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ASE Automobile

A2 Automatic Transmission / Transaxle — practice test

Studying for A2 (Automatic Transmission / Transaxle)? Overhaul Prep has 121 verified A2 questions written to the current task list — in the same formats the real exam uses (direct, Technician A/B, EXCEPT and most-likely-cause). Every answer comes with a written explanation, so you learn why instead of memorising a letter.

121A2 questions
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9,711questions in total
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Sample A2 questions

Straight from the bank — answers highlighted, with the explanation underneath.

During acceleration, torque multiplication in a fluid torque converter is produced primarily by the:

  1. Turbine, which drives the transmission input shaft
  2. Stator, which redirects fluid returning from the turbine back into the impeller
  3. Lockup clutch, which mechanically couples the engine to the input shaft
  4. Impeller, which is bolted directly to the flexplate
WhyThe stator rides on a one-way clutch between the turbine and impeller and redirects returning fluid in the direction of impeller rotation, multiplying torque up to roughly 2:1 at stall; above the coupling point the one-way clutch overruns and multiplication stops. The impeller moves the fluid but does not by itself multiply torque.

A stall test is being performed. Technician A says a stall speed several hundred rpm ABOVE specification indicates a slipping clutch or band inside the transmission. Technician B says a stall speed well BELOW specification can be caused by an engine that is down on power or by a slipping (freewheeling) stator one-way clutch. Who is correct?

  1. Technician A only
  2. Technician B only
  3. Both Technicians A and B
  4. Neither Technician
WhyBoth are correct: excessive stall speed means the holding device for the tested gear is slipping (converter is delivering torque the transmission can't hold), while a low reading points to an engine power deficiency or a stator clutch that won't lock to multiply torque.

A belt-type CVT was serviced with conventional Dexron-type ATF instead of the specified CVT fluid. The MOST likely result is:

  1. Smoother operation and improved fuel economy
  2. Belt-to-pulley slippage and shudder because the fluid's friction coefficient is too low for reliable metal-to-metal grip
  3. Higher line pressure and unusually harsh shifts
  4. No effect, because all automatic transmission fluids are equivalent
WhyCVT fluid is formulated for a high metal-to-metal coefficient of friction so the belt grips the pulleys, whereas conventional ATF contains friction modifiers that reduce that grip. The wrong fluid therefore causes belt slip, shudder, and rapid pulley/belt wear.

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