1.

B X C

2. C

3.A

4.D

5.B

6.C

7.D

8.B

9.A

10.C

11.A X C

12.C

13.C

14.D

15.C

16.B

17.C

18.D X A

19.D

20.C X B

21 .B

22.B X C

23.D

24.C

25.C

26.B
27.C X A

28.C

29.D

30.B

31.D X B

32.C

33.A

34.A X D

35.C

36.C

37.C

38.A

39.A X C

40.B X C

41.B X C

42.D X A

43.A

44.DX C

45.D

46.C

47.B

48.D

49.B X C

50.C X B

51.A

52.D FUEL PRESSURE REGULATOR NOVACUUM= HIGH FUEL PRESSURE=RICH

=HI CO ANSWER C
53.D

54.C

55.D

56.D WRONG EGR OPEN AT IDLE CAUSES INERT GASES TO BE REROUTED

THROUGH THE IM CAUSING ROUGH IDLE/STALL NORMAL OP IS WARM ENGINE
AT CRUISING SPEEDS-BEST RPM TO TEST EGR IS AT IDLE

57.C

58.B

59.D

60.A

61.B

62.C

63.B

64.D

65.A

66.C

67.D

68.C

69.C

70.C

71.B

72.B

73.A WRONG >.5V VOLTAGE DROP INDICATES HI RESISTANCE IN ANY

CIRCIUT VOLTAGE DROP=VOLTAGE UED IN PUSHING CURRENT THROUGH A
RESISTANCE

74.B

75.C

76.B BAD CKT SENSOR DOES NOT CAUSE KNOCK- A RESTRICTED EGR WILL
INCREASE COMBUSTION TEMPS CAUSING NOX AND KNOCK

77.A WRONG ENABLING CRITERIA MUST BE MET FOR MONITORS TO RUN/

PENDING CONDITIONS SUCH AS A FAULT WITH AN 02 SENSOR WILL PREVENT
A SUBSEQUENT SYSTEM FROM RUNNING MONITORS I.E. CATALYST

78.C

79.B WRONG LATE IGNITION TIMING WILL CAUSE WILL CAUSE PEAK
COMPUSTION PRESSURE TO OCCUR TOO LATE IN THE POWER
STROKE=REDUCES CKT VELOCITY AND RPM AND CAUSES LOW INTAKE
VACUUM

80.D

81.C

82.C WRONG TECH A IS CORRECT IN THAT THE TIMING SPECS CAN BE FOUND
ON THE UNDER HOOD LABEL BUT B IS WRONG-TIMING LIGHTS MUST BE
CONNECTED TO A SPECIFIC PLUG WIRE USUALLY NUMBER 1

83.C WRONG TECH A IS WRONG BECAUSE A KINK IN THE FUEL LINE WILL
CAUSE A RESTRICTION AND AERATION AND TECH B IS WRONG BECAUSE
NYLON LINE MAY BE REPAIRED BY REPLACING THE DAMAGED SECTION WITH
A SPLICE AND END CONNECTORS REPLACED

84.D

85.C

86.C CORRECT TECH A IS CORRECT BECAUSE A LEAK IN THE DIAPHRAGM OF

A MECHANICAL FUEL PUMP WILL CAUSE THE PUMP TO NOT BE ABLE TO DRAW
THE PROPER VOLUME OF FUEL OR CAUSE IT TO DRAW AIR. IT MUST BE ABLE
TO BUILD PRESSURE AND HOLD PRESSURE THERE ARE THREE CHECKS MADE
ON A MECHANICAL FUEL PUMP USING A VACUUM/PRESSURE GAUGE: 1ST ON
THE INLET SIDE WE CHECK PUMP VACUUM, WHICH IS THE ABILITY DRAW
FUEL AND CHECKS THE DIAPHRAGM AND INLET AND OUTLET CHECK VALVES,
2ND WE CHECK FOR PROPER PRESSURE 4-8PSI, 3RD CHEC FOR FLOW-2
PTS/MIN OR 15 GAL/HR

87.A

88.C

89.A
90.D WRONG A IS WRONG AS >.5V DROP INDICATES HIGH RESISTANCE (NOT
3.5V) BUT B IS CORRECT BECAUSE IF VOLTAGE DROP OF ENTIRE CIRCUIT IS
EXCESSIVE INDIVIDUAL COMPONENTS MUST BE TESTED TO ISOLATE SOURCE
OF HIGH RESISTANCE

91.D

92.C

93.B

94.B WRONG TECH A IS WRONG 30SEC IS TOO LONG 15 SEC IS USUALLY THE
MAX, TECH B IS WRONG NEVER TEST AT THE COLD CRANK RATING-
SPECIFICATION IS 1/2 THE MAX WITH A CARBON PILE ANSWER IS D-NEITHER

95.A WRONG TECH A IS CORRECT A STUCK OPEN EGR WILL CAUSE A ROUGH
IDLE DUE TO A DILUTED AIR FUEL MIXTURE (LIKE A VACUUM LEAK), BUT TECH
B IS ALSO CORRECT BECAUSE A STUCK CLOSED EGR (ONE THAT DOES
NOT OPERATE OR IS RESTRICTED) WILL CAUSE HIGH COMBUSTION TEMPS
RESULTING IN DETONATION AND NoX NORMAL OPERATION OF THE
EGR IS AT CRUISING SPEEDS IN A WARM ENGINE-IT'S PURPOSE IS TO
COOL DOWN COMBUSTION TEMPS AND REDUCE NoX- THE BEST RPM
TO TEST THE EGR IS AT IDLE WHERE IT WOULD CAUSE THE CHANGE
IN RPM

96.C RESERVE AMPS IS NOT A BATTERY RATING

97.A WRONG A STUCK CLOSED EGR CAN CAUSE SPARK KNOCK, A STUCK
OPEN EGR WILL NOT CAUSE SPARK KNOCK BUT WILL CAUSE OTHER
DRIVEABILITY PROBLEMS- ROUGH IDLE

98.D

99.A

100.B WRONG EMISSIONS REMINDER IS SET TO ILLUMINATE AFTER A SET

TIME MALFUNCTION IDICATOR LAMP ILLUMINATES WHEN THERE IS A FAULT

101.C

102.C WRONG TECH A IS CORRECT THAT THE PCM WILL INCREASE INJECTOR
PULSE WIDTH (HOLD OPEN LONGER) UNDER A LEAN CONDITION, BUT TECH B
IS WRONG BECAUSE SHORT TERM FUEL TRIM IS REDUCED DUE TO A RICH
CONDITION
103.A

104.A

105.C

106.C

107.D

108.C

109.D

110.C

111.B

112.D WRONG A 3 MINUTE CHARGE IS BEING PERFORMED TO DETERMINE IF

THE BATTERY IS STILL SERVICEABLE - A READING OF OVER 15.5 VOLTS
INDICATES A SULFATED BATTERY

113.C

114.D CORRECT- THE THRESHOLD FOR MIL ILLUMINATION IS 1.5 TIMES THE
LIMIT

115.D

116.C

SECTION 6

1.A

2.A

3.C

4.D CORRECT IF AN AIR SYSTEM FAILS THERE WILL BE AN INCREASE IN

HC AND CO

5.C

6.A
7.B

8.A

9.A

10.D

11.A

12.C

13.B

14.C WRONG AN OSCILLISCOPE CAN NOT PERFORM GAS ANALYSIS SO AIR

FUEL RATIO CAN NOT BE TESTED, IT'S SENSOR READINGS CAN BE PLOTTED
BUT NOT THE ACTUAL AIR/FUEL RATIO

15. D WRONG ONLY TECH A IS CORRECT- OVERFILLING THE CRANKCASE CAN

CAUSE THE SPINNING CRANKSHAFT TO WHIP UP THE MOTOR OIL CAUSING
AERATION-WHICH WILL CAUSE THE LIFTER TO COLLAPSE AS THE AIR IS
COMPRESSED IN THE LIFTERS- HIGHER THAN NORMAL OIL PRESSURE WILL
NOT CAUSE HYDRAULIC LIFTERS TO BECOME NOISIER

16.D

17.D CORRECT RESTRICTED EXHAUST CAUSES A CONTINUOUSLY

GRADUAL DROP

18.D CORRECT WORN VALVE SEATS CAUSE COMPRESSION LOSS

19.C

20.C WRONG THROTTLE BODIES DO NOT NECESSARILY NEED TO BE

REMOVED TO BE CLEANED.

21.C WRONG THE FIRST DIGIT OF A P DTC STANDS FOR POWERTRAIN WHICH
IS THE MODULE THAT SET THE CODE THE SECOND DIGIT OF 1 IS A
MANUFACTURER SPECIFIC CODE NOT A GENERIC CODE

22.C

23.B
24.A WRONG INCREASED FUEL DELIVERY IS ACHIEVED THROUGH INCREASED
INJECTOR PULSE WIDTH. A VACUUM OPERATED FUEL PRESSURE REGULATOR
PROVIDES A CONSTANT PRESSURE DROP ACROSS THE INJECTOR TIP
TO COMPENSATE FOR CHANGING MANIFOLD PRESSURE

25.A WRONG -THERE ARE SEVERAL DIFFERENT SYMBOLS FOR GROUND

26.C

27. C

28. C

29.B

30.B WRONG- AN OSCILLISCOPE IS NEED TO TEST AN O2 SENSOR FOR SLOW

RESPONSE

31.A

32.B

33. C WRONG THE COIL ORIFICE IS CLOSED WHEN THE COIL IS COLD

34.B WRONG BECAUSE AN EGR NOT SEATING WOULD CAUSE A ROUGH IDLE
AND A DILUTED INTAKE MIXTURE/MISFIRE AND CAUSE LOWER CO AND A
STUCK OPEN PURGE WOULD CAUSE HC TO BE DRAWN INTO THE INTAKE
DURING IDLE, ENRICHING A/F MIXTURE CAUSING HIGH CO

35.C

36.B WRONG NOTE: MISFIRE=HIGH EMISSIONS; LEAN

CONDITION=HIGH HC AND O2; RICH CONDITION=HIGH HC AND CO;
HIGH COMBUSTION TEMPS=HIGH NoX POWER RELAY HAS NO EFFECT

37.B

38.B

39.B WRONG OVER ADVANCED IGNITION TIMING WILL CAUSE HIGHER

CURRENT DRAW

40.B WRONG THROTTLE BODY ELECTRICAL COMPONENTS MUST BE

REMOVED BEFORE SOAKING IN CLEANER
41. C

42.A WRONG LOW VOLTAGE WILL NOT HARM THE IGNITION SWITCH OR
STARTER B IS WRONG BECAUSE IGNITION SWITCH IS FUSED

43.B

44.C

45.A WRONG OPENS IN THE SECONDARY WINDINGS CAN CAUSE ARC

THROUGH DAMAGING WINDINGS

46.B WRONG TECH A IS CORRECT BECAUSE A PLUGGED PCV AND

EXCESSIVE BLOWBY CAN BOTH CAUSE EXCESSIVE OIL
ACCUMULATION IN THE AIR FILTER HOUSING REMEMBER THAT THE
FUNCTION OF THE PCV IS TO VENT CRANKCASE PRESSURE FROM THE
ENGINE GENERATED BY THE PUMPING ACTION OF THE PISTONS AN
EXCESSIVELY WORN ENGINE'S PVC VALVE CAN'T KEEP UP WITH THE
EXTRA BLOWBY SO THE OIL ENDS UP IN THE AIR BOX

47.C

48.C TECH A IS WRONG CHANGING CMP SENSOR POSITION WILL

MISREPRESENT CAM POSITION

49.B

50.C

51.C

52.A WRONG- DISCONNECTING ALL COMPUTER FEEDS WOULD RESULT IN A

NO-START AND SETTING BASE TIMING AT 2500 WOULD CAUSE AN ADVANCE

53.C CORRECT- A TEST LIGHT CONNECTED TO THE NEGATIVE SIDE OF

AN IGNITION COIL THAT FLICKERS OR BLINKS INDICATES THAT THE
PRIMARY SIDE IGNITION COMPONENTS ARE FUNCTIONING