Air causes a gap in the hydraulic fluid flow because the fluid has to compress the air before it can apply the piston. This delay causes the spongy feel. The other choices do not affect this concern.

Excessive tire pressure is the exception because this fault will cause tire wear but not a pull. Low or uneven tire pressure can cause a pull.

Both technicians are wrong. The brakes on quick take up systems use the same bleeding procedure as those without this valve.

A short push rod length will have to travel farther for contact and result in excessive pedal travel.

Both technicians are wrong because the problem is in the power booster. Excessive freeplay delays application and air in the hydraulic system will cause a spongy pedal.

The greatest drawback of drum brakes is that they are susceptible to fade. Brake fade is loss of stopping power that occurs when excessive heat reduces friction between brake shoe linings and drum. There are four types of brake fade. Mechanical fade occurs when the brake drum gets so hot it expands away from the brake linings. If the brake drum is machined beyond its limit the contact surface is further from the brake shoes and they move outward to maintain contact with the drum, causing the brake pedal to drop toward the floor as additional brake fluid moves into the hydraulic system. The other 3 choices would not cause brake fade.

The leak must be repaired before the linings are replaced.

The metering valve controls the pressure to the front disc brakes on a combination system and if defective can allow too much pressure causing a lock-up. The other choices will not do this.

A seized caliper piston could cause the pedal to be high with reduced braking power.

Air in the hydraulic system is the only choice that creates a spongy pedal.

Disc brake squeal is often caused by movement of the disc brake pad during braking. To reduce disc brake squeal, all mating surfaces of the brake should be clean and lubricated. Always use OEM recommended clips and anti-squeal shims. To further reduce noise, do not machine a disc brake rotor more than absolutely necessary. Technician A is wrong because the proportioning valve only affects brake lockup and is not used on 4-wheel disc brakes only on disc/drum combinations.

Insufficient clearance between the pads and caliper slider causes the slider not to move and only applies one brake pad causing only that pad to wear. Technician A is wrong because excessive rotor runout will cause brake pulsations with no effect on wear.

Technician A is right because if the master cylinder pushrod is too short that will be a delay in application. Technician B is wrong because a faulty residual check valve if used will cause a spongy pedal due to the ingress of air.

Both technicians are wrong because this is how power brakes are supposed to operate.

Both technicians are correct.

The engine must be off to deplete the vacuum reservoir to test the booster.

Brinelling is defined as indentations in the race caused by impact loads or vibrations.

A front wheel bearing is shown in the figure.

Both technicians are correct.

You torque an adjusting nut to a specified torque and back off the nut till it lines up with the hole and install the cotter pin. Technician B is wrong because backing off the castle nut will not cause the bearing to overheat.

Both technicians are correct.

Both technicians are correct.

This is the standard process by many OEMS when a new rotor is installed. Technician A is wrong because recalibration is not required for these sensors.

If the amber light is on it indicates an ABS fault and the system will revert to regular brake operation without ABS. Technician A is wrong because the parking brake only affects the RED Brake Light not the amber.