(Update 2-4-24) Here's some feedback after taking the test: I believe the test called "Limp-In Mode" Limp-Home Mode. Basically it is caused by a shift solenoid circuit issue most of the time (out of the reasons shown at 1:07 ). Rule out the obvious bad answers (such as epc solenoid). A6 Electrical Diagnosis plays a HUGE role in the test. Lots of wiring diagram questions about open circuits/short circuits. A few DMM results-style questions on wiring diagrams. There was a question similar to 3:46 . Overall a decent miniseries, in all honesty its a review of the core basics. I did not cover stall testing, noise and vibration diagnosis, bushing info, and transaxle specific info. If I were to do a video #5, it would be on transaxle specifics, such as how the chain (if applicable) is driven and final gear seal diagnosis.
You should still add answers may be easy for you but not to others. May help with our current knowledge if we know if we got it right or wrong and to see where we need improvement. Great videos by the way helps a ton to see components. @@OldSchoolNoe
There is no questions about general maintenance on the A2 Test. The closest one I can think of is checking transmission fluid on a transmission without a dipstick.
@ 2:45 QUESTION 1 = B I believe I may need more help on the trans charts like the @3:40 and @4:00 shift solenoid charts. @5:00 2 = B Subscribed! Also ASE store is closed till April 10, 2024 so I can't purchase the original study guide yet. Thank you for making these videos. I know it takes time away from your personal life. Much appreciated!
That last question, answer is C, throttle position sensor. Are you familiar with throttle position sensor testing using a scanner? Parked, with KOEO, slowly go wide open throttle while graphing the voltage value of the TPS, then slowly let go of the throttle. The graph should look like an upside down U. A defective TPS will have "a glitch" in the waveform. Also a "failed" TPS will not even make a waveform. It will be a straight line throughout the test, in this case the computer will think the vehicle is at a specific throttle position and upshift according to that throttle position. You chose "B," Idle Air Control Valve. It basically does what it is named, it controls the air coming in at idle. If it lets too much air in, the fuel trims will increase. Not enough air in the engine could have a weak idle, see it does not affect shifting. The chart at 3:40 , In overdrive, if the vehicle does not have 3rd and 4th gear, what could be the cause?
@@j.gtheautotech8455 Did you run out of time during the test? How confident are you with the electrical questions? Seems like you got the basics mastered.
The correct answer is "C" the throttle position sensor. (A) is incorrect because the oxygen sensors give feedback to adjust the fuel trims. Fuel trim data will not make the transmission/transaxle upshift harshly. (B) is incorrect because the idle air control valve controls how much air "bypasses" the throttle body during idle. In theory it only affects the engine during idle and not during upshifts. (D) is incorrect because the intake air temperature sensor lets the computer know the temperature of the air going into the engine. If it fails, it can fail at one extreme and stay that way, either very low (like -32 °F or a very high temperature). This will not cause harsh upshifts during normal acceleration. (C) was correct because a failed (TPS) sensor will not inform the PCM about the amount the throttle body is opening. In theory the throttle body would open but the throttle position sensor won't register it. So a bunch of air is suddenly let into the engine, without the computer knowing (It seems PCM takes the value of the TPS sensor over MAF sensor), so yeah this will cause some symptoms, including a harsh upshift. If you haven't, you should do a study on engine performance (A8). There is lots of engine performance issues that tie into the automatic transmission, this question was a fantastic example of that.
![ASE Test Prep - [PASS] the L1 Advanced Engine Performance](/img/n.gif)
(Update 2-4-24) Here's some feedback after taking the test: I believe the test called "Limp-In Mode" Limp-Home Mode. Basically it is caused by a shift solenoid circuit issue most of the time (out of the reasons shown at 1:07 ). Rule out the obvious bad answers (such as epc solenoid). A6 Electrical Diagnosis plays a HUGE role in the test. Lots of wiring diagram questions about open circuits/short circuits. A few DMM results-style questions on wiring diagrams.
There was a question similar to 3:46 .
Overall a decent miniseries, in all honesty its a review of the core basics. I did not cover stall testing, noise and vibration diagnosis, bushing info, and transaxle specific info. If I were to do a video #5, it would be on transaxle specifics, such as how the chain (if applicable) is driven and final gear seal diagnosis.
Where are the answers to all the questions you ask during these videos?
they should be pretty easy to figure out, which one are you wondering most about?
You should still add answers may be easy for you but not to others. May help with our current knowledge if we know if we got it right or wrong and to see where we need improvement. Great videos by the way helps a ton to see components. @@OldSchoolNoe
I agree @oldschoolnoe . We’re left with doubt . Same thing with the ending ASE questions. You’re videos are very helpful though.
I take my a2 on Friday you’re a life saver
Amazing thank you so much for making these videos. You should make more, you condense all important material into short videos. I love it
I just want to let you know I found your videos the most helpful, I took my last ASE a2 Saturday got a 43 out of 50 thank you sir
Can you do a video general maintenance for Ase test
There is no questions about general maintenance on the A2 Test. The closest one I can think of is checking transmission fluid on a transmission without a dipstick.
Thank you for creating this content. Found all the A2 material very useful for the official test.
@ 2:45 QUESTION
1 = B
I believe I may need more help on the trans charts like the @3:40 and @4:00 shift solenoid charts.
@5:00 2 = B
Subscribed! Also ASE store is closed till April 10, 2024 so I can't purchase the original study guide yet. Thank you for making these videos. I know it takes time away from your personal life. Much appreciated!
That last question, answer is C, throttle position sensor.
Are you familiar with throttle position sensor testing using a scanner? Parked, with KOEO, slowly go wide open throttle while graphing the voltage value of the TPS, then slowly let go of the throttle. The graph should look like an upside down U. A defective TPS will have "a glitch" in the waveform. Also a "failed" TPS will not even make a waveform. It will be a straight line throughout the test, in this case the computer will think the vehicle is at a specific throttle position and upshift according to that throttle position.
You chose "B," Idle Air Control Valve. It basically does what it is named, it controls the air coming in at idle. If it lets too much air in, the fuel trims will increase. Not enough air in the engine could have a weak idle, see it does not affect shifting.
The chart at 3:40 , In overdrive, if the vehicle does not have 3rd and 4th gear, what could be the cause?
😂 I meant C on the last one lol I still got it wrong for not looking good at the letters. 3-4 clutch.
@@j.gtheautotech8455 Did you run out of time during the test? How confident are you with the electrical questions? Seems like you got the basics mastered.
what is the answer to the last question "B"?
The correct answer is "C" the throttle position sensor.
(A) is incorrect because the oxygen sensors give feedback to adjust the fuel trims. Fuel trim data will not make the transmission/transaxle upshift harshly.
(B) is incorrect because the idle air control valve controls how much air "bypasses" the throttle body during idle. In theory it only affects the engine during idle and not during upshifts.
(D) is incorrect because the intake air temperature sensor lets the computer know the temperature of the air going into the engine. If it fails, it can fail at one extreme and stay that way, either very low (like -32 °F or a very high temperature). This will not cause harsh upshifts during normal acceleration.
(C) was correct because a failed (TPS) sensor will not inform the PCM about the amount the throttle body is opening. In theory the throttle body would open but the throttle position sensor won't register it. So a bunch of air is suddenly let into the engine, without the computer knowing (It seems PCM takes the value of the TPS sensor over MAF sensor), so yeah this will cause some symptoms, including a harsh upshift.
If you haven't, you should do a study on engine performance (A8). There is lots of engine performance issues that tie into the automatic transmission, this question was a fantastic example of that.