MANUAL TRANSMISSION MICHIGAN MECHANIC STUDY GUIDE

WHEN REPLACING A LEAKING REAR AXEL SEAL, YOU FIND THE AXLE IS PITTED IN THE WHEEL BEARING AREA. WHAT SHOULD YOU DO?

A. INSTALL A SLEEVE OVER THE AXEL AND REPLACE THE SEAL.

B. INTALL A NEW AXLE, WHEEL BEARING, AND SEAL.

C. POLISH THE AXLE BEFORE INSTALLING IT.

D. MACHINE THE AXEL UNDERSIZE, AND REPLACE THE WHEEL BEARING AND SEAL.

A. INSTALL A SLEEVE OVER THE AXEL AND REPLACE THE SEAL.

AS YOU CHECK A TRANSMISSION OUTPUT SHAFT, YOU NOTICE A SPIRAL TWIST IN THE SPLINES NEAR THE REAR OF THE SHAFT. WHAT SHOULD YOU DO ABOUT THIS?

A. NOTHING. THE TWIST IS A RESULT OF HOT ROLLING IN THE MANUFACTURING PROCESS.

B. REPLACE THE SLIP YOKE.

C. REPLACE THE SHAFT.

D. NONE OF THE ABOVE.

C. REPLACE THE SHAFT.

AS YOU INSTALL THE NEEDLE BEARINGS INTO A CLUSTER GEAR, YOU CAN PREVENT THE NEEDLES FROM FALLING OUT BY:

A. SELECTING NEEDLES TO GIVE A SLIGHT PRESS FIT.

B. INSTALLING A NEW RETAINING CLIP.

C. APPLYING PRELOAD.

D. USING A DUMMY SHAFT AND HEAVY GREASE.

D. USING A DUMMY SHAFT AND HEAVY GREASE.

ONE OF THE PRIMARY DIFFERENCES BETWEEN A RWD TRANSMISSION AND A TRANSAXLE CONNECTED TO A TRANSVERSE MOUNT ENGINE IS:

A. THE TRANSAXLE HAS HELICAL GEARS.

B. THE TRANSMISSION HAS HELICAL GEARS.

C. THE TRANSMISSION HAS SIDE GEARS.

D. THE TRANSAXLE HAS SIDE GEARS.

A. THE TRANSAXLE HAS HELICAL GEARS.

YOU ARE INSTALLING A BEARING THAT MUST BE PRESSED ONTO A SHAFT. ON WHAT PART OF THE BEARING SHOULD YOU APPLY THE FORCE?

A. ON THE HARDENED STEEL ROLLERS.

B. ON THE INNER RACE.

C. ON THE OUTER RACE.

D. NONE OF THE ABOVE.

B. ON THE INNER RACE.

A BLOCKER RING IS USED TO:

A. PREVENT GEAR CLASH.

B. BLOCK THE DRIVER FROM SHIFTING INTO TWO GEARS AT ONCE.

C. POSITION THE CLUTH SHAFT.

D. RETAIN THE CLUTCH SHAFT.

A. PREVENT GEAR CLASH.

IN THE ILLUSTRATION ABOVE, THE TRANSMISSION IS IN WHAT GEAR?

A. NEUTRAL.

B. REVERSE.

C. FIRST GEAR.

D. SECOND GEAR.

A. NEUTRAL.

RING AND PINION BACKLASH MUST BE CORRECT TO PREVENT:

A. EXCESSIVE SHIFT EFFORT.

B. EXCESSIVE GEAR NOISE.

C. FLUID LEAKS.

D. ALL OF THE ABOVE.

B. EXCESSIVE GEAR NOISE.

WHAT CAN YOU DETERMINE ABOUT THE CLUTCH ASSEMBLY BELOW:

A. THE CLUTCH IS ENGAGED (FLYWHEEL AND INPUT SHAFT ARE ROTATING TOGEATHER).

B. THE CLUTCH IS SLIPPING.

C. THE CLUTCH IS DISENGAGED.

D. NONE OF THE ABOVE.

C. THE CLUTCH IS DISENGAGED. (POSSIBLE CORRECT AWNSER)

ACCORDING TO THE ILLUSTRATION ABOVE, REVERSE IS ACCOMPLISHED BY:

A. SLIDING PART 6 TO THE LEFT.

B. SLIDING PART 5 TO THE RIGHT.

C. SLIDING PART 5 TO THE LEFT.

D. SLIDING BOTH PARTS 2 AND 5 TO THE LEFT.

B. SLIDING PART 5 TO THE RIGHT.

WHAT HAS TO HAPPEN TO SHIFT THE ABOVE TRANSMISSION INTO HIGH GEAR?

A. SLIDE PART 5 TO THE LEFT.

B. ENGAGE GEAR 3 WITH GEAR 4.

C. SLIDE PART 2 TO THE LEFT.

D. SLIDE PART 2 TO THE RIGHT.

D. SLIDE PART 2 TO THE RIGHT. (POSSIBLE CORRECT AWNSER)

IN THE REAR END DRAWING BELOW, TO MAKE BACKLASH LESS YOU WOULD MOVE A SHIM FROM:

A. 2 TO 1.

B. 1 TO 2.

C. 3 TO 4. (NOT CORRECT AWNSER)

D. 4 TO 3.

C. 3 TO 4. (NOT CORRECT AWNSER)

A CUSTOMER COMPLAINS OF A REAR END NOISE WHICH IS LOUDEST WHEN CORNERING. THE MOST LIKELY CAUSE WOULD BE:

A. WORN OR DAMAGED CARRIER BEARING.

B. A WORN PINION GEAR.

C. WORN CV JOINTS.

D. A WORN OR PITTED AXLE BEARING.

D. A WORN OR PITTED AXLE BEARING.

A TRANSMISSION IS PREVENTED FROM ENGAGING IN TWO GEARS AT ONCE BY:

A. THE NUETRAL SAFETY SWITCH.

B. THE INTERLOCK.

C. THE SYNCHRONIZER.

D. THE SPIRAL CUT OF THE GEARS.

B. THE INTERLOCK.

WHEN REPLACING THE CV JOINT IT IS NECCESSARY TO:

A. USE LUBRICANT DESIGNED SPECIFICALLY FOR CV JOINTS.

B. REPLACE THE AXLE AS AN ASSEMBLY.

C. ALSO REPLACE THE WHEEL BEARINGS.

D. NONE OF THE ABOVE.

A. USE LUBRICANT DESIGNED SPECIFICALLY FOR CV JOINTS.

AFTER INSTALLING A NEW CLUSTER GEAR, THE MECHANIC FINDS TOO MUCH END PLAY. WHAT SHOULD THE MECHANIC DO?

A. REPLACE THE COUNTERSHAFT BEARINGS.

B. REPLACE THE CLUSTER BEARINGS.

C. REPLACE THE TRANSMISSION CASE.

D. ADD ADDITIONAL SELECTIVE THRUST WASHERS.

D. ADD ADDITIONAL SELECTIVE THRUST WASHERS.

WHAT IS THE RESULT OF A SMALL GEAR DRIVING A LARGER GEAR IN A TRANSMISSION?

A. OVERDRIVE.

B. TORQUE MULTIPLICATION.

C. GEAR REDUCTION.

D. BOTH B AND C.

D. BOTH B AND C.

YOU WOULD USE A COLLAPSIBLE SPACER TO:

A. MINIMIZE WHEEL BEARING END-PLAY.

B. SET THE PINION DEPTH OF MESH.

C. SET THE PINION BEARING PRELOAD.

D. POSITION THE SIDE BEARINGS IN THE CASE.

C. SET THE PINION BEARING PRELOAD.

THE TRANSMISSION SHOWN ABOVE IS:

A. A WIDE RATIO 4-SPEED.

B. A SYNCHRONIZED 3-SPEED.

C. A SYNCHRONIZED 4-SPEED.

D. A FULLY SYNCHRONIZED 5-SPEED. (POSSIBLE CORRECT AWNSER)

D. A FULLY SYNCHRONIZED 5-SPEED. (POSSIBLE CORRECT AWNSER)

TO REMOVE A SYNCHRONIZER HUB ASSEMBLY FROM THE MAINSHAFT, YOU WOULD HAVE TO:

A. PRESS THE SYNHRONIZER HUB OFF THE SHAFT.

B. REMOVE THE SNAP RING THAT HOLDS IT ON THE SHAFT.

C. REMOVE THE LOCK PIN AND ROTATE COUNTER-CLOCKWISE.

D. PRESS OFF THE RETAINER THAT HOLDS IT ON THE SHAFT.

A. PRESS THE SYNHRONIZER HUB OFF THE SHAFT.

RING GEAR RUN-OUT IS MEASURED WITH A:

A. MICROMETER DEPTH GAUGE.

B. FEELER GAUGE.

C. VERNIER GAUGE.

D. DIAL INDICATOR.

D. DIAL INDICATOR.

WHAT IS THIS PART BELOW CALLED?

A. A TRANSMISSION SYNCHRONIZER.

B. A CLUTCH THROW-OUT BEARING.

C. A DIFFERENTIAL SIDE GEAR.

D. A TRANSMISSION INTERLOCK.

A. A TRANSMISSION SYNCHRONIZER.

THE TRANSAXLE IN THE PICTURE SHOWN ABOVE IS IN:

A. FIRST GEAR.

B. SECOND GEAR. (NOT CORRECT AWNSER)

C. THIRD GEAR.

D. FOURTH GEAR.

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WHILE TEST DRIVING A CAR WITH A 5 SPEED MANUAL TRANSMISSION, YOU NOTICE A NOISE IN ALL GEARS EXCEPT FOURTH (DIRECT). WHAT IS THE MOST LIKELY CAUSE?

A. WORN IDLER SHAFT BEARINGS.

B. A WORN FOURTH GEAR SYNCHRONIZER ASSEMBLY.

C. A WORN PILOT BEARING

D. WORN COUNTER SHAFT BEARINGS.

D. WORN COUNTER SHAFT BEARINGS.

WHEN A TRANSMISSION IS IN OVERDRIVE:

A. THE OUTPUT SHAFT TURNS FASTER THAN THE ENGINE.

B. THE INPUT AND OUTPUT SHAFTS BOTH TURN FASTER THAN THE ENGINE SPEED.

C. THE REAR WHEELS TURN FASTER THAN THE ENGINE.

D. THE OUTPUT SHAFT TURNS SLOWER THAN THE INPUT SHAFT.

A. THE OUTPUT SHAFT TURNS FASTER THAN THE ENGINE.

THE PURPOSE OF THE COIL SPRINGS SHOWN BELOW IS:

A. TO PREVENT CLUTCH SLIPPAGE WHEN SHIFTING.

B. TO DAMPEN ENGINE FIRING IMPULSES.

C. TO PREVENT CLUTCH DRAG WHEN SHIFTING.

D. TO INCREASE FORCE ON THE CLUTCH DISC AT HIGHER SPEEDS.

B. TO DAMPEN ENGINE FIRING IMPULSES.

WHICH OF THE FOLLOWING IS TRUE?

A. MANUAL TRANSMISSIONS USE 90 WEIGHT GEAR LUBE.

B. MANUAL TRANSMISSIONS USE ATF LUBE.

C. SYNTHETIC LUBE IS AVAILABLE IN BOTH ATF AND 90 WEIGHT.

D. ALL OF THE ABOVE.

D. ALL OF THE ABOVE.

YOU ARE INSTALLING A CONSTANT VELOCITY (CV) BOOT. WHICH OF THE FOLLOWING SHOULD YOU DO?

A. WARM THE NEW BOOT IN HOT WATER SO IT CAN BE EASILY STRETCHED OVER THE CV JOINT.

B. MARK THE POSITION OF THE OLD BOOT SO YOU CAN INSTALL THE REPLACEMENT BOOT IN THE SAME LOCATION.

C. TURN THE BOOT INSIDE OUT SO IT CAN BE ROLLED OVER THE CV JOINT EASILY.

D. ALL OF THE ABOVE.

A. WARM THE NEW BOOT IN HOT WATER SO IT CAN BE EASILY STRETCHED OVER THE CV JOINT.

YOU ARE TROUBLESHOOTING A FRONT WHEEL DRIVE AXLE. A CLUNKING NOISE ON ACCELERATION WOULD MOST LIKELY BE THE RESULT OF:

A. A WORN OUTER CV JOINT.

B. A FAULTY WHEEL BEARING.

C. A WORN INNER CV JOINT.

D. NONE OF THE ABOVE.

C. A WORN INNER CV JOINT.

WHICH OF THE FOLLOWING IS TRUE REGARDING THE TRANSAXLE PICTURED BELOW?

A. DIFFERENTIAL BEARING PRELOAD CAN BE ADJUSTED BY USING SELECTIVE SIZED SHIMS.

B. DIFFERENTIAL BEARING PRELOAD CAN BE ADJUSTED BY USE OF COLLAPSIBLE SPACERS AND A TORQUE WRENCH.

C. FINAL DRIVE GEAR DEPTH OF MESH CAN BE ADJUSTED BY USE OF A COLLAPSIBLE SPACER.

D. FINAL DRIVE GEAR BACKLASH CAN BE ADJUSTED BY USING SELECTIVE SIZED SHIMS.

A. DIFFERENTIAL BEARING PRELOAD CAN BE ADJUSTED BY USING SELECTIVE SIZED SHIMS.

A CAR HAS REAR LEAF SPRING SUSPENSION. HOW WOULD YOU ADJUST THE DIFFERENTIAL PINION NOSE ANGLE?

A. PUT THE SPRING SHACKLE BOLTS IN HIGHER OR LOWER HOLES AS NEEDED.

B. USE TAPERED SHIMS BETWEEN THE SPRINGS AND AXLE HOUSING.

C. CHANGE THE CAM BOLT SETTINGS ON THE CONTROL ARMS.

D. ADD OR REMOVE SPRING LEAVES AS NEEDED.

B. USE TAPERED SHIMS BETWEEN THE SPRINGS AND AXLE HOUSING.

WHICH OF THE FOLLOWING WOULD MOST LIKELY CAUSE A VIBRATION AT HIGHWAY SPEEDS?

A. A WORN CLUTCH DISC.

B. A WORN CV JOINT.

C. A TORN CV BOOT.

D. A WORN FLYWHEEL WITH HOT SPOTS AND GROOVES.

B. A WORN CV JOINT.

THE FINAL DRIVE PINION HAS 11 TEETH. THE RING GEAR HAS 41 TEETH. THE REAR AXLE RATIO IS:

A. 4.11:1.

B. 3.73:1.

C. 3.08:1.

D. 2.72:1.

B. 3.73:1

A 5 SPEED TRANSMISSION IS VERY HARD TO SHIFT IN EVERY GEAR.WHAT SHOULD BE CHECKED FIRST?

A. WORN OR BADLY ADJUSTED CLUTCH LINKAGE.

B. WORN OR BROKEN TEETH ON THE INPUT GEAR.

C. A SLIPPING CLUTCH DISC.

D. WEAK OR BROKEN PRESSURE PLATE SPRINGS.

A. WORN OR BADLY ADJUSTED CLUTCH LINKAGE.

WHAT IS THE PRIMARY FUNCTION OF THE "C" WASHERS IN THE DIFFERENTIAL ASSEMBLY BELOW?

A. ADJUST THE TENSION OF THE PRELOAD SPRINGS.

B. CENTER THE THRUST PLATES.

C. TRANSFER PRESSURE TO THE CONES AND SIDE GEARS.

D. NONE OF THE ABOVE.

A. ADJUST THE TENSION OF THE PRELOAD SPRINGS.

THE CLUTCH CHATTERS AS YOU START OFF IN FIRST GEAR. WHAT COULD CAUSE THIS TO HAPPEN?

A. CONTAMINATED OR WORN CLUTCH LININGS.

B. UNEVEN OR IRREGULAR FLYWHEEL SURFACE.

C. LOOSE OR BROKEN ENGINE MOUNTS.

D. ALL OF THE ABOVE.

D. ALL OF THE ABOVE.

THE REAR TRANSMISSION SEAL IS LEAKING. THE EXTENSION HOUSING BUSHING IS WORN AND SCORED. WHAT IS THE LIKELY CAUSE OF THIS PROBLEM?

A. A WORN OUTPUT SHAFT.

B. TOO MUCH DRIVE SHAFT END PLAY.

C. LOOSE OR WORN COUNTERSHAFT BEARINGS.

D. A BADLY SCORED SLIP YOKE OUTER DIAMETER.

D. A BADLY SCORED SLIP YOKE OUTER DIAMETER.

RING AND PINION GEARS ARE WHICH TYPE OF GEAR?

A. SIDE GEARS.

B. PLANETARY GEARS

C. SPUR GEARS.

D. HELICAL GEARS.

D. HELICAL GEARS.

A FEW DAYS AFTER A LIMITED SLIP DIFFERENTIAL OVERHAUL YOU NOTICE THE DIFFERENTIAL CHATTERS DURING LOW-SPEED TURNS. WHAT IS THE LIKELY CAUSE OF THIS PROBLEM?

A. THE WRONG LUBRICANT WAS USED.

B. A PRELOAD SPRING IS BROKEN.

C. THE CLUTCH PACK GUIDES WERE INSTALLED BACKWARDS.

D. A SIDE GEAR IS FROZEN TO THE AXLE SHAFT.

A. THE WRONG LUBRICANT WAS USED.

A BAD THROW-OUT BEARING WILL:

A. MAKE A NOISE AND/OR A VIBRATION WHEN THE CLUTCH PEDAL IS PUSHED TO THE FLOOR WHILE THE ENGINE IS RUNNING.

B. CAUSE THE CLUTCH TO SLIP.

C. MAKE A NOISE AND/OR A VIBRATION WHEN THE ENGINE IS RUNNING AND THE CLUTCH PEDAL IS RELEASED.

D. NONE OF THE ABOVE.

A. MAKE A NOISE AND/OR A VIBRATION WHEN THE CLUTCH PEDAL IS PUSHED TO THE FLOOR WHILE THE ENGINE IS RUNNING.

A CUSTOMER COMPLAINS OF A LOUD CLUNKING NOISE WHEN ENGAGING THE CLUTCH. WHICH OF THE FOLLOWING IS THE LEAST LIKELY CAUSE?

A. A LOOSE PINION GEAR NUT.

B. A WORN UNIVERSAL JOINT.

C. WORN RING AND PINION GEARS.

D. A WORN AXLE BEARING.

D. A WORN AXLE BEARING.

A WORN SYCHRONIZER CAN CAUSE:

A. EXCESSIVE MAIN SHAFT-END PLAY.

B. GEAR POP OUT.

C. A DYNAMIC VIBRATION.

D. ALL OF THE ABOVE.

B. GEAR POP OUT.

A CLICKING NOISE THAT COMES FROM THE DRIVE AXLE ON A FRONT WHEEL DRIVE (FWD) VEHICLE WHILE CORNERING WOULD LIKELY BE CAUSED BY:

A. A WORN OUTER CV JOINT.

B. A WORN INNER CV JOINT.

C. A DEFECTIVE INTERMEDIATE SHAFT.

D. NONE OF THE ABOVE.

A. A WORN OUTER CV JOINT.

IN THE REAR END DRAWING ABOVE, A COLLAPSIBLE SPACER IS LOCATED:

A. AT 1 ONLY. (POSSIBLE CORRECT AWNSER)

B. AT BOTH 1 AND 2.

C. AT BOTH 3 AND 4.

D. AT 2 ONLY.

A. AT 1 ONLY. (POSSIBLE CORRECT AWNSER)

YOU HAVE DRAINED THE TRANSMISSION AND FOUND BRASS COLORED PARTICLES IN THE OLD LUBRICANT. WHICH OF THE FOLLOWING COULD CAUSE THIS?

A. A WORN COUNTER GEAR.

B. A WORN SYNCHRONIZER ASSEMBLY.

C. A WORN SHIFT FORK.

D. A WORN IDLER GEAR.

B. A WORN SYNCHRONIZER ASSEMBLY.

WHAT SHOULD YOU NOT DO WHEN INSTALLING A SEAL IN THE TRANSMISSION EXTENSION HOUSING?

A. CLEAN THE SEALING SURFACE ON THE SHAFT OR FLANGE THOROUGHLY.

B. APPLY LUBRICANT TO LIP EDGES.

C. APPLY A HIGH QUALITY GASKET SEALER TO THE LIP OF THE SEAL.

D. POSITION THE GARTER SPRING SO THAT IT FACES THE FLUID TO BE RETAINED.

C. APPLY A HIGH QUALITY GASKET SEALER TO THE LIP OF THE SEAL.

WHILE REPLACING THE DIFFERENTIAL PINION OIL SEAL, YOU FIND THE SURFACE OF THE COMPANION FLANGE IS GROOVED. WHAT SHOULD YOU DO?

A. REPLACE THE DRIVE PINION.

B. SAND THE SEALING SURFACE TO REMOVE THE GROOVE.

C. REPLACE THE COMPANION FLANGE.

D. ADD A SHIM TO CHANGE THE SEAL SURFACE POSITION.

C. REPLACE THE COMPANION FLANGE.

A CUSTOMER COMPLAINS THAT A HOWLING NOISE IS HEARD ON LIGHT ACCELERATION, BUT NOT ON COAST. WHAT IS THE MOST LIKELY CAUSE?

A. WORN RING AND PINION GEARS.

B. A WORN WHEEL BEARING.

C. WORN DIFFERENTIAL PINION GEARS.

D. WORN THRUST BUSHINGS.

A. WORN RING AND PINION GEARS.

WHICH GEAR IN A 4 SPEED TRANSMISSION IS MOST LIKELY TO HAVE STRAIGHT-CUT TEETH?

A. OVERDRIVE.

B. REVERSE GEAR.

C. DIRECT DRIVE.

D. FIRST GEAR.

B. REVERSE GEAR.

A VEHICLE IS STANDING STILL AND THE CLUTCH PEDAL HAS BEEN HELD TO THE FLOOR FOR SEVERAL SECONDS. THE GEARS CLASH WHEN SHIFTING INTO REVERSE. WHAT IS THE MOST LIKELY CAUSE OF THIS PROBLEM?

A. WORN OR LOOSE OUTPUT SHAFT BEARING.

B. BENT SPLINES ON COUNTERSHAFT.

C. MALADJUSTED CLUTCH.

D. RUSTED OR TIGHT PIVOTS ON THE SHIFT LINKAGE.

C. MALADJUSTED CLUTCH.