change time MITSUBISHI MONTERO 1991 User Guide
[x] Cancel search | Manufacturer: MITSUBISHI, Model Year: 1991, Model line: MONTERO, Model: MITSUBISHI MONTERO 1991Pages: 1333, PDF Size: 24.61 MB
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![MITSUBISHI MONTERO 1991 User Guide
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Service Labor Times](/img/19/57332/w960_57332-721.png "MITSUBISHI MONTERO 1991 User Guide
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Service Labor Times")
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Service Labor Times
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Application Hours
30,000 (60,000) 50,000
Application Mile Service Mile Service
2.6L 4-Cylinder
Automatic Transmission .... 7.9 (8.9) ................. 2.6
Manual Transmission ....... 6.9 (7.9) ................. 2.6
3.0L V6
Automatic Transmission .... 6.1 (10.6) ................ 2.6
Manual Transmission ....... 5.1 (9.6) ................. 2.6
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112,500 MILE (180,000 KM) SERVICE
112,500 MILE (180,000 KM) SERVICE \
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Service Or Inspect
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Verify Last Major Service Was Performed
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Change Engine Oil
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Lubrication Specifications
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Application Specification
Engine Oil (
1)
Minimum Temperature
Greater Than 32
F (0
C) ...... SAE 20W-40 Or 20W-50 API SG/CD
Greater Than -10
F (-23
C) ..... SAE 10W-30, 10W-40 API SG/CD
Maximum Temperature
Less Than 60
F (16
C) .......... SAE 5W-30 Or 5W-40 API SG/CD
(
1) - Since temperature ranges for different oil grades overlap,
brief fluctuations in outside temperatures are no cause for
concern.
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Fluid Capacities
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Application Quantity
Engine Oil
1987 ......................................... 5.2 Qts. (5.0L)
1988 ......................................... 5.0 Qts. (4.8L)
1989-92 ...................................... 5.5 Qts. (5.3L)
1993-95 ...................................... 5.2 Qts. (4.9L)
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120,000 MILE (192,000 KM) SERVICE
120,000 MILE (192,000 KM) SERVICE \
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Service Or Inspect
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Verify Last Major Service Was Performed
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Valve Clearance (Jet Valve Only)
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right several times. Start engine, and turn steering wheel back and
forth to raise fluid temperature to approximately 122-140F (50-60C).
3) With engine idling, gradually close shutoff valve of
pressure gauge to increase hydraulic pressure. If idle speed does not
increase 200-250 RPM when fluid pressure reaches 213-284 psi (15-20
kg/cm
), replace power steering idle-up switch.
4) Gradually open shutoff valve. If engine speed does not
return to curb idle speed between 100-142 psi (7-10 kg/cm
), replace
power steering idle-up switch. Remove testing equipment. Bleed air
from system as in step 2).
IGNITION SYSTEM
NOTE: For basic ignition checks, see F - BASIC TESTING article in
ENGINE PERFORMANCE Section.
TIMING CONTROL SYSTEMS
Crank Angle Sensor
Crank angle sensor is located inside distributor on SOHC
engines and is attached to cylinder head on DOHC engines. If
malfunction occurs, Code 22 will set. For testing procedure, see
appropriate G - TESTS W/CODES article in the ENGINE PERFORMANCE
Section.
EMISSION SYSTEMS & SUB-SYSTEMS
EXHAUST GAS RECIRCULATION (EGR)
System Testing (Federal)
1) Disconnect Green-striped hose from throttle body, and
connect vacuum pump to hose end. Plug nipple where hose was connected
to throttle body. When engine is cold, 122
F (50C) or less, and at
idle, apply vacuum to disconnected hose. If idle does not change and
vacuum bleeds down, system is okay.
2) When engine is hot, 205
F (95C), and at idle, apply 1.8
in. Hg. If idle does not change and vacuum holds, system is okay.
Using a vacuum pump, apply 7.7 in. Hg. If idle becomes unstable or
engine stalls (and vacuum holds), system is okay.
System Testing (California)
1) Connect vacuum "T" fitting into Green-striped hose from
EGR valve, and connect vacuum gauge to vacuum tee. When engine coolant
temperature is 68
F (20C) or less and engine is idling, snap throttle
open to race engine. If no change in vacuum reading is detected on
gauge, system is okay.
2) When engine coolant temperature is 158
F (70C) or more
and engine is idling, snap throttle open to race engine. If vacuum
increases to 3.9 in. Hg or higher, system is okay.
3) Using vacuum pump, apply specified vacuum to open EGR
valve. See EGR VALVE SPECIFICATIONS table. If idle becomes unstable or
engine stalls, system is okay.
EGR Control Solenoid Valve (Pickup & Ram-50, California)
1) EGR control solenoid valve is located near left shock
tower. Label and disconnect vacuum hoses and wiring harness from
solenoid valve.
2) Connect hand vacuum pump to vacuum nipple where Green-
striped vacuum hose was connected. Apply vacuum and ensure vacuum does
not hold. Apply battery voltage to one terminal of solenoid, and
ground other. Ensure vacuum holds.
Page 874 of 1333
PROCEDURE chart after repairs. Ensure charts apply to engine
being tested.
DRB-II KEY FUNCTIONS
* YES or Down Arrow & NO or Up Arrow
Keys will move lines on screen up or down allowing you to
choose an item or scroll through all selections
available.
* F1 & F2 Keys
Keys are used to scroll through sensor displays.
* ATM Key
Key will return you to previous screen.
* ENTER Key
Allows you to select a test or display. The flashing
arrow must be on the display you wish to select. Pressing
ENTER in the sensor state will cause display to change
from a 3-line display to a 1-line display.
* F3 Key
Key is used to display a help screen. This key may be
used at any time.
* Number Keys
Keys are used for choosing a display or test by the
number for the test or display.
* READ/HOLD Key
Key is used to freeze any sensor display.
* MODE & ATM Key
Pressing MODE and ATM key at the same time will cause
DRB-II to reset to copyright screen.
ENTERING ON-BOARD DIAGNOSTICS (USING DRB-II)
* PLEASE READ THIS FIRST *
1) Before entering on-board diagnostics, refer to PRETEST
INSPECTION in this article. Turn ignition off. Locate self-diagnostic
connector. See SELF-DIAGNOSTIC TEST CONNECTOR LOCATION table in this
article. Using appropriate Mitsubishi cartridge and adapter, connect
DRB-II to diagnostic connector.
2) Ensure all accessories are off. Turn ignition on. All
character positions will illuminate and copyright information will
appear on screen for a few seconds.
3) If DRB-II screen displays an error message, refer to DRB-
II ERROR SCREENS in this article. The DRB-II will offer 4 menus:
VEHICLES TESTED, HOW TO USE, CONFIGURE and SELECT VEHICLE.
VEHICLES TESTED
Press "1" key or ENTER key when VEHICLES TESTED appears on
DRB-II. DRB-II shows models covered by cartridge. Screen will display
for 5 seconds and return to DRB-II menu. To return to DRB-II menu
sooner, press ATM key.
HOW TO USE
Press "2" key or press down arrow to display HOW TO USE
option and press ENTER. Press and hold F3 key. DRB-II displays
instructions for cartridge usage. To return to DRB-II menu, press ATM
key.
CONFIGURE
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problem symptoms. For model-specific Trouble Shooting,
refer to DIAGNOSTIC, or TESTING articles available in the
section(s) you are accessing.
BASIC HEATER SYSTEM TROUBLE SHOOTING CHART
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CONDITION POSSIBLE CAUSE \
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Insufficient, Erratic,
or No Heat
Low Coolant Level
Incorrect thermostat.
Restricted coolant flow through
heater core.
Heater hoses plugged.
Misadjusted control cable.
Sticking heater control valve.
Vacuum hose leaking.
Vacuum hose blocked.
Vacuum motors inoperative.
Blocked air inlet.
Inoperative heater blower motor.
Oil residue on heater core fins.
Dirt on heater core fins. \
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Too Much Heat
Improperly adjusted cables.
Sticking heater control valve.
No vacuum to heater control valve.
Temperature door stuck open. \
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Air Flow Changes During
Acceleration
Vacuum system leak.
Bad check valve or reservoir. \
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Air From Defroster At All
Times
Vacuum system leak.
Improperly adjusted control cables.
Inoperative vacuum motor. \
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Blower Does Not Operate
Correctly
Blown fuse.
Blower motor windings open.
Resistors burned out.
Motor ground connection loose.
Wiring harness connections loose.
Blower motor switch inoperative.
Blower relay inoperative.
Fan binding or foreign object
in housing.
Fan blades broken or bent. \
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BRAKES
BRAKE SYSTEM TROUBLE SHOOTING
NOTE: This is GENERAL information. This article is not intended
to be specific to any unique situation or individual vehicle
configuration. The purpose of this Trouble Shooting
information is to provide a list of common causes to
problem symptoms. For model-specific Trouble Shooting,
refer to SUBJECT, DIAGNOSTIC, or TESTING articles available
in the section(s) you are accessing.
Page 1271 of 1333
but it cannot figure out the throttling action. In other words, it
cannot distinguish the throttling from an open circuit (de-energized)
condition.
Yet current controlled injectors will still yield a
millisecond on-time reading on these DVOMs. You will find it is also
always the same, regardless of the operating conditions. This is
because it is only measuring the initial completely-closed circuit on-
time, which always takes the same amount of time (to lift the injector
pintle off its seat). So even though you get a reading, it is useless.
The second limitation is that a few erratic conditions can
cause inaccurate readings. This is because of a DVOM's slow display
rate; roughly two to five times a second. As we covered earlier,
measurements in between display updates get averaged. So conditions
like skipped injector pulses or intermittent long/short injector
pulses tend to get "averaged out", which will cause you to miss
important details.
The last limitation is that varying engine speeds can result
in inaccurate readings. This is caused by the quickly shifting
injector on-time as the engine load varies, or the RPM moves from a
state of acceleration to stabilization, or similar situations. It too
is caused by the averaging of all measurements in between DVOM display
periods. You can avoid this by checking on-time when there are no RPM
or load changes.
A lab scope allows you to overcome each one of these
limitations.
Checking Injector On-Time With Dwell Or Duty
If no tool is available to directly measure injector
millisecond on-time measurement, some techs use a simple DVOM dwell or
duty cycle functions as a replacement.
While this is an approach of last resort, it does provide
benefits. We will discuss the strengths and weaknesses in a moment,
but first we will look at how a duty cycle meter and dwell meter work.
How A Duty Cycle Meter and Dwell Meter Work
All readings are obtained by comparing how long something has
been OFF to how long it has been ON in a fixed time period. A dwell
meter and duty cycle meter actually come up with the same answers
using different scales. You can convert freely between them. See
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE .
The DVOM display updates roughly one time a second, although
some DVOMs can be a little faster or slower. All measurements during
this update period are tallied inside the DVOM as ON time or OFF time,
and then the total ratio is displayed as either a percentage (duty
cycle) or degrees (dwell meter).
For example, let's say a DVOM had an update rate of exactly 1
second (1000 milliseconds). Let's also say that it has been
measuring/tallying an injector circuit that had been ON a total of 250
mS out of the 1000 mS. That is a ratio of one-quarter, which would be
displayed as 25% duty cycle or 15
dwell (six-cylinder scale). Note
that most duty cycle meters can reverse the readings by selecting the
positive or negative slope to trigger on. If this reading were
reversed, a duty cycle meter would display 75%.
Strengths of Dwell/Duty Meter
The obvious strength of a dwell/duty meter is that you can
compare injector on-time against a known-good reading. This is the
only practical way to use a dwell/duty meter, but requires you to have
known-good values to compare against.
Another strength is that you can roughly convert injector mS
on-time into dwell reading with some computations.
A final strength is that because the meter averages
everything together it does not miss anything (though this is also a
Page 1272 of 1333
severe weakness that we will look at later). If an injector has a
fault where it occasionally skips a pulse, the meter registers it and
the reading changes accordingly.
Let's go back to figuring out dwell/duty readings by using
injector on-time specification. This is not generally practical, but
we will cover it for completeness. You NEED to know three things:
* Injector mS on-time specification.
* Engine RPM when specification is valid.
* How many times the injectors fire per crankshaft revolution.
The first two are self-explanatory. The last one may require
some research into whether it is a bank-fire type that injects every
360
of crankshaft rotation, a bank-fire that injects every 720 , or
an SFI that injects every 720 . Many manufacturers do not release this
data so you may have to figure it out yourself with a frequency meter.
Here are the four complete steps to convert millisecond on-
time:
1) Determine the injector pulse width and RPM it was obtained
at. Let's say the specification is for one millisecond of on-time at a
hot idle of 600 RPM.
2) Determine injector firing method for the complete 4 stroke
cycle. Let's say this is a 360
bank-fired, meaning an injector fires
each and every crankshaft revolution.
3) Determine how many times the injector will fire at the
specified engine speed (600 RPM) in a fixed time period. We will use
100 milliseconds because it is easy to use.
Six hundred crankshaft Revolutions Per Minute (RPM) divided
by 60 seconds equals 10 revolutions per second.
Multiplying 10 times .100 yields one; the crankshaft turns
one time in 100 milliseconds. With exactly one crankshaft rotation in
100 milliseconds, we know that the injector fires exactly one time.
4) Determine the ratio of injector on-time vs. off-time in
the fixed time period, then figure duty cycle and/or dwell. The
injector fires one time for a total of one millisecond in any given
100 millisecond period.
One hundred minus one equals 99. We have a 99% duty cycle. If
we wanted to know the dwell (on 6 cylinder scale), multiple 99% times
.6; this equals 59.4
dwell.
Weaknesses of Dwell/Duty Meter
The weaknesses are significant. First, there is no one-to-one
correspondence to actual mS on-time. No manufacturer releases
dwell/duty data, and it is time-consuming to convert the mS on-time
readings. Besides, there can be a large degree of error because the
conversion forces you to assume that the injector(s) are always firing\
at the same rate for the same period of time. This can be a dangerous
assumption.
Second, all level of detail is lost in the averaging process.
This is the primary weakness. You cannot see the details you need to
make a confident diagnosis.
Here is one example. Imagine a vehicle that has a faulty
injector driver that occasionally skips an injector pulse. Every
skipped pulse means that that cylinder does not fire, thus unburned O2
gets pushed into the exhaust and passes the O2 sensor. The O2 sensor
indicates lean, so the computer fattens up the mixture to compensate
for the supposed "lean" condition.
A connected dwell/duty meter would see the fattened pulse
width but would also see the skipped pulses. It would tally both and
likely come back with a reading that indicated the "pulse width" was
within specification because the rich mixture and missing pulses
offset each other.
This situation is not a far-fetched scenario. Some early GM
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WIR IN G D IA G RAM S YM BO LS
1991 M it s u bis h i M onte ro
WIRING DIAGRAMS
How To Use The Wiring Diagrams
WIRING DIAGRAMS
INTRODUCTION
The wiring diagrams and technical service bulletins,
containing wiring diagram changes, are obtained from the domestic and
import manufacturers. These are checked for accuracy and are all
redrawn into a consistent format for easy use.
All diagrams are arranged with the front of the vehicle at
the left side of the first page and the rear of the vehicle at the
right side of the last page. Accessories are shown near the end of the
diagram.
Components are shown in their approximate location on the
vehicle. Due to the constantly increasing number of components on
vehicles today, it is impossible to show exact locations.
In the past, when cars were simpler, diagrams were simpler.
All components were connected by wires, and diagrams seldom exceeded 4
pages in length. Today some wiring diagrams require more than 16
pages. It would be impractical to expect a service technician to trace
a wire from page 1 across every page to page 16.
Removing some of the wiring maze reduces eyestrain and time
wasted searching across several pages. Today, the majority of diagrams
now follow a much improved format, which permits space for internal
switch details and connector shapes.
Any wires that don't connect directly to their components are
identified on the diagram to indicate where they go. There is a legend
on the first page of each diagram, detailing component location. It
refers you to sub-systems, using grid NUMBERS at the top and bottom of
the page and grid LETTERS on each side. This grid system works in a
manner similar to that of a road map.
HOW TO USE THE WIRING DIAGRAMS
1) On the first page of the diagram, you will find a listing
of major electrical components or systems. Locate the specific
component or system you wish to trace. A grid number and letter will
follow the component's name.
2) Use the grid NUMBERS (arranged horizontally across the top\
and bottom of each page) to find the page of the wiring diagram that
contains the component you're seeking. When you reach this page, use
the grid LETTERS on the side of the page to determine the component's
vertical location.
3) Locate the circuit you need to service. The internals are
shown for switches and relays to assist you in understanding how the
circuit operates.
NOTE: In some of the newer wiring diagram articles in this
product, there is a Legend for the wiring diagrams that has
been created to make locating components easier. For these
articles, there will be a COMPONENT LOCATION MENU title in
the article main menu. These articles will also have the
original legend available on the first graphic.