod
- Park on level ground with the system aired up, then measure the specified point against the manufacturer's spec and adjust the height-control valve linkage if needed
Correct answer: Park on level ground with the system aired up, then measure the specified point against the manufacturer's spec and adjust the height-control valve linkage if needed
The correct procedure is to park on level ground with the system aired up, measure at the manufacturer's specified point, and adjust the height-control valve linkage to bring it to spec. Ride height must be set with the air springs inflated and supporting the chassis, not deflated or removed, and the linkage adjustment, not thread-counting, sets the height.
- On an air-ride trailer, one corner sits low at rest. After airing the system fully, the technician sprays soapy water around the air spring and base plate and sees bubbles forming steadily. What is the diagnosis?
- The frame is cracked at that corner
- The air spring (air bag) has a leak and must be replaced
- The shock absorber on that corner is worn
- The leveling valve is misadjusted
Correct answer: The air spring (air bag) has a leak and must be replaced
Steady bubble formation from soapy water indicates the air spring has a leak and must be replaced. A leaking bag loses pressure and lets that corner settle. A misadjusted leveling valve would not produce localized escaping air, and a worn shock or cracked frame would not bubble under a soap test.
- A truck with air-ride suspension is hard to diagnose because it slowly settles overnight but recovers when driven. The technician should FIRST:
- Adjust the front axle toe
- Replace all four air springs
- Replace the air compressor
- Air the system to operating pressure and perform a soap-bubble leak test at fittings, valves, and air springs to isolate the leak
Correct answer: Air the system to operating pressure and perform a soap-bubble leak test at fittings, valves, and air springs to isolate the leak
The first step is to air the system to operating pressure and soap-test the fittings, valves, and air springs to isolate the leak. A slow overnight settle that recovers when driven points to a small air leak that the running compressor masks; locating it comes before replacing parts. Replacing all springs or the compressor blindly, or adjusting toe, skips diagnosis.
- What is a spring shackle in a leaf-spring suspension?
- A bracket bolted rigidly to the frame at both ends
- A swinging link at one spring eye that allows the spring to change length as it flexes
- A clamp that holds the leaves together at the center bolt
- The pin that locates the axle on the spring
Correct answer: A swinging link at one spring eye that allows the spring to change length as it flexes
A spring shackle is a swinging link at one eye of a leaf spring that lets the spring lengthen and shorten as it flexes under load. Without the shackle's pivoting action, the spring could not arch and flatten freely. The center clamp is the center bolt/U-bolt area, and a rigidly fixed bracket describes the opposite (fixed) hanger.
- A technician finds the shackle bushings worn and the shackle pin loose, with the leaf spring eye showing fretting. Which symptom would MOST likely accompany worn spring shackle components?
- High brake pedal effort
- Foamy power steering fluid
- A whining power steering pump
- A clunk or rattle from the spring eye over bumps and possible rear axle shift
Correct answer: A clunk or rattle from the spring eye over bumps and possible rear axle shift
A clunk or rattle from the spring eye over bumps, along with possible axle shift, most likely accompanies worn shackle components. Worn shackle bushings and a loose pin let the spring eye knock and allow the axle to move out of position. Power steering symptoms and brake pedal effort are unrelated to shackle wear.
- Technician A says a cracked leaf in a multi-leaf spring can cause the vehicle to sag or lean to one side and produce a popping noise over bumps. Technician B says a single cracked leaf can be safely ignored as long as the main leaf is intact. Who is correct?
- Neither A nor B
- Technician A only
- Both A and B
- Technician B only
Correct answer: Technician A only
Technician A only is correct. A cracked leaf reduces the spring's load capacity, which can cause a sag or lean on that side and a popping or clunking noise as the broken section moves. Technician B is wrong because a cracked leaf compromises the spring pack and overloads remaining leaves, so it should not be ignored even if the main leaf appears intact.
- A leaf-spring suspension produces a leaf-by-leaf inspection finding of broken leaves, shifted leaf alignment, and a sideways lean of the truck bed. What does a sideways shift of individual leaves within the pack MOST indicate?
- Over-inflated air springs
- A misadjusted leveling valve
- A worn fifth wheel
- A broken or missing center bolt
Correct answer: A broken or missing center bolt
A sideways shift of leaves within the pack most indicates a broken or missing center bolt. The center bolt locates the leaves and pins the spring to the axle seat; if it shears, the leaves can slide out of alignment and the axle can shift, causing lean. Air springs, the fifth wheel, and the leveling valve are not part of a leaf-spring pack.
- A fleet technician is asked the difference between leaf-spring and air suspension for a vocational truck. Which statement is accurate?
- Leaf springs automatically maintain ride height under varying loads
- Air suspension maintains a more consistent ride height across loads and gives a softer ride, while leaf springs are simpler and more durable for heavy off-road duty
- Air suspension carries no shock absorbers because the bags absorb all motion
- Leaf springs cannot be used on rear drive axles
Correct answer: Air suspension maintains a more consistent ride height across loads and gives a softer ride, while leaf springs are simpler and more durable for heavy off-road duty
The accurate statement is that air suspension maintains a more consistent ride height across loads and gives a softer ride, while leaf springs are simpler and more durable for heavy or off-road duty. Only air suspension (via a leveling valve) self-adjusts ride height, air systems still use shock absorbers, and leaf springs are commonly used on drive axles.
- When torquing leaf-spring U-bolt nuts, what is the correct practice?
- Tighten one nut fully before starting the next
- Tighten the nuts evenly in an alternating (crisscross) pattern in stages to the manufacturer's spec
- Use an impact gun to full torque in a single pass
- Torque only the two outer nuts and leave the inner pair finger-tight
Correct answer: Tighten the nuts evenly in an alternating (crisscross) pattern in stages to the manufacturer's spec
The correct practice is to tighten the U-bolt nuts evenly in an alternating crisscross pattern in stages to the manufacturer's specification. Even, staged tightening seats the spring pack squarely and equalizes clamp load across all nuts. Fully torquing one nut first, single-pass impact tightening, or leaving nuts finger-tight produces uneven clamping and can lead to spring shift or U-bolt stretch.
- A technician inspecting suspension finds the spring U-bolts have visible thread distortion, the nuts will not hold torque, and the bolt has a necked-down section. What does this indicate, and what is the correct repair?
- Only the nuts need replacement
- The leaf spring center bolt is the cause
- The U-bolts have stretched and must be replaced, not just retorqued
- The U-bolts are fine and only need to be retorqued
Correct answer: The U-bolts have stretched and must be replaced, not just retorqued
Stretched U-bolts must be replaced, not just retorqued. A necked-down section and threads that will not hold torque show the bolt has yielded and lost clamping ability, so retightening or swapping only nuts will not restore proper clamp load. Stretched U-bolts let the axle shift and the spring pack loosen, which can change axle alignment.
- During a PM, a technician checks the spring U-bolts on a steer axle. What is the recommended way to confirm they are correct?
- Confirm only that no nuts are missing
- Tap each nut with a hammer and listen for a ring
- Spin each nut by hand to feel for tightness
- Verify torque with a calibrated torque wrench against the OEM spec and inspect for cracks, stretch, and loose nuts
Correct answer: Verify torque with a calibrated torque wrench against the OEM spec and inspect for cracks, stretch, and loose nuts
The recommended method is to verify torque with a calibrated torque wrench against the OEM specification and to inspect the U-bolts for cracks, stretch, and loose nuts. A hammer tap, a presence-only check, or a hand spin cannot confirm proper clamp load. Correct U-bolt torque keeps the axle located and prevents spring shift and U-bolt fatigue.
- What is the function of a track bar (Panhard rod) on a truck suspension that uses air springs or coil springs?
- To dampen vertical oscillation of the chassis
- To adjust steering caster
- To locate the axle laterally and prevent side-to-side movement relative to the frame
- To support the static weight of the vehicle
Correct answer: To locate the axle laterally and prevent side-to-side movement relative to the frame
A track bar, also called a Panhard rod, locates the axle laterally and prevents side-to-side movement of the axle relative to the frame. It does not damp oscillation (that is the shock), support static weight (springs do that), or set caster (an alignment angle). A worn track bar bushing lets the axle wander sideways, causing tracking and handling complaints.
- A fifth wheel inspection checklist is being followed. Per North American out-of-service criteria, horizontal movement between the pivot bracket pin and the bracket that exceeds which value is a defect placing the unit out of service?
- 1/16 inch
- 3/4 inch
- 1 inch
- 3/8 inch
Correct answer: 3/8 inch
Horizontal movement exceeding 3/8 inch between the pivot bracket pin and the bracket is an out-of-service defect under 49 CFR Part 396 Appendix A and the CVSA North American Standard Out-of-Service Criteria. A separate and different threshold (1/2 inch) applies to horizontal movement between the upper and lower coupler halves; the two measurements are distinct and should not be confused. The 1/16 inch, 3/4 inch, and 1 inch values do not correspond to either recognized limit.
- A technician inspecting a fifth wheel finds excessive slack between the locked kingpin and the jaws, causing a chucking feel. On many fifth wheels, how is this slack corrected?
- By adjusting the locking mechanism (jaw/wedge adjustment) per the manufacturer's procedure
- By replacing the entire fifth wheel assembly
- By tightening the frame mounting bolts
- By adding grease to the top plate
Correct answer: By adjusting the locking mechanism (jaw/wedge adjustment) per the manufacturer's procedure
The slack is corrected by adjusting the locking mechanism, the jaw or wedge adjustment, following the manufacturer's procedure. Many fifth wheels provide an adjustment to take up wear between the jaws and kingpin. Replacing the whole unit is not the first step, greasing the plate reduces friction but not lock slack, and frame bolts address mounting movement, not jaw slack.
- Why is fifth wheel lubrication important, and what is the correct practice?
- Lubricate only the kingpin shank, never the plate
- Lubrication is unnecessary if the locking jaws are tight
- Apply grease to the top plate and locking mechanism so the trailer can pivot freely and to reduce wear and steering binding
- Use only dry graphite on the entire assembly to avoid attracting dirt
Correct answer: Apply grease to the top plate and locking mechanism so the trailer can pivot freely and to reduce wear and steering binding
The correct practice is to apply grease to the fifth wheel top plate and locking mechanism so the trailer can pivot freely, which reduces wear and prevents tractor steering binding and hard handling. A dry top plate increases friction and can make the tractor steer poorly and wear the plate. Lubricating only the kingpin or relying on dry graphite for the whole assembly does not meet manufacturer requirements for the bearing surface.
- A technician is explaining wheel alignment basics to an apprentice. Which statement correctly defines camber?
- The inward or outward tilt of the top of the wheel from true vertical, viewed from the front
- The difference in distance between the front and rear of a pair of tires, viewed from above
- The angle between the steering axis and true vertical, viewed from the front
- The forward or rearward tilt of the steering axis, viewed from the side
Correct answer: The inward or outward tilt of the top of the wheel from true vertical, viewed from the front
Camber is the inward or outward tilt of the top of the wheel from true vertical when viewed from the front of the truck. When the top of the wheel leans outward it is positive camber, and when it leans inward it is negative camber. The forward/rearward tilt of the steering axis viewed from the side is caster, the front-to-rear distance comparison is toe, and the angle of the steering axis from vertical viewed from the front is steering axis inclination (kingpin inclination).
- Which alignment angle is defined as the forward or rearward tilt of the steering axis (kingpin) as viewed from the side of the truck?
- Camber
- Thrust angle
- Toe
- Caster
Correct answer: Caster
Caster is the forward or rearward tilt of the steering axis or kingpin as viewed from the side of the vehicle, measured in degrees. Rearward tilt at the top of the axis is positive caster, which is what provides directional stability and steering wheel return-to-center. Camber is viewed from the front, toe compares the leading and trailing edges of the tires, and thrust angle relates the rear axle direction to the vehicle centerline.
- On a heavy-duty steer axle, positive caster is desirable primarily because it:
- Reduces tire scrub during straight-line driving
- Eliminates the need for toe adjustment
- Compensates for vehicle load by tilting the tire inward
- Promotes steering wheel return-to-center and straight-line directional stability
Correct answer: Promotes steering wheel return-to-center and straight-line directional stability
Positive caster promotes steering wheel return-to-center and straight-line directional stability by placing the tire contact patch behind the steering axis pivot point, creating a self-centering trailing effect. Heavy trucks commonly run a few degrees of positive caster for this reason. Caster does not set toe or compensate for camber load, and it is the toe setting, not caster, that minimizes straight-line scrub.
- A technician measures toe on a steer axle and finds the leading edges of the tires are closer together than the trailing edges. This condition is called:
- Toe-in
- Toe-out
- Positive camber
- Negative caster
Correct answer: Toe-in
Toe-in exists when the leading (front) edges of the tires are closer together than the trailing (rear) edges, as viewed from above. Heavy trucks typically run a slight toe-in on the steer axle (commonly about +1/16 in., roughly 0.0625 in., set static) so the tires roll parallel under driving load. Toe-out is the opposite condition, and camber and caster describe tilt rather than the front-to-rear relationship of the tires.
- On an alignment report, the total toe for the steer axle reads +1/8 inch. Which statement best describes the relationship between total toe and individual toe?
- Total toe is the average of the left and right individual toe readings
- Individual toe is always exactly half of total toe regardless of steering wheel position
- Total toe and individual toe are the same measurement expressed in different units
- Total toe is the sum of the individual toe of the left and right wheels, each referenced to the vehicle thrust line or centerline
Correct answer: Total toe is the sum of the individual toe of the left and right wheels, each referenced to the vehicle thrust line or centerline
Total toe is the sum of the individual (per-wheel) toe values, with each wheel's toe measured relative to the thrust line or vehicle centerline. Knowing both individual readings matters because a steer axle can have correct total toe yet be split unevenly, which throws off the steering wheel centering and causes a lead even when total toe is in spec. Individual toe is only exactly half of total toe when the two sides are split equally.
- A loaded class 8 truck pulls steadily to the right at all speeds. Camber and toe are within specification. The MOST likely alignment-related cause is:
- Excessive total toe-in
- Unequal caster, with more positive caster on the left than the right
- A correctly set thrust angle of zero
- Equal positive camber on both front wheels
Correct answer: Unequal caster, with more positive caster on the left than the right
Unequal caster side-to-side causes a pull, and the truck pulls toward the side with the lower (less positive) caster, so more positive caster on the left would pull the vehicle to the right. A cross-caster difference is a classic cause of a steady pull when camber and toe check good. Equal camber and a zero thrust angle would not create a pull, and excessive toe-in produces tire wear rather than a directional pull.
- Technician A says steering axis inclination (SAI) on a heavy truck is the angle of the kingpin from true vertical viewed from the front. Technician B says SAI is a non-adjustable, built-in angle used to help diagnose bent components. Who is correct?
- Both Technician A and Technician B
- Technician B only
- Technician A only
- Neither Technician A nor Technician B
Correct answer: Both Technician A and Technician B
Both technicians are correct. Steering axis inclination, also called kingpin inclination, is the inward tilt of the steering axis (kingpin) from true vertical as viewed from the front, and it is a fixed, built-in design angle that is not adjustable. Because it is built in, comparing measured SAI side-to-side helps a technician identify bent spindles, knuckles, or axle components when camber alone does not explain the symptom.
- What does kingpin inclination (KPI) refer to on a medium/heavy truck steer axle?
- The inward tilt of the kingpin axis from true vertical, viewed from the front
- The angle of the tie rod relative to the drag link
- The difference in toe between the left and right wheels
- The rearward tilt of the kingpin, viewed from the side
Correct answer: The inward tilt of the kingpin axis from true vertical, viewed from the front
Kingpin inclination is the inward tilt of the kingpin (steering axis) from true vertical as viewed from the front of the truck, and it is the same angle that is called steering axis inclination on independent suspensions. KPI helps the wheel pivot around a point near the tire centerline to reduce steering effort and aid return-to-center. The rearward tilt viewed from the side is caster, not KPI.
- During an alignment, a technician adds measured camber to measured SAI to obtain a value used to check for bent steering components. This calculated value is the:
- Scrub radius
- Thrust angle
- Total toe
- Included angle
Correct answer: Included angle
The included angle is the sum of steering axis inclination (SAI) and camber for a given wheel. Because SAI is a non-adjustable built-in angle, comparing the included angle side-to-side lets a technician pinpoint a bent spindle or knuckle: if SAI is equal side-to-side but included angle differs, the difference is in camber from a bent part. Thrust angle, total toe, and scrub radius are unrelated to that SAI-plus-camber calculation.
- Technician A says scrub radius is the distance at the road surface between the steering axis projection and the tire centerline. Technician B says scrub radius must be equal side-to-side or the truck may pull strongly. Who is correct?
- Neither Technician A nor Technician B
- Technician B only
- Technician A only
- Both Technician A and Technician B
Correct answer: Both Technician A and Technician B
Both technicians are correct. Scrub radius is the distance measured at the road surface between where the steering axis line projects to the ground and the centerline of the tire. It is determined by SAI, camber, and wheel offset, and it should be the same on both sides; an unequal scrub radius, often from a wrong-offset wheel or bent part, can cause a strong pull and unstable steering.
- A technician explains positive versus negative camber to a trainee. Which statement is correct?
- Positive camber tilts the top of the wheel inward; negative camber tilts the top outward
- Positive camber tilts the top of the wheel outward; negative camber tilts the top inward
- Positive camber tilts the bottom of the wheel outward; negative camber refers to the kingpin angle
- Positive and negative camber both describe the fore-aft tilt of the steering axis
Correct answer: Positive camber tilts the top of the wheel outward; negative camber tilts the top inward
Positive camber tilts the top of the wheel outward (away from the truck), while negative camber tilts the top of the wheel inward (toward the truck), both viewed from the front. Excessive positive camber wears the outer edge of the tire, and excessive negative camber wears the inner edge. The fore-aft tilt of the steering axis is caster, not camber.
- A technician needs to check the thrust angle on a tandem-axle truck. The thrust angle is the angle between the:
- Geometric centerline and the thrust line of the rear axle
- Left and right steer-tire toe readings
- Frame rail and the drag link
- Steering axis and true vertical
Correct answer: Geometric centerline and the thrust line of the rear axle
Thrust angle is the angle formed between the vehicle's geometric centerline and the thrust line, which is the direction the rear axle is actually pointing (its bisector of rear toe). To check it, the technician compares the rear axle's thrust line to the centerline on the alignment equipment; a non-zero thrust angle means the rear axle is steering the truck off-center and causes dog tracking and an off-center steering wheel.
- A delivery truck travels down the road with its rear wheels tracking to one side of the front wheels rather than directly behind them. This condition is known as:
- Bump steer
- Dog tracking
- Toe-out on turns
- Memory steer
Correct answer: Dog tracking
Dog tracking is the condition where the rear wheels do not follow directly behind the front wheels, so the truck appears to travel slightly sideways like a dog trotting at an angle. It is caused by a rear axle thrust angle that is not zero. Bump steer is a toe change from suspension travel, and toe-out on turns is the intended Ackermann geometry during cornering.
- Technician A says dog tracking on a leaf-spring rear suspension can be caused by a shifted axle from a broken centering pin or loose U-bolts. Technician B says dog tracking is corrected by re-establishing a zero thrust angle, sometimes using offset spring shims or a thrust-alignment adjustment. Who is correct?
- Neither Technician A nor Technician B
- Technician B only
- Both Technician A and Technician B
- Technician A only
Correct answer: Both Technician A and Technician B
Both technicians are correct. On a leaf-spring rear suspension, a broken or sheared center (locating) pin or loose U-bolts lets the axle shift, creating a thrust angle and dog tracking. The correction is to reposition the axle to bring the thrust line back to the centerline (zero thrust angle), which on many trucks is done with offset spring shims, axle-positioning hardware, or torque-rod adjustment.
- What does setback refer to on a wheel alignment report?
- The clearance between the tire and the frame at full lock
- The amount one front wheel is positioned rearward of the other, measured along the vehicle's length
- The combined value of camber and SAI
- The total toe of the rear axle relative to the front axle
Correct answer: The amount one front wheel is positioned rearward of the other, measured along the vehicle's length
Setback is the amount one wheel is positioned rearward (or forward) of the wheel on the opposite side, measured longitudinally along the truck. On the steer axle it is reported as the difference in fore-aft position of the two front wheels and can result from a bent axle, collision damage, or worn locating components. It is not a toe, camber, or SAI value.
- A technician reviewing an alignment printout sees a positive thrust angle listed for the rear axle. The thrust angle reading tells the technician primarily that:
- The steer-axle caster is too high
- The kingpins are worn beyond the wear limit
- The rear axle is not pointing straight ahead, which will cause an off-center steering wheel and dog tracking
- The front tires are underinflated
Correct answer: The rear axle is not pointing straight ahead, which will cause an off-center steering wheel and dog tracking
A positive thrust angle on the printout means the rear axle is pointing off to one side rather than straight ahead, so the truck dog tracks and the driver must hold the steering wheel off-center to drive straight. Reading the report this way directs the technician to correct rear axle alignment before chasing front-end symptoms. Thrust angle does not indicate caster, tire pressure, or kingpin wear.
- During a turn, the inside front wheel of a truck steers at a sharper angle than the outside front wheel. This designed-in difference is produced by:
- Excessive positive caster
- Worn drag link bushings
- Ackermann steering geometry
- Unequal camber
Correct answer: Ackermann steering geometry
Ackermann steering geometry produces the designed-in difference where the inside front wheel steers more sharply than the outside wheel during a turn, because the inside tire follows a tighter radius around the turn center. The steering arms are angled so their projected lines meet near the center of the rear axle, creating this toe-out condition on turns. Caster, camber, and worn bushings are not what create the intended angle difference.
- A technician performs a toe-out-on-turns (turning radius) check on a heavy truck and finds the inside wheel turns LESS than specified relative to the outside wheel. The MOST likely cause is:
- An overinflated steer tire
- Excessive positive caster
- A bent steering arm
- Low power steering fluid
Correct answer: A bent steering arm
A bent steering arm is the most likely cause of an incorrect toe-out-on-turns reading, because the turning-angle difference between the inside and outside wheels is set by the geometry of the steering arms (Ackermann). When an arm is bent from curb or collision damage, the inside wheel no longer turns the correct extra amount. Fluid level, caster, and tire pressure do not control the toe-out-on-turns geometry.
- Technician A says bump steer is an unwanted change in toe (steering) as the suspension moves up and down. Technician B says on a lifted solid-axle truck, a mismatched drag link and track bar angle is a common cause of bump steer. Who is correct?
- Both Technician A and Technician B
- Technician A only
- Neither Technician A nor Technician B
- Technician B only
Correct answer: Both Technician A and Technician B
Both technicians are correct. Bump steer is an unwanted toe change that steers the wheels as the suspension compresses and rebounds, felt as the truck darting over bumps. On a solid front axle, it commonly occurs when the drag link and track bar are not parallel, often after a lift; the two links sweep different arcs as the axle moves, steering the axle. A dropped pitman arm to restore parallel geometry is a typical fix.
- A technician is asked to explain the difference between camber, caster, and toe in one statement. Which choice is fully correct?
- Camber is toe at the rear, caster is toe at the front, and toe is measured in degrees of tilt
- Camber is steering-axis tilt from the side, caster is wheel tilt from the front, and toe is the rear axle direction
- Camber is wheel tilt from vertical viewed from the front, caster is steering-axis tilt viewed from the side, and toe is the front-to-rear difference in tire spacing viewed from above
- Camber, caster, and toe all describe the same angle measured at different points
Correct answer: Camber is wheel tilt from vertical viewed from the front, caster is steering-axis tilt viewed from the side, and toe is the front-to-rear difference in tire spacing viewed from above
The correct summary is that camber is the tilt of the wheel from vertical viewed from the front, caster is the forward/rearward tilt of the steering axis viewed from the side, and toe is the difference in spacing between the leading and trailing edges of the tires viewed from above. These are three distinct angles measured from three different vantage points, which is why each is checked separately on a heavy-truck alignment.
- A technician is adjusting a conventional double-nut wheel bearing assembly on a steer axle. After seating the bearings and backing off the adjusting nut, a dial indicator mounted to read against the hub shows 0.003 inch of movement when the hub is rocked in and out. According to TMC RP 618, this reading should be:
- Rejected because end play must be zero on steer axles
- Accepted only after adding shims to remove all movement
- Rejected because any measurable movement means the bearing is loose
- Accepted because it falls within the 0.001 to 0.005 inch end-play range
Correct answer: Accepted because it falls within the 0.001 to 0.005 inch end-play range
A reading of 0.003 inch is acceptable because it falls within the 0.001 to 0.005 inch end-play window specified by TMC Recommended Practice RP 618 for conventional adjustable wheel bearing systems. The procedure calls for verifying end play with a dial indicator and recording it on the work order. Zero end play is not required on steer axles, so a measurable, in-spec reading is correct.
- What is a wheel bearing's primary function in a heavy truck wheel end?
- To center the wheel disc on the hub pilot
- To support the wheel load and let the hub rotate on the spindle with minimal friction
- To transmit braking torque to the drum
- To seal lubricant inside the hub cavity
Correct answer: To support the wheel load and let the hub rotate on the spindle with minimal friction
A wheel bearing supports the vehicle load while allowing the hub to rotate freely on the fixed spindle with minimal friction. Heavy trucks use tapered roller bearings in inner and outer pairs that carry both radial and thrust loads. Sealing lubricant is the hub seal's job, and centering the wheel disc is done by the hub pilot or stud taper, not the bearing.
- Two technicians discuss adjusting wheel bearings on a truck. Technician A says the proper sequence is to torque the adjusting nut while rotating the hub to seat the bearings, back the nut off, then re-tighten to the final spec. Technician B says end play should always be verified with a dial indicator rather than by feel. Who is correct?
- Technician A only
- Neither technician
- Both Technician A and Technician B
- Technician B only
Correct answer: Both Technician A and Technician B
Both technicians are correct. The accepted procedure is to torque the adjusting nut while rotating the hub so the rollers seat, back the nut off to release the load, then re-tighten to the final specification before locking it. End play must then be verified with a dial indicator, not estimated by hand feel, because the acceptable range is only 0.001 to 0.005 inch.
- What is a stud-piloted wheel?
- A wheel held only by friction with no lug nuts
- A wheel that uses two-piece flange nuts on a flat mounting face
- A wheel centered by tapered ball seats where the lug nuts meet the wheel stud holes
- A wheel centered on the hub by a machined ring on the hub bore
Correct answer: A wheel centered by tapered ball seats where the lug nuts meet the wheel stud holes
A stud-piloted wheel is centered on the hub by the tapered (ball or cone) seats where the lug nuts engage the wheel's stud holes; tightening the nuts draws the wheel into alignment on the studs. Centering by a machined ring on the hub bore describes a hub-piloted wheel, and flat-face two-piece flange nuts are also a hub-piloted feature.
- A technician is mounting a hub-piloted wheel assembly using two-piece 33 mm flange nuts. What torque should the nuts be tightened to?
- 250 to 300 ft-lb
- 150 to 200 ft-lb
- 700 to 750 ft-lb
- 450 to 500 ft-lb
Correct answer: 450 to 500 ft-lb
Two-piece 33 mm flange nuts on hub-piloted wheels are tightened to 450 to 500 ft-lb when applied dry. This range comes from wheel and rim manufacturer specifications and TMC guidance, and a calibrated torque wrench should be used in a star (criss-cross) pattern. The lower values are insufficient and risk loose wheels, while 700 ft-lb would over-stress the studs.
- Technician A says hub-piloted wheels are centered by the hub bore fitting over a machined pilot on the hub. Technician B says hub-piloted systems use right-hand threads on both sides of the vehicle, unlike the dual right-hand and left-hand threads of stud-piloted systems. Who is correct?
- Both Technician A and Technician B
- Neither technician
- Technician A only
- Technician B only
Correct answer: Both Technician A and Technician B
Both technicians are correct. Hub-piloted wheels are centered by the hub bore seating over a machined pilot ring on the hub, and they use right-hand threads on both sides of the truck. Stud-piloted systems, by contrast, require left-hand threads on the driver's side and right-hand threads on the passenger side, increasing the number of nut types a shop must stock.
- A driver reports a growling or rumbling noise from a front wheel that changes pitch when turning and a slight wobble felt through the steering. Which condition do these symptoms MOST strongly indicate?
- A bent wheel rim
- A worn or loose wheel bearing
- An overinflated tire
- An out-of-balance tire
Correct answer: A worn or loose wheel bearing
A worn or loose wheel bearing is the most likely cause, because a damaged bearing produces a growling or rumbling noise that changes with cornering load and allows the hub to wobble, which is felt as play in the wheel. An imbalanced tire causes a speed-related vibration rather than a load-sensitive growl, and overinflation does not produce noise or looseness.
- A technician measures lateral runout on a heavy-truck steel disc wheel with a dial indicator and reads 0.090 inch, exceeding the manufacturer limit. Lateral runout is BEST described as:
- The side-to-side wobble of the wheel measured perpendicular to the rotation axis
- The amount of end play in the wheel bearing
- The difference in diameter between two dual tires
- The up-and-down (radial) variation of the tread surface
Correct answer: The side-to-side wobble of the wheel measured perpendicular to the rotation axis
Lateral runout is the side-to-side wobble of the wheel measured perpendicular to the axis of rotation, captured by indicating against the rim flange face as the wheel turns. Radial runout, by contrast, is the up-and-down variation measured against the tread or bead seat. Excessive lateral runout causes a wobble and vibration and means the wheel or mounting should be inspected.
- On a tandem drive axle, a technician finds dual tires of size 11R22.5 where one tire is 1/2 inch larger in diameter than its mate. The MOST likely consequence of running this mismatch is:
- Improved fuel economy from the larger tire
- Reduced load on the drive axle
- Increased ride height with no wear effect
- Accelerated tread wear as the smaller tire scrubs to keep pace with the larger one
Correct answer: Accelerated tread wear as the smaller tire scrubs to keep pace with the larger one
Accelerated tread wear is the result because the smaller dual must scrub along the pavement to cover the same distance as the larger tire, and that scrubbing destroys tread life and overloads the larger tire. For tandem drive axles, TMC guidance keeps dual tires within 1/4 inch of diameter; a 1/2-inch mismatch on 11R22.5 tires is double the recommended limit. A mismatch does not improve economy or reduce axle load.
- A technician is checking dual tire inflation on a trailer axle. Both tires are 295/75R22.5 but one reads 95 psi and the other reads 110 psi. Why does this pressure mismatch matter for duals?
- The mismatch only affects steering, not the duals
- The lower-pressure tire has a smaller rolling diameter, so the duals fight each other and wear faster
- It has no effect because the tires share the same axle
- Higher pressure always reduces overall tire life regardless of matching
Correct answer: The lower-pressure tire has a smaller rolling diameter, so the duals fight each other and wear faster
The lower-pressure tire deflects more and runs a smaller effective rolling diameter, so the two duals end up traveling different distances and scrub against each other, causing rapid irregular wear and heat. Matching dual inflation keeps the rolling diameters equal so the tires share the load evenly. Sharing an axle does not cancel this effect.
- A truck uses oil-bath (oil-lubricated) wheel hubs on its steer axle. Compared with grease-packed hubs, an advantage of an oil-bath wheel end is that it:
- Eliminates the need for any wheel bearing adjustment
- Cannot leak because it is fully sealed
- Allows the lubricant level to be checked through a sight glass and runs cooler in continuous highway service
- Requires no hub seal
Correct answer: Allows the lubricant level to be checked through a sight glass and runs cooler in continuous highway service
An oil-bath hub lets the technician verify lubricant level through a sight glass in the hub cap and tends to run cooler during sustained high-speed operation because the oil circulates and dissipates heat. It still requires correct bearing adjustment and a hub seal, and oil-bath ends can and do leak if the seal fails, so the other choices are wrong.
- A steer tire shows heavy wear on only one shoulder (one edge) of the tread while the rest of the tread is normal. Single-shoulder wear like this is MOST commonly caused by:
- A loose wheel bearing
- Underinflation across the whole tire
- Incorrect camber tilting the tire so one edge carries more load
- A worn shock absorber
Correct answer: Incorrect camber tilting the tire so one edge carries more load
Wear concentrated on one shoulder is most commonly caused by incorrect camber, which tilts the tire from vertical so that one edge of the tread carries more of the load and wears faster. Underinflation wears both shoulders together, while a worn shock causes cupping and a loose bearing causes wobble, not single-edge wear.
- A technician inspecting a trailer tire finds a wear pattern that runs at an angle across the tread, forming diagonal scuff bands. On a non-driven trailer axle, diagonal tire wear is MOST often associated with:
- Correct toe and camber settings
- Axle misalignment or a bent axle producing a thrust/scrub angle
- Overinflation of the tire
- A properly balanced wheel assembly
Correct answer: Axle misalignment or a bent axle producing a thrust/scrub angle
Diagonal (angled) wear bands are most often caused by axle misalignment or a bent axle that introduces a thrust or scrub angle, so the tire is dragged slightly sideways as it rolls and wears across the tread at an angle. Overinflation produces center wear, and correct alignment or good balance would not create a diagonal pattern, so those are incorrect.
- A driver complains that a heavy truck with a solid front axle has a tight or notchy feel and poor return-to-center, and the technician finds vertical play when the wheel is rocked top-and-bottom with the tire off the ground. After confirming the wheel bearings are properly adjusted, which component is the MOST likely cause?
- A leaking power steering pressure hose
- Worn kingpins and kingpin bushings
- An overinflated steer tire
- A loose pitman arm nut
Correct answer: Worn kingpins and kingpin bushings
Correct answer: Worn kingpins and kingpin bushings. Vertical movement felt when rocking the tire top-to-bottom (with wheel bearings confirmed in adjustment) points to clearance between the kingpin and its bushings in the steering knuckle. Excessive kingpin/bushing wear causes a notchy, tight feel, poor return-to-center, and looseness; a leaking pressure hose or overinflated tire would not create vertical play, and a loose pitman arm produces play in the steering-wheel-to-gear path rather than top-and-bottom knuckle movement.
- A heavy truck with an integral (recirculating-ball) hydraulic steering gear has good steering effort during normal turns but the driver notices momentary loss of power assist and a groan only at full lock when the wheels are held against the stops. Which condition BEST explains this behavior?
- A seized intermediate shaft U-joint
- An incorrectly adjusted over-center (sector shaft) setting
- Air trapped in the steering linkage tie rod ends
- The pump pressure-relief valve unloading at the relief setting during a full-lock dead-head
Correct answer: The pump pressure-relief valve unloading at the relief setting during a full-lock dead-head
Correct answer: The pump pressure-relief valve unloading at the relief setting during a full-lock dead-head. When the wheels are held hard against the stops, flow is blocked (dead-headed) and system pressure rises to the relief setting, at which point the relief valve opens and the pump may groan momentarily as it unloads. This is normal high-load behavior limited to full lock; it is not caused by a U-joint, the over-center adjustment (which affects on-center feel), or air in mechanical tie rod ends, which carry no hydraulic fluid.
- A driver reports clunking and a loose, disconnected feel in the steering wheel of a heavy truck, but the steering gear, linkage, and front-end joints all check tight. Where should the technician inspect NEXT?
- The steering column intermediate-shaft U-joints and splined slip coupling
- The power steering fluid reservoir cap vent
- The front shock absorber mounts
- The brake chamber pushrod travel
Correct answer: The steering column intermediate-shaft U-joints and splined slip coupling
Correct answer: The steering column intermediate-shaft U-joints and splined slip coupling. Once the gear, linkage, and front-end joints are confirmed tight, the remaining source of clunk and lost motion in the steering-wheel-to-gear path is the column itself, where worn U-joints or a loose splined slip coupling between the steering wheel and the gear input shaft create play and clunk. A reservoir cap vent, shock mounts, and brake chamber pushrod travel are unrelated to steering-wheel free play and feel.
- While checking a heavy truck's hydraulic steering, a technician installs a pressure/flow tester in series with the pressure line and closes the load valve briefly. Pump pressure stays low and well below the manufacturer's specified relief pressure even with the valve fully closed. What does this result MOST likely indicate?
- The steering gear over-center adjustment is too tight
- A worn pump or a leaking internal relief valve not building rated pressure
- Excessive caster in the front-axle alignment
- A bent pitman arm
Correct answer: A worn pump or a leaking internal relief valve not building rated pressure
Correct answer: A worn pump or a leaking internal relief valve not building rated pressure. With the tester load valve closed, the pump is dead-headed and should build to its rated relief pressure; if it cannot reach that pressure, the pump is internally worn or its relief valve is leaking/stuck open. The over-center adjustment, front-axle caster, and a bent pitman arm are mechanical concerns that do not govern the pump's ability to build hydraulic pressure during a dead-head test (the load valve must never be held closed more than a few seconds).
- A fleet truck makes repeated tight-radius, low-speed maneuvers all day and the driver reports the power steering becomes heavy and noisy late in the shift, with very hot fluid. Inspection shows the fluid is dark and the steering recovers after the truck cools. Which is the MOST likely cause?
- A binding upper steering column bearing
- A restricted or inoperative power steering fluid cooler causing fluid overheating
- An undersized steering wheel
- Loose lug nuts on the steer wheels
Correct answer: A restricted or inoperative power steering fluid cooler causing fluid overheating
Correct answer: A restricted or inoperative power steering fluid cooler causing fluid overheating. Sustained high-load, low-speed steering generates heat; if the power steering cooler is plugged or not flowing, fluid overheats, breaks down (turning dark), loses viscosity, and assist degrades until the system cools, exactly matching the heat-dependent symptom. A column bearing, steering wheel size, or loose lug nuts would not produce overheated, darkened fluid or a temperature-dependent loss and recovery of assist.
- A heavy truck's frame side rail has a stress crack starting at the edge of a mounting hole. Before welding the repair, the technician should:
- Drill a small stop-hole at the end of the crack to prevent it from propagating further
- Heat the entire rail with a torch to relieve stress before welding
- Grind the rail thinner around the crack so the weld penetrates more easily
- Fill the existing mounting hole with weld and drill a new hole nearby
Correct answer: Drill a small stop-hole at the end of the crack to prevent it from propagating further
Drilling a small stop-hole at the end of the crack is correct. The stop-hole removes the sharp crack tip where stress concentrates, halting propagation so the subsequent weld repair will hold. Applying torch heat to the rail can anneal the heat-treated frame steel and weaken it, grinding the rail thinner reduces section strength, and relocating the hole does not address the existing crack.
- When repairing a cracked heavy-truck frame rail, the manufacturer typically prohibits which practice because it can drastically reduce the rail's fatigue strength?
- Applying excessive heat from a torch to straighten or bend the rail
- Using grade-8 bolts to attach a reinforcement plate
- Cleaning paint and grease from the weld area before welding
- Following the OEM-specified weld rod and procedure
Correct answer: Applying excessive heat from a torch to straighten or bend the rail
Applying excessive torch heat to straighten or bend the rail is the prohibited practice. Heat-treated alloy frame steel loses its temper and fatigue strength when overheated, so most OEMs forbid hot straightening and limit welding heat input. Using OEM-grade fasteners, cleaning the weld area, and following the specified procedure are all correct repair practices.
- A fifth wheel that is the sliding (adjustable) type is being inspected. With the locking plungers released, the technician finds the slide will not move along the rails. The MOST likely cause is:
- The slide rails and locking mechanism are clogged with dirt and lack lubrication
- The trailer kingpin is worn beyond service limits
- The fifth wheel mounting bolts are over-torqued
- The pickup ramps are bent downward
Correct answer: The slide rails and locking mechanism are clogged with dirt and lack lubrication
Dirt-clogged, unlubricated slide rails and locking mechanism are the most likely cause of a seized slider. Road grime packs into the rails and the plunger pockets, binding the slide even when the plungers are released; cleaning and lubricating restores movement. A worn kingpin, bolt torque, and bent pickup ramps affect coupling, not the slide's ability to travel.
- On a tandem rear suspension that uses torque rods (radius rods), a technician hears a clunk on acceleration and braking and finds excessive axle movement fore and aft. The torque rod component most likely worn is the:
- Rubber bushings at the torque rod ends
- Air spring upper bead plate
- Shock absorber dust shield
- U-bolt high-collar lock nut
Correct answer: Rubber bushings at the torque rod ends
Worn rubber bushings at the torque rod ends are the most likely cause. Torque rods locate the axle and control fore-and-aft movement; when their end bushings deteriorate, the axle shifts under acceleration and braking, producing a clunk and altered pinion angle. Air spring bead plates, shock dust shields, and U-bolt nuts do not control fore-and-aft axle location.
- A technician measures fifth wheel kingpin lock adjustment and finds the locking jaws no longer clamp the kingpin tightly, even after adjusting the lock. The correct action is to:
- Replace the worn locking jaw and kingpin lock components per the manufacturer's rebuild kit
- Add washers under the trailer kingpin to take up the slack
- Tighten the fifth wheel mounting bolts to remove the looseness
- Increase air pressure to the suspension to load the coupling
Correct answer: Replace the worn locking jaw and kingpin lock components per the manufacturer's rebuild kit
Replacing the worn locking jaw and lock components with the manufacturer's rebuild kit is correct. When wear exceeds the adjustment range, the jaws can no longer close tightly on the kingpin and adjustment alone will not restore a safe lock, so the worn parts must be renewed. Shimming the kingpin, tightening mounting bolts, and raising suspension pressure do not fix worn locking jaws.
- Improper fifth wheel height adjustment relative to the trailer can cause which problem during operation?
- Hard coupling, trailer nose-up or nose-down attitude, and uneven load distribution on the tractor axles
- Reduced engine oil pressure at highway speed
- Faster fuel injector wear
- Loss of ABS wheel-speed signal at the steer axle
Correct answer: Hard coupling, trailer nose-up or nose-down attitude, and uneven load distribution on the tractor axles
Hard coupling plus a nose-up or nose-down trailer attitude and uneven axle loading is correct. If the fifth wheel sits too high or too low, the kingpin does not enter the throat cleanly and the trailer rides at the wrong angle, shifting weight improperly between the drive and steer axles. Engine oil pressure, injector wear, and steer-axle ABS signals are unrelated to fifth wheel height.
- Before measuring or adjusting any alignment angles on a loaded class 8 truck, a technician should FIRST verify and correct which of the following?
- Frame and suspension ride height
- Steering wheel free play
- Power steering pump output pressure
- Brake adjustment on the steer axle
Correct answer: Frame and suspension ride height
Correct answer: Frame and suspension ride height. Explanation: Ride height must be confirmed to specification before any alignment readings are taken, because incorrect ride height changes caster, camber, and toe geometry and produces inaccurate measurements. Worn springs, air-suspension leveling problems, or improper loading must be corrected first. Steering free play, pump pressure, and brake adjustment are unrelated prechecks that do not establish the geometric baseline required for valid alignment work.
- On a tandem-rear-axle truck performing a total four-wheel alignment, which axle is used as the primary reference to establish the geometric centerline for aligning the steer axle?
- The steer axle centerline
- The frame's manufactured rivet line
- The rear axle thrust line
- The forward drive axle pinion angle
Correct answer: The rear axle thrust line
Correct answer: The rear axle thrust line. Explanation: In a thrust-line (total four-wheel) alignment the rear axle thrust line is established first and used as the reference so the steer axle toe is set parallel to it, which centers the steering wheel and eliminates dog tracking. Setting the steer axle to the frame or to itself can leave the steering wheel off-center if the rear axle is not square, so the thrust line is the correct geometric reference.
- A technician is mounting dual tires on a drive axle and wants to make routine inflation checks easier for the driver. To allow each tire's pressure to be checked and adjusted without removing a wheel, the technician should position the two valve stems so that they are:
- Both pointed inward toward the brake drum
- 180 degrees apart and accessible through the hand holes of the outer wheel
- Aligned next to each other on the same side
- Removed and replaced with a single shared shuttle valve
Correct answer: 180 degrees apart and accessible through the hand holes of the outer wheel
The correct answer is positioning the valve stems 180 degrees apart and accessible through the hand holes of the outer wheel. Proper dual mounting places the valve stems opposite each other and lined up with the access (hand) holes so both the inner and outer tire can be reached for inflation checks without disassembly. Pointing both stems inward or stacking them on the same side blocks access to one stem, and standard duals are not normally fitted with a shared shuttle valve.
- A heavy-truck steel disc wheel is checked for radial runout with a dial indicator placed against the tire-bead seat area as the wheel is rotated. A reading well above the manufacturer's specified limit would MOST directly cause:
- An up-and-down (vertical) vibration or hop that increases with road speed
- A steering pull that occurs only during braking
- Rapid wear of the inner wheel bearing cup only
- Loss of brake-chamber air pressure at idle
Correct answer: An up-and-down (vertical) vibration or hop that increases with road speed
The correct answer is an up-and-down (vertical) vibration or hop that increases with road speed. Radial runout is the out-of-round (high/low) variation of the wheel, so excessive radial runout makes the tire effectively rise and fall as it rolls, producing a speed-sensitive vertical bounce or tramp. Lateral runout, not radial, causes a side-to-side wobble; a braking pull points to brake or alignment issues; and bearing wear and air-pressure loss are unrelated to wheel runout.
- A technician is servicing a multi-piece (lock ring or side ring) rim on a heavy truck and finds the lock ring is bent and corroded. What is the correct action?
- Reuse the ring after wire-brushing the corrosion off
- Replace the lock ring with a new matching part and never reuse a damaged ring
- Straighten the ring in a press and reinstall it
- Weld the cracked area and grind it smooth before reuse
Correct answer: Replace the lock ring with a new matching part and never reuse a damaged ring
Replace the lock ring with a new matching part and never reuse a damaged ring. A bent, corroded, cracked, or sprung lock or side ring can fail explosively when the tire is inflated, so OSHA and tire-industry guidelines require that damaged rings be discarded and replaced, never straightened, welded, or reused.
- Before inflating a tire that has been mounted on a multi-piece truck rim, the technician should perform the inflation operation with the assembly placed where?
- Lying flat on the shop floor next to the technician
- Inside an approved safety cage or restraining device
- Mounted on the vehicle hub to hold it steady
- Leaning vertically against a solid wall
Correct answer: Inside an approved safety cage or restraining device
The correct answer is inside an approved safety cage or restraining device. Multi-piece rim components can separate violently during inflation, so the assembly must be placed in a safety cage and inflated with a clip-on chuck and remote, in-line gauge while the technician stands clear of the trajectory.
- A heavy-truck drive tire shows a single localized worn flat area across the full width of the tread while the rest of the tire is normal. This flat-spot wear is MOST likely caused by:
- Continuous underinflation of the tire
- A wheel lockup from hard or grabbing braking that skidded the tire
- Excessive positive camber on the axle
- A bent wheel with high lateral runout
Correct answer: A wheel lockup from hard or grabbing braking that skidded the tire
The cause is a wheel lockup from hard or grabbing braking that skidded the tire. When a wheel stops rotating and slides, the tread is abraded in one spot, producing a single flat worn patch across the full tread width; underinflation and camber problems instead create wear along the shoulders or one edge over the whole circumference.
- When mounting dual tires on a heavy truck, the technician should verify that the two tires in each dual position have closely matched:
- Tread pattern brand names only
- Rolling diameters (overall circumference)
- Manufacture date codes
- Valve stem lengths
Correct answer: Rolling diameters (overall circumference)
The technician must verify closely matched rolling diameters (overall circumference). If duals differ in diameter, the larger tire carries more load and scuffs while the smaller one drags, causing rapid irregular wear and driveline strain; matching circumference keeps the load and rotation speed shared evenly between the two tires.
- A technician is balancing a heavy-truck steer wheel and tire assembly to correct a high-speed vibration. Dynamic (two-plane) balancing differs from static balancing in that dynamic balancing also corrects for:
- Radial runout of the rim
- Side-to-side wheel shimmy caused by imbalance across the tire's width
- Improper tire inflation pressure
- Worn wheel bearing end play
Correct answer: Side-to-side wheel shimmy caused by imbalance across the tire's width
Dynamic balancing also corrects side-to-side wheel shimmy caused by imbalance across the tire's width. Static balance only addresses up-and-down (single-plane) heavy spots, while dynamic, two-plane balancing distributes weight on both rim flanges to eliminate the lateral wobble (shimmy) that develops when the imbalance is offset across the tread width.
- A heavy truck with integral hydraulic steering loses power assist and the steering becomes very hard ONLY when the front wheels are held against the steering stops at full lock for several seconds, but is normal otherwise. The MOST likely cause is:
- A leaking sector shaft seal on the steering gear
- The pump relief (pressure-limiting) valve opening as designed at maximum pressure against the stops
- Air trapped in the power steering lines
- A worn pitman arm spline
Correct answer: The pump relief (pressure-limiting) valve opening as designed at maximum pressure against the stops
The cause is the pump relief (pressure-limiting) valve opening as designed at maximum pressure against the stops. When the wheels are held hard against the stops, system pressure spikes to the relief setting and the valve bypasses flow to protect the pump, which momentarily raises effort and can groan; this is normal protective behavior, not a leak or air problem.
- On a heavy truck equipped with air ride (air spring) rear suspension, what must a technician do FIRST before measuring or setting wheel alignment angles?
- Deflate all the air springs completely
- Set and verify the suspension is at its correct ride height
- Raise the axle off the ground on jack stands
- Lock the steering wheel in the straight-ahead position
Correct answer: Set and verify the suspension is at its correct ride height
The technician must first set and verify the suspension is at its correct ride height. Alignment angles such as caster and toe change as the suspension moves, so on an air-ride truck the height-control valve and ride height must be confirmed to spec first; measuring at the wrong height produces false readings and incorrect adjustments.