The A5 Brakes focuses on brake systems, including hydraulic circuits, disc and drum brakes, ABS, and diagnostics. It’s a great tool to prep for the A5 certification exam.
Practice 5
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A5: Brakes
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Question 1 of 55
1. Question
1 pointsOne of the rear drum brakes’ brake shoes has worn out quicker than the other. Which of the following is the cause of this condition?
Correct
A sticking wheel cylinder is the most likely reason one brake shoe wears faster than the other in a drum brake system. The wheel cylinder contains pistons that push the brake shoes against the drum during braking. If one of these pistons sticks, it can keep a shoe in contact with the drum longer than intended, leading to accelerated wear on that side.
While a leaking wheel cylinder can also lead to uneven wear, it typically causes reduced braking efficiency or fluid loss. Overadjusted brake shoes and weak return springs may affect braking performance, but they are less likely to cause a significant difference in wear between the two shoes.
Incorrect
A sticking wheel cylinder is the most likely reason one brake shoe wears faster than the other in a drum brake system. The wheel cylinder contains pistons that push the brake shoes against the drum during braking. If one of these pistons sticks, it can keep a shoe in contact with the drum longer than intended, leading to accelerated wear on that side.
While a leaking wheel cylinder can also lead to uneven wear, it typically causes reduced braking efficiency or fluid loss. Overadjusted brake shoes and weak return springs may affect braking performance, but they are less likely to cause a significant difference in wear between the two shoes.
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Question 2 of 55
2. Question
1 pointsWhen braking, a pulsation is still felt in the steering wheel after replacing all four rotors and pads on a disc brake system. Which of the following is MOST LIKELY to be the cause of this vibration?
Correct
A rusty hub flange can lead to brake pulsation even after new rotors and pads have been installed. Since the rotor mounts directly to the hub flange, any rust or debris on the surface can prevent proper seating, causing the rotor to run unevenly. This uneven rotation results in brake pedal pulsation and possibly vibration through the steering wheel.
To resolve the issue, the hub flange must be thoroughly cleaned and resurfaced to ensure a flat, smooth mounting surface for the rotor. This should be done by a qualified technician to restore proper brake performance.
Incorrect
A rusty hub flange can lead to brake pulsation even after new rotors and pads have been installed. Since the rotor mounts directly to the hub flange, any rust or debris on the surface can prevent proper seating, causing the rotor to run unevenly. This uneven rotation results in brake pedal pulsation and possibly vibration through the steering wheel.
To resolve the issue, the hub flange must be thoroughly cleaned and resurfaced to ensure a flat, smooth mounting surface for the rotor. This should be done by a qualified technician to restore proper brake performance.
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Question 3 of 55
3. Question
1 pointsAccording to Technician A, the residual check valves maintain constant pressure on the wheel cylinder cup seals. When the brake pedal is released, the residual check valve maintains pressure, according to Technician B. Who is CORRECT?
Correct
Both Technician A and Technician B are correct.
A residual check valve is a one-way valve designed to maintain slight pressure in the brake system even after the brake pedal is released. This helps keep the wheel cylinder cup seals properly expanded, preventing air from entering the system and ensuring quicker brake response.
Typically, the residual check valve maintains between 5 and 12 psi of pressure—enough to keep the seals in place without causing brake drag.
Therefore, Technician A is right in stating that the valve maintains pressure on the wheel cylinder cup seals, and Technician B is also correct in noting that this pressure remains after the brake pedal is released.
Incorrect
Both Technician A and Technician B are correct.
A residual check valve is a one-way valve designed to maintain slight pressure in the brake system even after the brake pedal is released. This helps keep the wheel cylinder cup seals properly expanded, preventing air from entering the system and ensuring quicker brake response.
Typically, the residual check valve maintains between 5 and 12 psi of pressure—enough to keep the seals in place without causing brake drag.
Therefore, Technician A is right in stating that the valve maintains pressure on the wheel cylinder cup seals, and Technician B is also correct in noting that this pressure remains after the brake pedal is released.
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Question 4 of 55
4. Question
1 pointsWhen the brakes are engaged, the red brake warning light on the instrument panel illuminates. Which of the following is the cause of this condition?
Correct
Air in the hydraulic brake system can trigger the red brake warning light on the instrument panel. This happens because air is compressible, which compromises the system’s ability to transmit pressure effectively. When the brake pedal is pressed, the presence of air reduces the force transmitted to the calipers, resulting in decreased braking performance and increased stopping distance—potentially leading to brake failure.
Common causes of air entering the brake system include leaks in the lines or components, or improper brake bleeding. If the bleeding process isn’t done correctly, air can remain trapped in the system, causing the warning light to activate.
If the red brake warning light appears, it’s essential to have the brake system inspected by a qualified technician to identify and resolve the issue promptly.
Incorrect
Air in the hydraulic brake system can trigger the red brake warning light on the instrument panel. This happens because air is compressible, which compromises the system’s ability to transmit pressure effectively. When the brake pedal is pressed, the presence of air reduces the force transmitted to the calipers, resulting in decreased braking performance and increased stopping distance—potentially leading to brake failure.
Common causes of air entering the brake system include leaks in the lines or components, or improper brake bleeding. If the bleeding process isn’t done correctly, air can remain trapped in the system, causing the warning light to activate.
If the red brake warning light appears, it’s essential to have the brake system inspected by a qualified technician to identify and resolve the issue promptly.
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Question 5 of 55
5. Question
1 pointsWhich of the following defects necessitates the replacement of a brake drum?
Correct
Small cracks in a brake drum are a serious safety concern and require immediate replacement.
Brake drums play a vital role in drum brake systems, and their structural integrity is essential for safe operation. While minor surface imperfections such as light scoring or pitting may be acceptable if within manufacturer tolerances, and an out-of-round drum can often be resurfaced, cracks are a different matter.
Even small cracks can grow under the intense heat and pressure generated during braking, potentially leading to sudden and complete brake failure. As a result, any brake drum showing signs of cracking must be replaced to ensure safe and reliable braking performance
Incorrect
Small cracks in a brake drum are a serious safety concern and require immediate replacement.
Brake drums play a vital role in drum brake systems, and their structural integrity is essential for safe operation. While minor surface imperfections such as light scoring or pitting may be acceptable if within manufacturer tolerances, and an out-of-round drum can often be resurfaced, cracks are a different matter.
Even small cracks can grow under the intense heat and pressure generated during braking, potentially leading to sudden and complete brake failure. As a result, any brake drum showing signs of cracking must be replaced to ensure safe and reliable braking performance
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Question 6 of 55
6. Question
1 pointsThe manufacturer suggests completing a burnishing procedure after installing brake pads. Technician A advises making multiple forceful high-speed stops to burnish brake pads. According to Technician B, this procedure includes light brakes and a brief cool-down period between stops. Who is CORRECT?
Correct
Technician B is correct. Proper brake pad burnishing involves making light, moderate-speed stops with cooling intervals between each application. Aggressive or high-speed braking can overheat and damage both the pads and rotors.
Burnishing is a critical step after installing new brake pads to ensure optimal contact between the pad surface and the rotor. New pads typically come with a protective layer that must be gradually worn away to allow full, even contact. Light braking with cool-down periods helps create a smooth mating surface, improving braking efficiency and pad longevity.
Steps to properly burnish brake pads:
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Drive at a moderate speed (around 30 mph).
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Apply light, steady braking to bring the vehicle to a gradual stop.
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Release the brake and allow a short cooling period.
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Repeat the process 5–10 times.
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Afterward, drive for a few additional miles to complete the bedding-in process.
Following these steps ensures optimal brake performance and helps prevent uneven wear or rotor glazing.
Incorrect
Technician B is correct. Proper brake pad burnishing involves making light, moderate-speed stops with cooling intervals between each application. Aggressive or high-speed braking can overheat and damage both the pads and rotors.
Burnishing is a critical step after installing new brake pads to ensure optimal contact between the pad surface and the rotor. New pads typically come with a protective layer that must be gradually worn away to allow full, even contact. Light braking with cool-down periods helps create a smooth mating surface, improving braking efficiency and pad longevity.
Steps to properly burnish brake pads:
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Drive at a moderate speed (around 30 mph).
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Apply light, steady braking to bring the vehicle to a gradual stop.
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Release the brake and allow a short cooling period.
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Repeat the process 5–10 times.
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Afterward, drive for a few additional miles to complete the bedding-in process.
Following these steps ensures optimal brake performance and helps prevent uneven wear or rotor glazing.
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Question 7 of 55
7. Question
1 pointsA brake inspection reveals that one brake pad has worn more than the other. Which of the following is the LEAST LIKELY to be the cause of this condition?
Correct
Air in the brake system is unlikely to cause one brake pad to wear more than the other. While air can lead to reduced braking efficiency or a spongy brake pedal, it typically does not result in uneven pad wear.
In contrast, issues such as caliper misalignment, a sticking caliper piston, or seized caliper slide pins are common causes of uneven brake pad wear. Misalignment can cause the pad to make uneven contact with the rotor. A sticking piston may keep the pad pressed against the rotor even when the brakes aren’t applied, accelerating wear. Likewise, sticking slide pins can restrict proper caliper movement, leading to uneven pad pressure and wear.
Incorrect
Air in the brake system is unlikely to cause one brake pad to wear more than the other. While air can lead to reduced braking efficiency or a spongy brake pedal, it typically does not result in uneven pad wear.
In contrast, issues such as caliper misalignment, a sticking caliper piston, or seized caliper slide pins are common causes of uneven brake pad wear. Misalignment can cause the pad to make uneven contact with the rotor. A sticking piston may keep the pad pressed against the rotor even when the brakes aren’t applied, accelerating wear. Likewise, sticking slide pins can restrict proper caliper movement, leading to uneven pad pressure and wear.
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Question 8 of 55
8. Question
1 pointsA vacuum booster on a vehicle causes a hard brake pedal. Which of the following is the LEAST LIKELY to be the cause of this condition?
Correct
When a vehicle has a hard brake pedal due to a vacuum booster issue, the master cylinder is the least likely culprit. The vacuum booster assists the driver by amplifying pedal force using engine vacuum. If it fails, the driver must apply more force to the brake pedal, resulting in a firm or hard pedal feel.
While the master cylinder plays a crucial role in generating hydraulic pressure for braking, it typically does not cause a hard pedal in systems equipped with a vacuum booster. Nonetheless, a full brake system inspection by a qualified technician is essential to accurately identify and resolve the issue.
Incorrect
When a vehicle has a hard brake pedal due to a vacuum booster issue, the master cylinder is the least likely culprit. The vacuum booster assists the driver by amplifying pedal force using engine vacuum. If it fails, the driver must apply more force to the brake pedal, resulting in a firm or hard pedal feel.
While the master cylinder plays a crucial role in generating hydraulic pressure for braking, it typically does not cause a hard pedal in systems equipped with a vacuum booster. Nonetheless, a full brake system inspection by a qualified technician is essential to accurately identify and resolve the issue.
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Question 9 of 55
9. Question
1 pointsThe ABS (Antilock Braking System) and TRACTION OFF indicator lights is still ON when the engine is running. Technician A thinks he/she should check for ABS or TCS (Traction Control System) diagnostic trouble codes. Technician B claims that he/she should check for ABS or TCS blink codes by connecting two pins of the DLC (Data Link Connector). Who is CORRECT?
Correct
When the ABS and TRACTION OFF indicator lights remain illuminated with the engine running, it signals a malfunction in the ABS or Traction Control System (TCS). To properly diagnose the issue, both diagnostic trouble codes (DTCs) and blink codes should be reviewed.
Technician A is correct—retrieving ABS or TCS DTCs using a compatible scan tool is a key first step. These manufacturer-specific codes help identify the exact system or component at fault.
Technician B is also correct—checking for ABS or TCS blink codes can aid in diagnosis. These codes are displayed as sequences of light flashes from the warning indicators. Accessing blink codes typically requires bridging specific pins on the Data Link Connector (DLC) with a jumper wire or using a dedicated diagnostic tool.
Incorrect
When the ABS and TRACTION OFF indicator lights remain illuminated with the engine running, it signals a malfunction in the ABS or Traction Control System (TCS). To properly diagnose the issue, both diagnostic trouble codes (DTCs) and blink codes should be reviewed.
Technician A is correct—retrieving ABS or TCS DTCs using a compatible scan tool is a key first step. These manufacturer-specific codes help identify the exact system or component at fault.
Technician B is also correct—checking for ABS or TCS blink codes can aid in diagnosis. These codes are displayed as sequences of light flashes from the warning indicators. Accessing blink codes typically requires bridging specific pins on the Data Link Connector (DLC) with a jumper wire or using a dedicated diagnostic tool.
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Question 10 of 55
10. Question
1 pointsOn a bearing that has been shock loaded, the race (cup) of the bearing can be dented. What is the name of this type of bearing failure?
Correct
Brinelling is a type of surface damage that happens when a bearing is subjected to a concentrated high load or sudden impact. This force causes the bearing balls or rollers to leave small indentations on the raceway surfaces. As a result, the bearing may experience increased friction, generate noise, and wear out prematurely.
Incorrect
Brinelling is a type of surface damage that happens when a bearing is subjected to a concentrated high load or sudden impact. This force causes the bearing balls or rollers to leave small indentations on the raceway surfaces. As a result, the bearing may experience increased friction, generate noise, and wear out prematurely.
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Question 11 of 55
11. Question
1 pointsTwo technicians are talking about ABS hydraulic modulators. According to Technician A, the inlet valve is usually closed. According to Technician B, the outlet valve is usually open. Who is CORRECT?
Correct
Technician A states that the inlet valve in an ABS hydraulic modulator is usually open, allowing brake fluid from the master cylinder to enter during normal braking. This is correct.
Technician B claims that the outlet valve is usually closed, which is also accurate under normal braking conditions, as it prevents brake fluid from exiting the modulator.
Therefore, contrary to the conclusion, both Technician A and Technician B are correct. The inlet valve remains open to allow fluid flow during standard braking, and the outlet valve stays closed to maintain pressure until modulation is needed during ABS operation.
Incorrect
Technician A states that the inlet valve in an ABS hydraulic modulator is usually open, allowing brake fluid from the master cylinder to enter during normal braking. This is correct.
Technician B claims that the outlet valve is usually closed, which is also accurate under normal braking conditions, as it prevents brake fluid from exiting the modulator.
Therefore, contrary to the conclusion, both Technician A and Technician B are correct. The inlet valve remains open to allow fluid flow during standard braking, and the outlet valve stays closed to maintain pressure until modulation is needed during ABS operation.
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Question 12 of 55
12. Question
1 pointsWhen performing a vacuum booster function test, you should begin by pumping the brake pedal several times
_________
.Correct
When conducting a vacuum booster function test, start by pressing the brake pedal several times with the engine off. This step helps deplete any remaining vacuum in the booster and ensures a firm, consistent pedal feel. After confirming the firmness of the pedal, start the engine while keeping your foot on the brake. As the engine starts, observe the brake pedal—if the booster is functioning correctly, the pedal should drop slightly as vacuum is restored. This change indicates proper vacuum booster operation.
Incorrect
When conducting a vacuum booster function test, start by pressing the brake pedal several times with the engine off. This step helps deplete any remaining vacuum in the booster and ensures a firm, consistent pedal feel. After confirming the firmness of the pedal, start the engine while keeping your foot on the brake. As the engine starts, observe the brake pedal—if the booster is functioning correctly, the pedal should drop slightly as vacuum is restored. This change indicates proper vacuum booster operation.
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Question 13 of 55
13. Question
1 pointsA vehicle with an integrated parking brake system binds and does not properly release. The return spring may be damaged or stuck, according to Technician A. According to Technician B, a rusted parking brake cable can bind and prevent the parking brake from being applied or released. Who is CORRECT?
Correct
Technician A is correct that a damaged or stuck return spring can lead to binding and prevent the parking brake from fully releasing. The return spring is responsible for pulling the parking brake components back to their disengaged position. If the spring fails to function properly, it can leave the brake partially engaged, causing drag and binding.
Technician B is also correct. A rusted or corroded parking brake cable can restrict movement within the cable housing, making it difficult for the brake to apply or release correctly. This restricted movement can also lead to the parking brake sticking, resulting in similar binding issues.
Therefore, both technicians are correct in identifying common causes of parking brake binding.
Incorrect
Technician A is correct that a damaged or stuck return spring can lead to binding and prevent the parking brake from fully releasing. The return spring is responsible for pulling the parking brake components back to their disengaged position. If the spring fails to function properly, it can leave the brake partially engaged, causing drag and binding.
Technician B is also correct. A rusted or corroded parking brake cable can restrict movement within the cable housing, making it difficult for the brake to apply or release correctly. This restricted movement can also lead to the parking brake sticking, resulting in similar binding issues.
Therefore, both technicians are correct in identifying common causes of parking brake binding.
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Question 14 of 55
14. Question
1 pointsOn a vehicle with power brakes, the pedal moves down slightly when the engine is started. Technician A thinks the reason could be a leaking power brake booster diaphragm. Technician B thinks the reason could be a stuck closed residual check valve in the hose from the intake manifold to the power brake booster. Who could be CORRECT?
Correct
In some vehicles equipped with power brakes, a slight downward movement of the brake pedal when the engine starts is considered normal and is due to the brake booster system functioning properly. This occurs as engine vacuum builds in the booster, causing the internal diaphragm to shift forward slightly and move the pedal down.
When the engine is off, vacuum in the booster dissipates, and the diaphragm returns to a neutral position. Upon engine start, vacuum is restored, and the system reactivates, resulting in minor pedal movement.
This behavior is generally not a sign of malfunction. However, if the pedal drops excessively, feels spongy, or if there are other braking issues, it may indicate a fault in the brake booster, residual check valve, or related components. In such cases, a detailed inspection by a qualified technician is advised.
Incorrect
In some vehicles equipped with power brakes, a slight downward movement of the brake pedal when the engine starts is considered normal and is due to the brake booster system functioning properly. This occurs as engine vacuum builds in the booster, causing the internal diaphragm to shift forward slightly and move the pedal down.
When the engine is off, vacuum in the booster dissipates, and the diaphragm returns to a neutral position. Upon engine start, vacuum is restored, and the system reactivates, resulting in minor pedal movement.
This behavior is generally not a sign of malfunction. However, if the pedal drops excessively, feels spongy, or if there are other braking issues, it may indicate a fault in the brake booster, residual check valve, or related components. In such cases, a detailed inspection by a qualified technician is advised.
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Question 15 of 55
15. Question
1 pointsWhat could lead to a spongy brake pedal?
Correct
Air in the hydraulic brake system can cause a spongy or soft brake pedal. Unlike brake fluid, which is incompressible, air compresses under pressure. When air bubbles are present in the brake lines, they interfere with proper fluid pressure transmission to the calipers, requiring the driver to press the pedal further for effective braking.
Other common causes of a spongy brake pedal include:
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Low brake fluid level
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Leaking brake lines
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Worn or failing master cylinder
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Damaged or sticking brake calipers
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Warped or misaligned brake rotors
Incorrect
Air in the hydraulic brake system can cause a spongy or soft brake pedal. Unlike brake fluid, which is incompressible, air compresses under pressure. When air bubbles are present in the brake lines, they interfere with proper fluid pressure transmission to the calipers, requiring the driver to press the pedal further for effective braking.
Other common causes of a spongy brake pedal include:
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Low brake fluid level
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Leaking brake lines
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Worn or failing master cylinder
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Damaged or sticking brake calipers
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Warped or misaligned brake rotors
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Question 16 of 55
16. Question
1 pointsA vehicle with disc/drum brakes could not stop without excessive brake pedal effort. The brake pedal is hard when applied. On starting the engine with the brakes applied, the pedal does not go down slightly. Technician A says the reason could be excessive brake pedal freeplay. Technician B thinks the reason should be air trapped in the hydraulic system. Who is CORRECT?
Correct
The symptoms described suggest a malfunction within the hydraulic brake system. A hard brake pedal typically indicates insufficient hydraulic pressure to properly engage the brake pads against the rotors. This issue may be caused by:
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A leak in the hydraulic system
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A failing master cylinder
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A malfunctioning brake booster
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Air trapped in the system
Technician A is incorrect. While excessive brake pedal freeplay can make the pedal feel soft or imprecise, it does not prevent the brakes from functioning entirely. A small amount of freeplay is normal and allows for proper brake pad adjustment.
Technician B is also incorrect. Air in the hydraulic system typically causes a soft or sinking brake pedal, especially noticeable when the engine starts and vacuum assist is applied. In this scenario, the brake pedal remains hard, which rules out trapped air as the primary issue.
Therefore, the most likely cause is a leak, a faulty master cylinder, or a defective brake booster. A thorough inspection by a qualified technician is necessary to pinpoint and resolve the issue.
Incorrect
The symptoms described suggest a malfunction within the hydraulic brake system. A hard brake pedal typically indicates insufficient hydraulic pressure to properly engage the brake pads against the rotors. This issue may be caused by:
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A leak in the hydraulic system
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A failing master cylinder
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A malfunctioning brake booster
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Air trapped in the system
Technician A is incorrect. While excessive brake pedal freeplay can make the pedal feel soft or imprecise, it does not prevent the brakes from functioning entirely. A small amount of freeplay is normal and allows for proper brake pad adjustment.
Technician B is also incorrect. Air in the hydraulic system typically causes a soft or sinking brake pedal, especially noticeable when the engine starts and vacuum assist is applied. In this scenario, the brake pedal remains hard, which rules out trapped air as the primary issue.
Therefore, the most likely cause is a leak, a faulty master cylinder, or a defective brake booster. A thorough inspection by a qualified technician is necessary to pinpoint and resolve the issue.
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Question 17 of 55
17. Question
1 pointsThe front brake rotors and pads replacements are being carried out on a vehicle equipped with a TCS (Traction Control System) and ESC system (Electronic Stability Control). Technician A thinks the yaw rate and deceleration sensor should be recalibrated. Technician B thinks the new rotors should be indexed to the hub using a dial indicator for the least amount of run-out. Who is CORRECT?
Correct
Technician B is correct in stating that new rotors should be indexed to the hub using a dial indicator to minimize run-out. Proper indexing helps reduce brake vibration and noise, enhancing braking performance and extending the life of the components.
On the other hand, Technician A is incorrect. Recalibrating the yaw rate and deceleration sensor is not typically required during routine front brake rotor and pad replacement. This procedure is generally reserved for cases involving suspension or steering system changes, or when there is a known issue with the sensor itself.
Incorrect
Technician B is correct in stating that new rotors should be indexed to the hub using a dial indicator to minimize run-out. Proper indexing helps reduce brake vibration and noise, enhancing braking performance and extending the life of the components.
On the other hand, Technician A is incorrect. Recalibrating the yaw rate and deceleration sensor is not typically required during routine front brake rotor and pad replacement. This procedure is generally reserved for cases involving suspension or steering system changes, or when there is a known issue with the sensor itself.
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Question 18 of 55
18. Question
1 pointsA client complains about the excessive pedal travel before the brakes apply. Technician A thinks the master cylinder push-rod adjustment is incorrect. Technician B thinks the reason is a faulty residual pressure check valve admitting air. Who is CORRECT?
Correct
Technician A is correct. Excessive brake pedal travel before engagement is often caused by an improperly adjusted master cylinder pushrod. This pushrod transfers force from the brake pedal to the master cylinder, and if it’s too short or not correctly set, it can delay brake application, resulting in excessive pedal travel.
Technician B’s point regarding a faulty residual pressure check valve is less relevant in this context. While a malfunctioning valve can allow air into the system—potentially causing a spongy pedal or reduced braking efficiency—it is not typically the primary cause of excessive pedal travel. Its function is to maintain slight pressure in the brake lines to keep the pads or shoes close to the rotors or drums, but it’s not usually responsible for excessive travel unless there are other underlying issues.
Therefore, Technician A provides the more accurate explanation for the symptom described.
Incorrect
Technician A is correct. Excessive brake pedal travel before engagement is often caused by an improperly adjusted master cylinder pushrod. This pushrod transfers force from the brake pedal to the master cylinder, and if it’s too short or not correctly set, it can delay brake application, resulting in excessive pedal travel.
Technician B’s point regarding a faulty residual pressure check valve is less relevant in this context. While a malfunctioning valve can allow air into the system—potentially causing a spongy pedal or reduced braking efficiency—it is not typically the primary cause of excessive pedal travel. Its function is to maintain slight pressure in the brake lines to keep the pads or shoes close to the rotors or drums, but it’s not usually responsible for excessive travel unless there are other underlying issues.
Therefore, Technician A provides the more accurate explanation for the symptom described.
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Question 19 of 55
19. Question
1 pointsWhich technician is CORRECT regarding the issue of prematurely worn front brake pads on a vehicle equipped with a quick take-up master cylinder that has recently been replaced? Technician A, who believes that this is a low drag brake system, or Technician B, who believes that the master cylinder quick take-up valve is stuck?
Correct
Technician A is correct that low-drag brake systems can contribute to premature brake pad wear. These systems are designed to reduce friction between the pads and rotors when the brakes are not applied, which can sometimes lead to delayed pad retraction and increased wear over time.
Technician B is also correct in noting that a stuck quick take-up valve in the master cylinder can prevent the pads from returning to their proper position after braking. This can result in constant contact with the rotor, accelerating pad wear.
In a vehicle with a recently replaced quick take-up master cylinder, the most likely cause of premature front brake pad wear is a stuck quick take-up valve. However, the low-drag brake system design may also be a contributing factor.
To accurately diagnose the issue, a technician should inspect the brake system thoroughly and test the function of the quick take-up valve. If the valve is stuck, it should be replaced. If it operates correctly, adjustments to the low-drag system may be necessary to resolve the wear issue.
Incorrect
Technician A is correct that low-drag brake systems can contribute to premature brake pad wear. These systems are designed to reduce friction between the pads and rotors when the brakes are not applied, which can sometimes lead to delayed pad retraction and increased wear over time.
Technician B is also correct in noting that a stuck quick take-up valve in the master cylinder can prevent the pads from returning to their proper position after braking. This can result in constant contact with the rotor, accelerating pad wear.
In a vehicle with a recently replaced quick take-up master cylinder, the most likely cause of premature front brake pad wear is a stuck quick take-up valve. However, the low-drag brake system design may also be a contributing factor.
To accurately diagnose the issue, a technician should inspect the brake system thoroughly and test the function of the quick take-up valve. If the valve is stuck, it should be replaced. If it operates correctly, adjustments to the low-drag system may be necessary to resolve the wear issue.
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Question 20 of 55
20. Question
1 pointsOn a light truck equipped with four-wheel ABS, the amber ABS warning light illuminates. A check reveals an issue with the left rear wheel speed sensor. According to Technician A, mud and road debris can get into the gap or between the tone sprockets, harming the sensor and causing a signal problem. Technician B recommends inspecting the wheel bearing for looseness and wear. Who is CORRECT?
Correct
Both Technician A and Technician B are correct in identifying possible causes of an issue with the left rear wheel speed sensor and recommending appropriate inspections.
Technician A is right that mud, dirt, or road debris can accumulate in the sensor gap or between the tone ring teeth, potentially disrupting the signal or damaging the sensor. This interference can lead to an inaccurate signal being sent to the ABS control module, which may trigger the amber ABS warning light.
Technician B is also correct in recommending an inspection of the wheel bearing for looseness or wear. A worn or loose bearing can cause wheel movement, which may misalign the tone ring or sensor, leading to inconsistent readings and faulty ABS operation.
Therefore, both technicians provide valid insights into diagnosing and resolving the ABS sensor issue.
Incorrect
Both Technician A and Technician B are correct in identifying possible causes of an issue with the left rear wheel speed sensor and recommending appropriate inspections.
Technician A is right that mud, dirt, or road debris can accumulate in the sensor gap or between the tone ring teeth, potentially disrupting the signal or damaging the sensor. This interference can lead to an inaccurate signal being sent to the ABS control module, which may trigger the amber ABS warning light.
Technician B is also correct in recommending an inspection of the wheel bearing for looseness or wear. A worn or loose bearing can cause wheel movement, which may misalign the tone ring or sensor, leading to inconsistent readings and faulty ABS operation.
Therefore, both technicians provide valid insights into diagnosing and resolving the ABS sensor issue.
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Question 21 of 55
21. Question
1 pointsWhile lightly braking, a vehicle equipped with front disc and rear drum brakes nosedives. Which of the following is the cause of this condition?
Correct
A vehicle with front disc and rear drum brakes that nosedives during light braking likely has a faulty or misadjusted metering valve.
The metering valve regulates hydraulic pressure, delaying the rear drum brakes slightly so the front disc brakes engage first—maintaining stability and preventing rear wheel lock-up.
If the valve malfunctions or is incorrectly set, it may apply too much pressure too quickly to the front brakes, causing the front end to dip.
To correct this, the brake system should be inspected and the metering valve adjusted by a qualified technician to restore proper balance and eliminate nosediving during light braking.
Incorrect
A vehicle with front disc and rear drum brakes that nosedives during light braking likely has a faulty or misadjusted metering valve.
The metering valve regulates hydraulic pressure, delaying the rear drum brakes slightly so the front disc brakes engage first—maintaining stability and preventing rear wheel lock-up.
If the valve malfunctions or is incorrectly set, it may apply too much pressure too quickly to the front brakes, causing the front end to dip.
To correct this, the brake system should be inspected and the metering valve adjusted by a qualified technician to restore proper balance and eliminate nosediving during light braking.
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Question 22 of 55
22. Question
1 pointsOn diagnosing the wheel speed sensor with an OEM diagnostic scan tool, technician A wants to verify the wheel speed sensor operation and compare all four wheel speed sensor outputs to the data list. Technician B thinks that the wheel’s direction of rotation should be verified by looking at the direction on the scan tool data list. Who is CORRECT?
Correct
Technician A is correct to check the operation of each wheel speed sensor and compare all four outputs using the scan tool’s data list. This helps identify any malfunctioning sensors.
Technician B is also correct in verifying the wheel’s direction of rotation through the scan tool, as sensor output can vary depending on the wheel’s direction.
Proper diagnosis of a wheel speed sensor issue requires checking both sensor performance and wheel rotation direction to accurately identify the faulty sensor.
Incorrect
Technician A is correct to check the operation of each wheel speed sensor and compare all four outputs using the scan tool’s data list. This helps identify any malfunctioning sensors.
Technician B is also correct in verifying the wheel’s direction of rotation through the scan tool, as sensor output can vary depending on the wheel’s direction.
Proper diagnosis of a wheel speed sensor issue requires checking both sensor performance and wheel rotation direction to accurately identify the faulty sensor.
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Question 23 of 55
23. Question
1 pointsWhich of the following conditions can result in brake pedal fade?
Correct
Machining a brake drum beyond its service limit can lead to brake pedal fade, a temporary loss of braking effectiveness caused by excessive heat.
When the drum is over-machined, the reduced contact surface forces the brakes to work harder, generating more heat. This can cause the brake fluid to boil, creating vapor that compresses more easily than fluid.
As a result, the brake pedal may feel soft or spongy, and braking performance decreases significantly.
Incorrect
Machining a brake drum beyond its service limit can lead to brake pedal fade, a temporary loss of braking effectiveness caused by excessive heat.
When the drum is over-machined, the reduced contact surface forces the brakes to work harder, generating more heat. This can cause the brake fluid to boil, creating vapor that compresses more easily than fluid.
As a result, the brake pedal may feel soft or spongy, and braking performance decreases significantly.
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Question 24 of 55
24. Question
1 pointsWhen turning left, a vehicle makes a grinding noise that becomes louder and changes pitch. Which of the following is the MOST LIKELY source of this noise?
Correct
A faulty right front wheel bearing is the most likely cause of the grinding noise that grows louder and changes pitch when turning left.
Wheel bearings enable smooth, quiet wheel rotation. When worn or damaged, they often produce a grinding sound that intensifies during turns due to shifting vehicle weight and increased load on the affected bearing.
While issues like a cupped left front tire, a grabbing brake, or a worn strut can also cause noise when turning, they typically produce different sounds—such as rhythmic thumping, squealing, or groaning—and don’t usually change pitch with steering input.
Incorrect
A faulty right front wheel bearing is the most likely cause of the grinding noise that grows louder and changes pitch when turning left.
Wheel bearings enable smooth, quiet wheel rotation. When worn or damaged, they often produce a grinding sound that intensifies during turns due to shifting vehicle weight and increased load on the affected bearing.
While issues like a cupped left front tire, a grabbing brake, or a worn strut can also cause noise when turning, they typically produce different sounds—such as rhythmic thumping, squealing, or groaning—and don’t usually change pitch with steering input.
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Question 25 of 55
25. Question
1 pointsThe brake pads on the vehicle are worn, and the brake pad wear indicator warning light on the instrument panel is illuminated. Which of the following is the cause of this light?
Correct
The brake pad wear sensor is the primary cause of the brake pad wear indicator light appearing on the instrument panel.
As the brake pads wear down to a critical level, the sensor—typically embedded in the pad—contacts the rotor and triggers the warning light to alert the driver that pad replacement is needed.
While a metal warning clip also signals worn pads by producing a squealing noise, it doesn’t activate the dashboard light.
Brake shoes, used in drum brake systems, do not trigger this warning light, and a wheel bearing—though it may cause noise or vibration—is unrelated to the brake wear indicator system.
Incorrect
The brake pad wear sensor is the primary cause of the brake pad wear indicator light appearing on the instrument panel.
As the brake pads wear down to a critical level, the sensor—typically embedded in the pad—contacts the rotor and triggers the warning light to alert the driver that pad replacement is needed.
While a metal warning clip also signals worn pads by producing a squealing noise, it doesn’t activate the dashboard light.
Brake shoes, used in drum brake systems, do not trigger this warning light, and a wheel bearing—though it may cause noise or vibration—is unrelated to the brake wear indicator system.
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Question 26 of 55
26. Question
1 pointsA height sensing proportioning valve
_________
.Correct
A height sensing proportioning valve is a braking system component found in some vehicles. Its main function is to prevent rear wheel lock-up by adjusting brake pressure between the front and rear wheels based on vehicle height or load.
By responding to changes in load or weight transfer during braking, it ensures proper brake balance and improves overall stability—especially when the vehicle is heavily loaded.
Incorrect
A height sensing proportioning valve is a braking system component found in some vehicles. Its main function is to prevent rear wheel lock-up by adjusting brake pressure between the front and rear wheels based on vehicle height or load.
By responding to changes in load or weight transfer during braking, it ensures proper brake balance and improves overall stability—especially when the vehicle is heavily loaded.
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Question 27 of 55
27. Question
1 pointsTechnician A thinks a faulty wheel or axle bearing can cause a growling or rumbling noise. Technician B thinks a faulty wheel displays looseness or excessive play in the steering wheel especially while driving over rough road surfaces. Who is CORRECT?
Correct
Both Technician A and Technician B are correct.
A faulty wheel or axle bearing can produce a growling or rumbling noise, particularly when turning or driving over rough surfaces. This occurs because the damaged bearing cannot properly support the vehicle’s weight, leading to metal-on-metal contact within the hub or axle.
Additionally, a worn bearing can cause looseness or play in the steering, especially over uneven roads, due to poor alignment between the wheel and axle.
Other common symptoms of a failing wheel or axle bearing include:
-
Steering wheel vibrations
-
A humming noise that increases with speed
-
Clunking or knocking sounds while turning
-
A burning odor near the wheel area
Incorrect
Both Technician A and Technician B are correct.
A faulty wheel or axle bearing can produce a growling or rumbling noise, particularly when turning or driving over rough surfaces. This occurs because the damaged bearing cannot properly support the vehicle’s weight, leading to metal-on-metal contact within the hub or axle.
Additionally, a worn bearing can cause looseness or play in the steering, especially over uneven roads, due to poor alignment between the wheel and axle.
Other common symptoms of a failing wheel or axle bearing include:
-
Steering wheel vibrations
-
A humming noise that increases with speed
-
Clunking or knocking sounds while turning
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A burning odor near the wheel area
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Question 28 of 55
28. Question
1 pointsA brake hose and a damaged section of brake line tubing are being replaced by a technician. Which of the following statements is TRUE?Correct
The correct procedure when replacing a brake hose and a damaged section of brake line is to use double-walled steel tubing, which is standard in automotive brake systems due to its strength, durability, and corrosion resistance.
When installing a new brake hose, a new brass washer must be used to ensure a proper seal at the fitting. Reusing the old washer is not recommended, as it may be distorted or damaged during removal, leading to potential leaks.
Compression fittings should not be used when repairing brake lines, as they can leak and compromise system integrity. Instead, the damaged section should be replaced with properly flared tubing securely connected to the existing line.
While single-walled copper tubing may be found in custom or performance applications, it’s not ideal for standard use due to its tendency to work-harden and crack over time.
Incorrect
The correct procedure when replacing a brake hose and a damaged section of brake line is to use double-walled steel tubing, which is standard in automotive brake systems due to its strength, durability, and corrosion resistance.
When installing a new brake hose, a new brass washer must be used to ensure a proper seal at the fitting. Reusing the old washer is not recommended, as it may be distorted or damaged during removal, leading to potential leaks.
Compression fittings should not be used when repairing brake lines, as they can leak and compromise system integrity. Instead, the damaged section should be replaced with properly flared tubing securely connected to the existing line.
While single-walled copper tubing may be found in custom or performance applications, it’s not ideal for standard use due to its tendency to work-harden and crack over time.
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Question 29 of 55
29. Question
1 pointsWhich of the following items could NOT cause a very erratic brake pulling concern while applying the brakes?
Correct
While excessive tire pressure can cause a vehicle to pull to one side, it typically results in a consistent pull—not an erratic one.
An erratic pull occurs when the vehicle suddenly and unpredictably veers to one side during braking. This is usually caused by issues such as a seized caliper piston, misaligned suspension (four-wheel alignment problem), or faulty brake pads or rotors.
Incorrect
While excessive tire pressure can cause a vehicle to pull to one side, it typically results in a consistent pull—not an erratic one.
An erratic pull occurs when the vehicle suddenly and unpredictably veers to one side during braking. This is usually caused by issues such as a seized caliper piston, misaligned suspension (four-wheel alignment problem), or faulty brake pads or rotors.
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Question 30 of 55
30. Question
1 pointsThe technician should use which of the following measurements after measuring the inside diameter of a brake drum with a brake drum micrometer?
Correct
While excessive tire pressure can cause a vehicle to pull to one side, it typically results in a consistent pull—not an erratic one.
An erratic pull occurs when the vehicle suddenly and unpredictably veers to one side during braking. This is usually caused by issues such as a seized caliper piston, misaligned suspension (four-wheel alignment problem), or faulty brake pads or rotors.
Incorrect
While excessive tire pressure can cause a vehicle to pull to one side, it typically results in a consistent pull—not an erratic one.
An erratic pull occurs when the vehicle suddenly and unpredictably veers to one side during braking. This is usually caused by issues such as a seized caliper piston, misaligned suspension (four-wheel alignment problem), or faulty brake pads or rotors.
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Question 31 of 55
31. Question
1 pointsThe vehicle’s brake drag returns after replacing the front brake calipers with a four-wheel disc brake system. Which of the following is the source of this condition?
Correct
If brake drag reappears after replacing the front calipers on a four-wheel disc brake system, a twisted brake hose is the most likely cause.
A twisted or improperly routed hose can restrict brake fluid flow, preventing proper release of pressure and causing the brakes to drag. The hose should be inspected and replaced if kinked or twisted during installation.
Brake shoe adjustment is not relevant in a four-wheel disc system, as brake shoes are used in drum brakes.
While glazed brake pads or shoes can reduce braking performance, they typically do not cause brake drag.
Incorrect
If brake drag reappears after replacing the front calipers on a four-wheel disc brake system, a twisted brake hose is the most likely cause.
A twisted or improperly routed hose can restrict brake fluid flow, preventing proper release of pressure and causing the brakes to drag. The hose should be inspected and replaced if kinked or twisted during installation.
Brake shoe adjustment is not relevant in a four-wheel disc system, as brake shoes are used in drum brakes.
While glazed brake pads or shoes can reduce braking performance, they typically do not cause brake drag.
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Question 32 of 55
32. Question
1 pointsWhile braking, a pulsation is sensed in the steering wheel of a four-wheel disc brake vehicle. All four rotors are subjected to a lateral runout test. Which of the following statements regarding this test is CORRECT?
Correct
During a lateral runout test, a dial indicator is used to measure side-to-side movement or surface variation of the brake rotor as it rotates.
This test is crucial for detecting rotor runout, a condition that can cause steering wheel pulsation during braking. It ensures the rotor stays within specified tolerances for parallelism and lateral runout, promoting smooth and consistent braking performance.
Incorrect
During a lateral runout test, a dial indicator is used to measure side-to-side movement or surface variation of the brake rotor as it rotates.
This test is crucial for detecting rotor runout, a condition that can cause steering wheel pulsation during braking. It ensures the rotor stays within specified tolerances for parallelism and lateral runout, promoting smooth and consistent braking performance.
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Question 33 of 55
33. Question
1 pointsWhen a vehicle with a four-wheel disc ABS brake system is initially started in the morning, it makes a slight clicking sound. After a few seconds, the noise goes away. Which of the following is the MOST LIKELY source of this noise?
Correct
If a four-wheel disc ABS brake system produces a brief clicking sound during initial start-up—especially in the morning—it’s likely caused by the ABS modulator assembly.
This component controls brake fluid pressure during ABS operation and performs a self-check at start-up. During this process, the modulator activates internal valves and solenoids to verify proper function. The clicking sound is typically the result of these components engaging and is considered normal if it stops after a few seconds.
Incorrect
If a four-wheel disc ABS brake system produces a brief clicking sound during initial start-up—especially in the morning—it’s likely caused by the ABS modulator assembly.
This component controls brake fluid pressure during ABS operation and performs a self-check at start-up. During this process, the modulator activates internal valves and solenoids to verify proper function. The clicking sound is typically the result of these components engaging and is considered normal if it stops after a few seconds.
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Question 34 of 55
34. Question
1 pointsA passenger vehicle makes a growling sound that becomes more intense when turning left. What is the MOST LIKELY cause of this sound?
Correct
A faulty or worn wheel bearing can produce a growling or grinding noise, which usually becomes more noticeable when turning away from the affected side.
In this case, since the noise intensifies when turning left, the likely cause is a worn right front (RF) wheel bearing.
Incorrect
A faulty or worn wheel bearing can produce a growling or grinding noise, which usually becomes more noticeable when turning away from the affected side.
In this case, since the noise intensifies when turning left, the likely cause is a worn right front (RF) wheel bearing.
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Question 35 of 55
35. Question
1 pointsA vehicle’s brake pedal is always soft and spongy. Which of the following is the source of this spongy pedal?
Correct
Air in the brake lines is the most likely cause of a soft or spongy brake pedal. Since air compresses under pressure, it reduces the effectiveness of the hydraulic system, leading to poor brake response and a soft pedal feel.
While low manifold vacuum can affect the vacuum brake booster and cause a hard pedal, it does not typically result in a spongy feel.
Worn master cylinder cup seals may lead to fluid loss or a hard pedal but are less likely to cause sponginess.
Similarly, a faulty brake booster can cause reduced braking performance or a hard pedal, but a soft or spongy pedal is not a common symptom.
Incorrect
Air in the brake lines is the most likely cause of a soft or spongy brake pedal. Since air compresses under pressure, it reduces the effectiveness of the hydraulic system, leading to poor brake response and a soft pedal feel.
While low manifold vacuum can affect the vacuum brake booster and cause a hard pedal, it does not typically result in a spongy feel.
Worn master cylinder cup seals may lead to fluid loss or a hard pedal but are less likely to cause sponginess.
Similarly, a faulty brake booster can cause reduced braking performance or a hard pedal, but a soft or spongy pedal is not a common symptom.
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Question 36 of 55
36. Question
1 pointsWhich of the following options is NOT caused by a restricted disc brake caliper hose?
Correct
Brake pedal pulsation is not caused by a restricted disc brake caliper hose. It is typically the result of unevenly worn or warped rotors, which create vibrations felt through the brake pedal during braking.
In contrast, a restricted caliper hose can lead to brake drag, reduced stopping power, and pulling to one side under heavy braking. This occurs when restricted fluid flow prevents the caliper from releasing properly, causing the pads to remain in contact with the rotor and generate excess heat.
Incorrect
Brake pedal pulsation is not caused by a restricted disc brake caliper hose. It is typically the result of unevenly worn or warped rotors, which create vibrations felt through the brake pedal during braking.
In contrast, a restricted caliper hose can lead to brake drag, reduced stopping power, and pulling to one side under heavy braking. This occurs when restricted fluid flow prevents the caliper from releasing properly, causing the pads to remain in contact with the rotor and generate excess heat.
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Question 37 of 55
37. Question
1 pointsAccording to Technician A, ABS control units are programmed to ignore variations in speed sensor input below a certain threshold. According to Technician B, a one-channel ABS brake system controls hydraulic pressure to the rear brake units. Who is RIGHT?
Correct
Both Technician A and Technician B are correct.
Technician A is correct that ABS control units are designed to ignore minor variations in wheel speed sensor input below a certain threshold, as intervention isn’t needed unless a significant difference in wheel speed is detected.
Technician B is also correct that a one-channel ABS system controls hydraulic pressure only to the rear brakes. This is the most basic ABS configuration and is commonly found on older vehicles.
Incorrect
Both Technician A and Technician B are correct.
Technician A is correct that ABS control units are designed to ignore minor variations in wheel speed sensor input below a certain threshold, as intervention isn’t needed unless a significant difference in wheel speed is detected.
Technician B is also correct that a one-channel ABS system controls hydraulic pressure only to the rear brakes. This is the most basic ABS configuration and is commonly found on older vehicles.
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Question 38 of 55
38. Question
1 pointsThe ABS light doesn’t turn off after the engine starts. Technician A thinks that the parking brake is not fully released. Technician B thinks that the brakes can keep on operating as non-ABS brakes. Who is CORRECT?
Correct
Technician B is correct in this scenario. If the ABS warning light stays on after the engine starts, it indicates a potential fault within the ABS system, not an issue such as the parking brake being partially engaged.
The ABS light is designed to alert the driver to a malfunction in the system, which helps prevent wheel lock-up during braking. While the standard braking system will still operate, ABS functionality will be disabled, increasing the risk of wheel lock-up and reduced control during hard braking.
Incorrect
Technician B is correct in this scenario. If the ABS warning light stays on after the engine starts, it indicates a potential fault within the ABS system, not an issue such as the parking brake being partially engaged.
The ABS light is designed to alert the driver to a malfunction in the system, which helps prevent wheel lock-up during braking. While the standard braking system will still operate, ABS functionality will be disabled, increasing the risk of wheel lock-up and reduced control during hard braking.
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Question 39 of 55
39. Question
1 pointsThe rear brake linings are soaked with axle grease but still have a lot of lining left on them. What is the BEST method to deal with these brakes?
Correct
If the rear brake linings are soaked with axle grease, the root cause must be addressed before servicing the brakes. This usually points to a leaking axle seal or a worn wheel bearing.
First, repair the leak and replace any damaged components. Then, clean the brake linings with an approved brake cleaner. If the contamination is severe, the brake linings should be replaced to ensure safe and effective braking.
Incorrect
If the rear brake linings are soaked with axle grease, the root cause must be addressed before servicing the brakes. This usually points to a leaking axle seal or a worn wheel bearing.
First, repair the leak and replace any damaged components. Then, clean the brake linings with an approved brake cleaner. If the contamination is severe, the brake linings should be replaced to ensure safe and effective braking.
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Question 40 of 55
40. Question
1 pointsA vehicle with a vacuum brake booster doesn’t have power assist. Not until the engine has run for a minute, does it begin to work normally. What should be the cause?
Correct
The most likely cause of the issue is a defective check valve in the vacuum brake booster system. This valve maintains vacuum in the system when the engine is off, ensuring immediate power assist when the brakes are applied.
If the valve fails, vacuum may leak out, causing the brake booster to delay power assist until the engine runs long enough to rebuild vacuum—matching the symptoms described.
While other factors—such as a short brake pedal push rod, low engine vacuum, or worn front brake discs—could affect brake performance, they are less likely to cause this specific issue. Still, these components should be inspected regularly as part of routine brake system maintenance
Incorrect
The most likely cause of the issue is a defective check valve in the vacuum brake booster system. This valve maintains vacuum in the system when the engine is off, ensuring immediate power assist when the brakes are applied.
If the valve fails, vacuum may leak out, causing the brake booster to delay power assist until the engine runs long enough to rebuild vacuum—matching the symptoms described.
While other factors—such as a short brake pedal push rod, low engine vacuum, or worn front brake discs—could affect brake performance, they are less likely to cause this specific issue. Still, these components should be inspected regularly as part of routine brake system maintenance
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Question 41 of 55
41. Question
1 pointsWhich of the following is NOT included in Caliper-integrated EPB parking brakes?
Correct
Caliper-integrated EPB (Electronic Parking Brake) systems combine the parking brake function with the brake caliper itself. An electric motor built into the caliper applies the brake pads to the rotor, securing the vehicle when parked.
These systems typically include a parking brake switch for electronic activation and an electronic control unit (ECU) to manage operation, monitor performance, and diagnose any faults.
Incorrect
Caliper-integrated EPB (Electronic Parking Brake) systems combine the parking brake function with the brake caliper itself. An electric motor built into the caliper applies the brake pads to the rotor, securing the vehicle when parked.
These systems typically include a parking brake switch for electronic activation and an electronic control unit (ECU) to manage operation, monitor performance, and diagnose any faults.
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Question 42 of 55
42. Question
1 pointsA consumer reports that the TCS traction control system’s warning light flashes while driving in snow or other bad weather conditions. When the system is operational or the vehicle is losing traction, the warning light will flash, according to Technician A. According to Technician B, these systems require a wheel speed sensor at each wheel. Who is CORRECT?
Correct
Both Technician A and Technician B are correct.
Technician A is correct that the TCS (Traction Control System) warning light will flash when the system is actively working to control wheel slip. The light indicates that the system is adjusting power or applying braking to help maintain traction when the vehicle detects wheel slippage.
Technician B is also correct that TCS systems rely on a wheel speed sensor at each wheel. These sensors monitor individual wheel speeds and send data to the TCS control module, which then adjusts power or braking as needed.
When a driver sees the TCS warning light flashing—especially in snowy or slippery conditions—it means the system is actively intervening to reduce wheel spin and help maintain control. The system may apply the brakes to the slipping wheels or reduce engine power to improve stability.
Incorrect
Both Technician A and Technician B are correct.
Technician A is correct that the TCS (Traction Control System) warning light will flash when the system is actively working to control wheel slip. The light indicates that the system is adjusting power or applying braking to help maintain traction when the vehicle detects wheel slippage.
Technician B is also correct that TCS systems rely on a wheel speed sensor at each wheel. These sensors monitor individual wheel speeds and send data to the TCS control module, which then adjusts power or braking as needed.
When a driver sees the TCS warning light flashing—especially in snowy or slippery conditions—it means the system is actively intervening to reduce wheel spin and help maintain control. The system may apply the brakes to the slipping wheels or reduce engine power to improve stability.
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Question 43 of 55
43. Question
1 pointsWhich step below is NOT needed when removing the master cylinder?
Correct
When removing the master cylinder, you should do everything except drain it beforehand.
The master cylinder holds and distributes brake fluid to the calipers. Once removed, brake fluid will naturally drain from the unit. Draining it before disconnecting the brake lines can create a vacuum, making the brake system harder to bleed later.
Steps to remove and replace a master cylinder:
-
Disconnect the negative battery cable.
-
Disconnect the brake lines from the master cylinder.
-
Remove the mounting bolts and take out the master cylinder.
-
Install the new master cylinder and tighten the bolts.
-
Reconnect the brake lines.
-
Bleed the brakes to remove air.
-
Reconnect the negative battery cable.
Incorrect
When removing the master cylinder, you should do everything except drain it beforehand.
The master cylinder holds and distributes brake fluid to the calipers. Once removed, brake fluid will naturally drain from the unit. Draining it before disconnecting the brake lines can create a vacuum, making the brake system harder to bleed later.
Steps to remove and replace a master cylinder:
-
Disconnect the negative battery cable.
-
Disconnect the brake lines from the master cylinder.
-
Remove the mounting bolts and take out the master cylinder.
-
Install the new master cylinder and tighten the bolts.
-
Reconnect the brake lines.
-
Bleed the brakes to remove air.
-
Reconnect the negative battery cable.
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Question 44 of 55
44. Question
1 pointsOnly when the brakes are applied does a vehicle pull to the left. Which of these could be the reason?
Correct
A seized right front caliper can cause the vehicle to pull to the left during braking. This happens because the caliper fails to apply full braking force on the right side, causing an imbalance.
Other potential causes of pulling to the left under braking include:
-
Worn or damaged brake pads on the left side
-
Warped or worn brake rotors on the left side
-
A collapsed brake hose on the left side
-
A faulty wheel bearing on the left side
Incorrect
A seized right front caliper can cause the vehicle to pull to the left during braking. This happens because the caliper fails to apply full braking force on the right side, causing an imbalance.
Other potential causes of pulling to the left under braking include:
-
Worn or damaged brake pads on the left side
-
Warped or worn brake rotors on the left side
-
A collapsed brake hose on the left side
-
A faulty wheel bearing on the left side
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Question 45 of 55
45. Question
1 pointsWhat will be result of a short power assist brake booster push rod?
Correct
If the power brake booster push rod is adjusted too short, it can cause excessive brake pedal travel, requiring the driver to press the pedal further to engage the brakes. This may lead to longer stopping distances and reduced braking performance, posing a safety risk.
In some cases, a short push rod may also prevent the brakes from fully releasing, resulting in brake drag, which can cause premature wear on brake components and reduced fuel efficiency.
While a brake warning light is not directly triggered by a short push rod, excessive pedal travel could cause it to illuminate if there’s low brake fluid or another system issue.
Similarly, a completely inoperative brake system is not directly caused by a short push rod, but excessive pedal travel may make the brakes feel unresponsive, requiring immediate attention.
Incorrect
If the power brake booster push rod is adjusted too short, it can cause excessive brake pedal travel, requiring the driver to press the pedal further to engage the brakes. This may lead to longer stopping distances and reduced braking performance, posing a safety risk.
In some cases, a short push rod may also prevent the brakes from fully releasing, resulting in brake drag, which can cause premature wear on brake components and reduced fuel efficiency.
While a brake warning light is not directly triggered by a short push rod, excessive pedal travel could cause it to illuminate if there’s low brake fluid or another system issue.
Similarly, a completely inoperative brake system is not directly caused by a short push rod, but excessive pedal travel may make the brakes feel unresponsive, requiring immediate attention.
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Question 46 of 55
46. Question
1 pointsAfter braking, a front-wheel-drive vehicle with four-wheel disc brakes pulls to the left. Which of the following is MOST LIKELY to be the source of this pull?
Correct
A restriction in the left front brake line can cause the vehicle to pull to the left during braking. The restriction limits brake fluid flow to the left front caliper, reducing braking force on that wheel. As a result, it slows down more gradually than the others, causing the pull.
Other possible causes of pulling to the left when braking include:
-
A stuck brake caliper, which can apply uneven pressure
-
Worn brake pads or rotors, leading to uneven braking force
-
Faulty wheel alignment, which can affect vehicle balance and steering
Incorrect
A restriction in the left front brake line can cause the vehicle to pull to the left during braking. The restriction limits brake fluid flow to the left front caliper, reducing braking force on that wheel. As a result, it slows down more gradually than the others, causing the pull.
Other possible causes of pulling to the left when braking include:
-
A stuck brake caliper, which can apply uneven pressure
-
Worn brake pads or rotors, leading to uneven braking force
-
Faulty wheel alignment, which can affect vehicle balance and steering
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Question 47 of 55
47. Question
1 pointsAfter a test drive, one brake rotor is noticeably hotter than the others. Which of the following is the source of this condition?
Correct
A sticking caliper piston seal is the most likely cause of this condition. When the seal sticks, it prevents the piston from fully retracting, causing the brake pad to remain in contact with the rotor. This leads to excessive heat and accelerated wear, resulting in a rotor that is noticeably hotter than the others.
While a frozen caliper or stuck slide pins can also cause uneven wear and overheating, a sticking piston seal is more commonly the culprit.
Aerated brake fluid may cause a spongy brake pedal or reduced braking performance, but it typically does not result in a hot rotor.
Incorrect
A sticking caliper piston seal is the most likely cause of this condition. When the seal sticks, it prevents the piston from fully retracting, causing the brake pad to remain in contact with the rotor. This leads to excessive heat and accelerated wear, resulting in a rotor that is noticeably hotter than the others.
While a frozen caliper or stuck slide pins can also cause uneven wear and overheating, a sticking piston seal is more commonly the culprit.
Aerated brake fluid may cause a spongy brake pedal or reduced braking performance, but it typically does not result in a hot rotor.
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Question 48 of 55
48. Question
1 pointsTechnician A is working on a vehicle with excessive brake pedal travel and he/she believes there should be an issue with the hydraulic system. Technician B believes the lateral run-out of the rotor is likely to be the issue. Who is MOST LIKELY CORRECT?
Correct
Technician A is most likely correct in this scenario.
Excessive brake pedal travel is commonly caused by issues within the hydraulic system, such as air in the lines, a worn master cylinder, or a fluid leak. These problems can make the pedal feel soft or spongy and reduce braking responsiveness.
While rotor lateral runout can cause pedal pulsation or vibration, it is less likely to result in excessive pedal travel. Runout refers to rotor wobble during rotation, often caused by uneven wear, warping, or improper installation.
Incorrect
Technician A is most likely correct in this scenario.
Excessive brake pedal travel is commonly caused by issues within the hydraulic system, such as air in the lines, a worn master cylinder, or a fluid leak. These problems can make the pedal feel soft or spongy and reduce braking responsiveness.
While rotor lateral runout can cause pedal pulsation or vibration, it is less likely to result in excessive pedal travel. Runout refers to rotor wobble during rotation, often caused by uneven wear, warping, or improper installation.
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Question 49 of 55
49. Question
1 pointsOn a car with a drum/disc system, a bad component could cause the front brakes lock up on light pedal application. What is this component?
Correct
A metering valve is part of a combination brake system, located between the master cylinder and front disc brake calipers. It contains a spring-loaded piston that delays brake fluid flow to the front brakes when the brake pedal is first applied.
This delay allows the rear drum brakes—which engage more slowly than disc brakes—to begin applying first, ensuring balanced braking and helping to prevent rear wheel lock-up.
If the metering valve becomes faulty, it may allow excessive pressure to reach the front brakes too early, potentially causing the front wheels to lock up, increasing the risk of loss of control.
Common symptoms of a defective metering valve:
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Spongy or unresponsive front brakes
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Squealing or grinding noises from the front brakes
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Vehicle pulls to one side during braking
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Skidding under moderate or heavy braking
Incorrect
A metering valve is part of a combination brake system, located between the master cylinder and front disc brake calipers. It contains a spring-loaded piston that delays brake fluid flow to the front brakes when the brake pedal is first applied.
This delay allows the rear drum brakes—which engage more slowly than disc brakes—to begin applying first, ensuring balanced braking and helping to prevent rear wheel lock-up.
If the metering valve becomes faulty, it may allow excessive pressure to reach the front brakes too early, potentially causing the front wheels to lock up, increasing the risk of loss of control.
Common symptoms of a defective metering valve:
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Spongy or unresponsive front brakes
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Squealing or grinding noises from the front brakes
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Vehicle pulls to one side during braking
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Skidding under moderate or heavy braking
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Question 50 of 55
50. Question
1 pointsWhich brake line is BEST for replacing an automotive brake line?
Correct
Double-walled steel tubing is the preferred choice for replacing automotive brake lines. It is widely used in modern brake systems due to its strength, durability, and resistance to corrosion. The double-wall construction adds an extra layer of protection against leaks and physical damage, enhancing overall braking safety and reliability.
Double-walled tin tubing, once common in older vehicles, is now largely obsolete due to its susceptibility to corrosion and leaks.
Single-walled seamless copper tubing may be used in custom or high-performance applications, but it is not ideal for standard vehicles as it tends to work-harden and crack over time.
Single-walled welded copper tubing is also not recommended, as it can leak at the weld seams, making it unreliable for brake system use.
Incorrect
Double-walled steel tubing is the preferred choice for replacing automotive brake lines. It is widely used in modern brake systems due to its strength, durability, and resistance to corrosion. The double-wall construction adds an extra layer of protection against leaks and physical damage, enhancing overall braking safety and reliability.
Double-walled tin tubing, once common in older vehicles, is now largely obsolete due to its susceptibility to corrosion and leaks.
Single-walled seamless copper tubing may be used in custom or high-performance applications, but it is not ideal for standard vehicles as it tends to work-harden and crack over time.
Single-walled welded copper tubing is also not recommended, as it can leak at the weld seams, making it unreliable for brake system use.
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Question 51 of 55
51. Question
1 pointsWhich of the following is NOT a component of an integral ABS unit?
Correct
A vacuum booster is not a component of an integral ABS (Anti-lock Braking System) unit.
An integral ABS unit typically combines the hydraulic booster, hydraulic modulator, and master cylinder into a single assembly. The hydraulic booster amplifies braking force, the modulator controls pressure to each wheel to prevent lock-up, and the master cylinder generates hydraulic pressure from the brake pedal input.
In contrast, a vacuum booster uses engine vacuum to assist braking and is commonly found in non-integral ABS systems, but it is not part of the integral ABS unit itself.
Incorrect
A vacuum booster is not a component of an integral ABS (Anti-lock Braking System) unit.
An integral ABS unit typically combines the hydraulic booster, hydraulic modulator, and master cylinder into a single assembly. The hydraulic booster amplifies braking force, the modulator controls pressure to each wheel to prevent lock-up, and the master cylinder generates hydraulic pressure from the brake pedal input.
In contrast, a vacuum booster uses engine vacuum to assist braking and is commonly found in non-integral ABS systems, but it is not part of the integral ABS unit itself.
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Question 52 of 55
52. Question
1 pointsWhich of the following can occur as a result of overtightening a wheel?
Correct
Overtightening a wheel can damage both wheel studs and brake rotors.
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Wheel studs: Excessive torque can stretch or even shear the studs, making wheel removal difficult and potentially damaging the hub.
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Brake rotors: Uneven or excessive tightening can warp the rotor, leading to brake vibration, noise, and reduced braking performance.
To prevent damage, always tighten lug nuts to the manufacturer’s specified torque, found in the owner’s manual. Use a torque wrench to apply even, accurate force.
Incorrect
Overtightening a wheel can damage both wheel studs and brake rotors.
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Wheel studs: Excessive torque can stretch or even shear the studs, making wheel removal difficult and potentially damaging the hub.
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Brake rotors: Uneven or excessive tightening can warp the rotor, leading to brake vibration, noise, and reduced braking performance.
To prevent damage, always tighten lug nuts to the manufacturer’s specified torque, found in the owner’s manual. Use a torque wrench to apply even, accurate force.
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Question 53 of 55
53. Question
1 pointsA four-wheel disc brake system’s brakes self-apply and lock up after only a few miles of travel. Which of the following is MOST LIKELY to be the cause of this condition?
Correct
In a four-wheel disc brake system, if the brakes self-apply and lock up after a few miles of driving, the most likely cause is a blocked master cylinder vent port.
The vent port allows pressure equalization as brake fluid expands due to heat. If blocked, pressure builds up in the system, preventing the brakes from fully releasing. This results in continuous brake drag, heat buildup, and eventual brake lock-up.
When applying the brakes, fluid expands with heat. Normally, the vent port relieves this excess pressure. If obstructed, the trapped pressure keeps the brakes engaged.
To fix the issue, the vent port must be inspected and cleared. If cleaning doesn’t resolve it, the master cylinder may need replacement. A certified technician should inspect the system to ensure proper diagnosis and repair.
Incorrect
In a four-wheel disc brake system, if the brakes self-apply and lock up after a few miles of driving, the most likely cause is a blocked master cylinder vent port.
The vent port allows pressure equalization as brake fluid expands due to heat. If blocked, pressure builds up in the system, preventing the brakes from fully releasing. This results in continuous brake drag, heat buildup, and eventual brake lock-up.
When applying the brakes, fluid expands with heat. Normally, the vent port relieves this excess pressure. If obstructed, the trapped pressure keeps the brakes engaged.
To fix the issue, the vent port must be inspected and cleared. If cleaning doesn’t resolve it, the master cylinder may need replacement. A certified technician should inspect the system to ensure proper diagnosis and repair.
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Question 54 of 55
54. Question
1 pointsWhat could cause the leakage of the brake fluid into the engine?
Correct
A faulty one-way check valve in the brake booster vacuum hose can lead to brake fluid leakage into the engine compartment.
The check valve maintains vacuum pressure in the brake booster, aiding brake pedal operation. If it fails, it may allow air or brake fluid to flow backward, causing fluid to leak into the engine bay. This not only risks engine damage but also leads to a loss of brake fluid, compromising braking performance.
Incorrect
A faulty one-way check valve in the brake booster vacuum hose can lead to brake fluid leakage into the engine compartment.
The check valve maintains vacuum pressure in the brake booster, aiding brake pedal operation. If it fails, it may allow air or brake fluid to flow backward, causing fluid to leak into the engine bay. This not only risks engine damage but also leads to a loss of brake fluid, compromising braking performance.
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Question 55 of 55
55. Question
1 pointsAccording to Technician A, passive permanent magnet ABS wheel speed sensors generate an alternating current voltage signal. Technician B claims that the wheel speed sensors are used by the anti-lock brake, electronic traction control, and electronic stability control systems. Who is CORRECT?
Correct
Both Technician A and Technician B are correct.
Passive permanent magnet ABS wheel speed sensors generate an alternating current (AC) voltage signal as the wheel rotates. This signal is proportional to wheel speed and is used by the ABS system to detect wheel lock-up during braking.
These sensors also play a key role in the Electronic Traction Control (ETC) and Electronic Stability Control (ESC) systems. The ETC uses the data to detect if one wheel is spinning faster than the others and applies braking to that wheel to reduce slip. The ESC uses wheel speed data to detect skids and selectively applies brakes to help the driver maintain control.
Incorrect
Both Technician A and Technician B are correct.
Passive permanent magnet ABS wheel speed sensors generate an alternating current (AC) voltage signal as the wheel rotates. This signal is proportional to wheel speed and is used by the ABS system to detect wheel lock-up during braking.
These sensors also play a key role in the Electronic Traction Control (ETC) and Electronic Stability Control (ESC) systems. The ETC uses the data to detect if one wheel is spinning faster than the others and applies braking to that wheel to reduce slip. The ESC uses wheel speed data to detect skids and selectively applies brakes to help the driver maintain control.