ASE A2 In-Vehicle Maintenance and Repair — Questions and Answers
Question 1: After a transmission range sensor is replaced, the engine cranks in Neutral but not in Park. Which is the most likely cause?
- The starter solenoid is failing
- The torque converter clutch is stuck applied
- The range sensor is not aligned with the manual shaft (Correct answer)
- The shift cable is too long to reach Reverse
Correct answer: The range sensor is not aligned with the manual shaft
Park and Neutral should both close the start circuit. If only Neutral does, the sensor's alignment with the manual shaft is off.
The range sensor (neutral safety switch) closes the starter circuit in Park and Neutral. It is positioned by the manual shaft. If it is installed or adjusted incorrectly, its contacts line up with only one of the two positions. The usual fix is to set the manual lever to the specified detent, loosen the sensor bolts, and align the sensor with the manufacturer's alignment pin or marks. Retighten, then confirm that the engine starts only in Park and Neutral and that the backup lights come on only in Reverse.
Question 2: ATF is seeping from the lower bell housing inspection area, and the back of the engine is dry. The fluid is red and the leak is at the torque converter hub. Which seal is most likely leaking?
- Transmission front pump seal (Correct answer)
- Engine rear main seal
- Output shaft seal
- Pan gasket
Correct answer: Transmission front pump seal
ATF at the converter hub points to the front pump (converter hub) seal. The rear main seal would leak engine oil.
The front pump seal rides on the torque converter hub and holds back fluid at the front of the transmission. When it fails, ATF collects in the bell housing and drips from the lower opening. A rear main seal leak puts engine oil there instead, usually amber to black and not red. The output shaft seal and pan gasket sit far from the bell housing. To confirm, clean the area, check the fluid color, and look for a worn converter hub or a pump bushing problem. These can cause the seal to fail again.
Question 3: When reinstalling a transmission pan with a new gasket, which procedure best prevents leaks and a warped pan flange?
- Tighten the bolts with an impact wrench until the gasket squeezes out
- Tighten the bolts in order from one end to the other to full torque
- Apply thick sealant to both sides of every gasket and tighten fully at once
- Tighten the bolts in a crisscross pattern to the specified torque in stages (Correct answer)
Correct answer: Tighten the bolts in a crisscross pattern to the specified torque in stages
Staged, crisscross tightening to the specified low torque, usually in inch-pounds, gives even clamping. It avoids crushing the gasket or distorting the pan.
Pan bolts have low torque specs, often just inch-pounds, because the pan flange is thin and the gasket is compressible. Overtightening or tightening in sequence along one side distorts the flange and causes leaks. Clean both mating surfaces first. Start the bolts by hand, then tighten in a crisscross or center-out pattern, using a torque wrench set to the service-manual value. Follow the manufacturer's directions on sealer, since many gaskets are installed dry.
Question 4: The ATF on the dipstick is milky pink and the cooling system level is dropping. The transmission cooler is inside the radiator tank. What is the most likely cause?
- A worn front pump bushing
- A leak between the cooler and coolant passages in the radiator (Correct answer)
- A restricted external cooler line
- A stuck pressure regulator valve
Correct answer: A leak between the cooler and coolant passages in the radiator
Coolant and ATF mixing through a failed radiator-tank cooler gives pink, milky fluid and a falling coolant level.
In many vehicles the transmission cooler is a small heat exchanger inside the radiator's outlet tank. If it leaks internally, the higher-pressure side forces fluid into the other circuit, and coolant contaminates the ATF. Coolant in ATF damages friction material and seals, so the radiator and the transmission both need attention. The repair is to replace the radiator or cooler and flush the cooler lines. The transmission also needs to be overhauled or at least have its fluid and filter changed, depending on how severe the contamination is.
Question 5: A vehicle clunks and the engine visibly rocks each time the shifter is moved from Park to Drive. The transmission shifts normally otherwise. Which component should be inspected first?
- Valve body separator plate
- Torque converter stator
- Powertrain mounts (Correct answer)
- Accumulator spring
Correct answer: Powertrain mounts
Excessive engine movement at engagement points to worn or broken engine or transmission mounts.
When the transmission engages a gear, drive torque is applied and the powertrain rotates on its mounts. Worn or collapsed mounts let it move too far. This causes a clunk, and it can also strain the shift linkage, cooler lines and driveshaft angles. To check, apply the brakes and have a helper shift between Park, Reverse and Drive while you watch the engine. Look for torn rubber, separated mounts and excessive travel.
Question 6: A new valve body is being installed. The bolts are of several lengths. What is the correct practice?
- Install each bolt in its matching location and tighten in the specified sequence and torque (Correct answer)
- Use the longest bolts everywhere to ensure full thread engagement
- Tighten all bolts fully in numerical order before the next one is started
- Reuse any bolts since they are all interchangeable
Correct answer: Install each bolt in its matching location and tighten in the specified sequence and torque
Valve body bolts differ in length and must go in their original locations, tightened to the specified low torque and sequence.
Valve body bolts often vary in length because they pass through different thicknesses of body, plate and case. A bolt that is too long can bottom out, crack the case or pinch a passage. One that is too short does not hold the valve body down. Tightening in the specified sequence and to the low torque prevents warping, which can cause cross-leaks and a stuck valve. Check the separator plate and gasket orientation, and make sure check balls are in their original locations.
Question 7: A scan tool shows the transmission range sensor reading Drive while the shifter is in Park. The shift cable was recently adjusted. What should the technician do first?
- Replace the valve body
- Replace the transmission control module
- Replace the sensor harness
- Verify the shift cable adjustment, then align the sensor to the manual shaft per specification (Correct answer)
Correct answer: Verify the shift cable adjustment, then align the sensor to the manual shaft per specification
A disagreement between the shifter and the sensor usually means linkage or sensor alignment, so check those before replacing parts.
The sensor reports the position of the manual shaft. If the cable adjustment is off, the selector, the manual valve and the sensor can disagree. Place the selector in Park, check that the cable is correctly adjusted at the transmission lever, and confirm that the lever is at the Park detent. Then loosen the sensor bolts and rotate the sensor to the alignment marks or tool specified by the manufacturer. Only replace the sensor, harness or module after the mechanical alignment is confirmed.
Question 8: A technician is checking the fluid level on a transmission without a dipstick. Which procedure is correct?
- Fill until fluid appears at the vent
- Bring the fluid to the specified temperature with the vehicle level, then check at the level plug as directed (Correct answer)
- Check the level cold with the engine off, then add one quart
- Drain the pan and refill with the capacity listed in the owner's manual
Correct answer: Bring the fluid to the specified temperature with the vehicle level, then check at the level plug as directed
Sealed units are checked through a check plug at a specified fluid temperature, usually read with a scan tool, with the vehicle level.
ATF expands as it warms, so the level reading depends on temperature. Sealed transmissions typically have a check/fill plug or overflow tube. The manufacturer gives a temperature window, measured with a scan tool, and the vehicle must be level. Procedures vary: some require the engine running and some do not. Follow the service information precisely, because overfilling causes foaming and underfilling causes slipping and damage.
Question 9: ATF is leaking at the output shaft seal on a rear-wheel-drive transmission, and the seal looks worn on one side. What else should be checked and likely replaced?
- The extension housing bushing (Correct answer)
- The pan gasket
- The governor or output speed sensor
- The torque converter drain plug
Correct answer: The extension housing bushing
A worn extension housing bushing lets the yoke move off-center, which wears the seal unevenly and makes it leak again.
In many rear-drive transmissions the slip yoke rides in a bushing in the extension housing, and the seal sits just behind it. As the bushing wears, the yoke moves up and down, so the seal wears on one side. Replacing only the seal means it will leak again soon. Inspect the bushing and the yoke surface, and replace them as needed. Check the driveshaft angles and U-joints, and the rear mount, for conditions that load the bushing.
Question 10: A transmission that recently had a major internal failure is being fitted with a replacement unit. What should be done to the external cooler and lines?
- Leave them in place because the fluid is filtered at the pan
- Flush and flow-test them per the manufacturer, and replace the cooler if it cannot be cleaned (Correct answer)
- Pressurize the cooler with shop air and reuse it
- Remove the cooler and bypass it with a hose
Correct answer: Flush and flow-test them per the manufacturer, and replace the cooler if it cannot be cleaned
Debris trapped in the cooler can destroy the new unit, so the cooler must be flushed and flow-tested or replaced.
A failed transmission sends metal and friction material into the cooler and lines. Left there, it returns to the new transmission and can cause another failure. The cooler should be flushed, using the manufacturer's procedure and equipment, then flow-tested. A cooler that is restricted, or cannot be cleaned (such as some tube-and-fin designs), must be replaced. Bypassing the cooler is not acceptable because the fluid would overheat.
Question 11: While draining the pan on a high-mileage transmission, a technician finds bronze-colored particles on the pan magnet. What do they most likely indicate?
- Normal clutch wear
- Failed pan gasket material
- Worn bushings or thrust washers (Correct answer)
- Torque converter lock-up clutch wear
Correct answer: Worn bushings or thrust washers
Bronze or brass-colored particles point to worn bushings or thrust washers, which are made of those materials.
Pan debris tells you what is wearing inside. A fine film of gray or black paste on the magnet is normal. Clutch material looks like tan or black fibers or paste and indicates friction plate wear. Bronze or brass flakes come from bushings and thrust washers. Steel chips suggest bearing, gear or drum damage. Larger amounts of metal mean an internal failure and call for an overhaul or replacement, along with a cooler flush.
ASE A2 In-Vehicle Maintenance and Repair
After a transmission range sensor is replaced, the engine cranks in Neutral but not in Park.
Which is the most likely cause?
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