The A4 covers everything that keeps the car going straight and riding smooth: steering columns and gears, power and electronic steering, front and rear suspension, alignment, and wheels and tires.
Alignment questions are a big part of this test. If camber, caster, and toe aren't second nature yet, these questions will show you real quick.
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Question 1 of 15
A pickup's rear axle sits crooked under the bed, and the truck dog-tracks. On the left side, the axle has moved rearward along the spring, and the U-bolts are loose. What is the most likely cause?
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Answer: A. A sheared spring center bolt
The center bolt locates the axle on the spring, and the U-bolts clamp it there. With the U-bolts loose, the load sheared the center bolt, and the axle slid along the spring, steering the rear. The center bolt (or spring) and new U-bolts are installed, torqued to specification, and the thrust angle checked.
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Question 2 of 15
Technician A says tie rod sleeve clamps are positioned as service information specifies, so the clamps grip properly and don't hit anything through the steering range. Technician B says each tie rod end must thread into the sleeve at least the minimum distance service information specifies. Who is correct?
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Answer: C. Both A and B
Clamps placed as specified, with their openings positioned away from the sleeve's slot, grip the threads properly and clear other parts. Technician A is right. Too little thread engagement can let a tie rod end pull out of the sleeve, so the minimum engagement in service information is kept. Technician B is right too.
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Question 3 of 15
Technician A says subframe bolts are often torque-to-yield and replaced when removed. Technician B says the subframe is positioned with the alignment holes or pins in service information before its bolts are tightened. Who is correct?
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Answer: C. Both A and B
Many subframe bolts stretch when tightened and are one-time-use. Technician A is right. The subframe carries the suspension, so its position sets the alignment; it's located with alignment holes or pins before tightening. Technician B is right too.
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Question 4 of 15
A strut front suspension with no factory camber adjustment has camber out of specification on both sides. Ride height is correct, and no parts are bent or worn. The manufacturer approves an aftermarket camber adjustment kit. What should be done?
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Answer: C. Install the approved camber kit
With nothing bent or worn and ride height correct, the manufacturer's approved camber kit, often an eccentric strut-to-knuckle bolt, provides the adjustment. Camber is then set and toe reset.
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Question 5 of 15
A direct TPMS warning lamp flashes, then stays on. The TPMS tool triggers three sensors normally, but the right rear sensor doesn't respond, though its tire pressure is correct. The sensors are 9 years old. What is the most likely cause?
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Answer: A. A dead right rear sensor
Direct sensors run on sealed batteries that last several years. One that won't respond to the tool while the others do has likely failed. It's replaced and the relearn run.
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Question 6 of 15
After an alignment in which toe was adjusted to center the steering wheel, the stability control lamp is on. Scan data shows a steering angle of 7° with the wheels and steering wheel straight. Service information requires a calibration after alignment. What should be done?
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Answer: C. Calibrate the steering angle sensor
Centering the steering wheel at the tie rods changes where straight ahead is for the steering angle sensor. Until its zero point is relearned with a scan tool, it reports an angle that doesn't match the wheels, and the stability control and electric steering systems react to that error. The calibration in service information is run.
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Question 7 of 15
A car with independent rear suspension wears the inside edge of the left rear tire, and rear toe on the left won't hold its setting. With the rear raised, the outer ball joint on the left toe link has play. What is the most likely cause?
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Answer: C. A worn toe link ball joint
The toe link holds the rear wheel's toe. A worn ball joint lets toe change, so it won't hold and the tire wears. The toe link is replaced and rear toe set, which also sets the thrust angle.
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Question 8 of 15
On a tilt steering column, the steering wheel can be rocked up and down relative to the column with a clunk. The column's mounting bolts are tight, and the movement is at the tilt head's pivot. What is the most likely cause?
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Answer: C. Worn tilt head pivot pins
A tilt column pivots its upper head on pins. When the pins or their bores wear, the head, and the steering wheel with it, can rock with a clunk. The tilt pivot pins or bushings are replaced as service information directs.
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Question 9 of 15
After a bounce test, the front of the vehicle keeps bouncing several times. Both front shocks are wet with oil down their bodies. Ride height is within specification. What is the most likely cause?
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Answer: B. Worn shock absorbers
Shocks damp the springs' oscillation. Leaking fluid lets them lose damping, so the body keeps bouncing. They're replaced in pairs on the axle.
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Question 10 of 15
After lowering springs were installed, a strut-equipped car darts to the side over bumps. With the car on the alignment rack, toe changes noticeably as each front corner is raised and lowered. No parts are worn or bent. What is the most likely cause?
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Answer: C. Changed tie rod angles
Lowering the car changes the angle of the tie rods relative to the control arms, so their arcs no longer match. As the suspension moves, toe changes, and the car darts over bumps. The fix is to restore the designed ride height or install parts that correct the tie rod geometry.
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Question 11 of 15
The placard specifies 35 psi cold. After a 30-minute highway drive, a tire reads 38 psi. What should be done?
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Answer: C. Leave it and check again cold
Placard pressures are cold pressures. A hot tire normally reads several psi higher, so it isn't bled down. The pressure is checked again after the tire has cooled and set to the placard value then.
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Question 12 of 15
This hydraulic system has speed-sensitive assist: the module reduces assist as vehicle speed rises, using the vehicle speed signal. The steering feels very light and twitchy at highway speed, and the speedometer reads zero. Scan data shows the module's vehicle speed input at 0 mph while driving and the module commanding full (parking-level) assist. What is the most likely cause?
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Answer: B. A missing vehicle speed signal
The module reads 0 mph and, as scan data shows, commands full parking-level assist at every speed, so highway steering feels light and twitchy. The speedometer reading zero points the same way. How a module responds to a lost speed signal varies by vehicle, which is why the commanded assist is checked. The vehicle speed signal's source and circuit are diagnosed.
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Question 13 of 15
This vehicle has front air struts. After sitting overnight, the right front is low; the other corners are normal. A soap solution bubbles at the air line fitting on top of the right front strut, while the strut's bellows shows no bubbles. What is the most likely cause?
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Answer: C. A leaking air fitting
One corner sagging overnight points to a leak at that corner, and the soap test places it at the air line fitting rather than the bellows. The fitting or its seal is replaced, the line cut square and seated, and the system retested.
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Question 14 of 15
On a hydraulic rack and pinion, one rack boot is intact but full of power steering fluid. What should be done?
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Answer: C. Replace or rebuild the rack
Fluid inside an intact boot has leaked past the rack's inner seals into the boot. The leak is internal, so the rack is replaced or rebuilt; a new boot alone would fill up again.
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Question 15 of 15
On a short-long arm front suspension with coil springs, front ride height measures below specification on both sides. All of these could cause it **EXCEPT**:
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Answer: C. Worn shock absorbers
The springs carry the vehicle's weight, so ride height falls when the springs sag, are the wrong ones, or carry extra weight. Shock absorbers only damp the springs' motion; worn shocks cause bouncing and poor control, not low ride height.
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Missed alignment questions? Focus on what each angle does to tire wear and pull. That's how most A4 questions are worded.
Noise and pull complaints come up a lot too. Think about what changes when the car turns, brakes, or hits a bump.
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ASE Pro has 2,100+ practice questions with explanations, timed practice exams, and weak-area drills.