tires MITSUBISHI MONTERO 1998 Owner's Manual
[x] Cancel search | Manufacturer: MITSUBISHI, Model Year: 1998, Model line: MONTERO, Model: MITSUBISHI MONTERO 1998Pages: 1501, PDF Size: 25.81 MB
Page 1412 of 1501
In certain conditions, the pitch of the exhaust gases may
sound like gear whine. At other times, it may be mistaken for a wheel
bearing rumble.
Tires, especially radial and snow, can have a high-pitched
tread whine or roar, similar to gear noise. Also, some non-standard
tires with an unusual tread construction may emit a roar or whine.
Defective CV/universal joints may cause clicking noises or
excessive driveline play that can be improperly diagnosed as drive
axle problems.
Trim and moldings also can cause a whistling or whining
noise. Ensure none of these components are causing the noise before
disassembling the drive axle.
Gear Noise
A "howling" or "whining" noise from the ring and pinion gear
can be caused by an improper gear pattern, gear damage, or improper
bearing preload. It can occur at various speeds and driving
conditions, or it can be continuous.
Before disassembling axle to diagnose and correct gear
noise, make sure that tires, exhaust, and vehicle trim have been
checked as possible causes.
Chuckle
This is a particular rattling noise that sounds like a stick
against the spokes of a spinning bicycle wheel. It occurs while
decelerating from 40 MPH and usually can be heard until vehicle comes
to a complete stop. The frequency varies with the speed of the
vehicle.
A chuckle that occurs on the driving phase is usually caused
by excessive clearance due to differential gear wear, or by a damaged
tooth on the coast side of the pinion or ring gear. Even a very small
tooth nick or a ridge on the edge of a gear tooth is enough the cause
the noise.
This condition can be corrected simply by cleaning the gear
tooth nick or ridge with a small grinding wheel. If either gear is
damaged or scored badly, the gear set must be replaced. If metal has
broken loose, the carrier and housing must be cleaned to remove
particles that could cause damage.
Knock
This is very similar to a chuckle, though it may be louder,
and occur on acceleration or deceleration. Knock can be caused by a
gear tooth that is damaged on the drive side of the ring and pinion
gears. Ring gear bolts that are hitting the carrier casting can cause
knock. Knock can also be due to excessive end play in the axle shafts.
Clunk
Clunk is a metallic noise heard when an automatic
transmission is engaged in Reverse or Drive, or when throttle is
applied or released. It is caused by backlash somewhere in the
driveline, but not necessarily in the axle. To determine whether
driveline clunk is caused by the axle, check the total axle backlash
as follows:
1) Raise vehicle on a frame or twinpost hoist so that drive
wheels are free. Clamp a bar between axle companion flange and a part
of the frame or body so that flange cannot move.
2) On conventional drive axles, lock the left wheel to keep
it from turning. On all models, turn the right wheel slowly until it
is felt to be in Drive condition. Hold a chalk marker on side of tire
about 12" from center of wheel. Turn wheel in the opposite direction
until it is again felt to be in Drive condition.
3) Measure the length of the chalk mark, which is the total
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knuckles steering linkage
Rack and pinion mounting Tighten all mounting
loose bolts
Rack and pinion out of See adjustment in
adjustment STEERING article
Tie rod end loose Tighten and check
steering linkage
Excessive Pitman shaft-to- Repair as necessary
ball nut lash
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Poor Lack of lubricant in ball Lubricate and service
Returnability joint or linkage systems
Binding in linkage or ball See STEERING LINKAGE
joints and SUSPENSION article
Improper front end alignment See WHEEL ALIGNMENT
article
Improper tire pressure Inflate to proper
pressure
Tie rod binding Inflate to proper
pressure
Shaft seal rubbing shaft See STEERING COLUMN
article
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Excessive Improper tire pressure Inflate to proper
Vertical Motion pressure
Tires, wheels or rotors Balance tires then
out of balance check wheels and
rotors
Worn or faulty shock Check and replace if
absorbers necessary
Loose tie rod ends or Tighten or replace if
steering necessary
Loose or worn wheel See SUSPENSION article
bearings
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Steering Pulls Improper tire pressure Inflate to proper
to One Side pressure
Front tires are different Rotate or replace if
sizes necessary
Wheel bearings not See FRONT SUSPENSION
article
adjusted properly
Bent or broken suspension See FRONT SUSPENSION
components article
Improper wheel alignment See WHEEL ALIGNMENT
article
Page 1424 of 1501
![MITSUBISHI MONTERO 1998 Owners Manual Improper gate plate See STEERING COLUMN
adjustment article
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adjustment article
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Improper gate plate See STEERING COLUMN
adjustment article
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Excess Play in Instrument panel bracket Tighten bolts and check
Column bolts loose bracket
Broken weld nut on jacket See STEERING COLUMN
article
Instrument bracket capsule See STEERING COLUMN
sheared article
Column bracket/jacket Tighten bolts and check
bolts loose bracket
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Steering Locks Release lever mechanism See STEERING COLUMN
in Gear article
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SUSPENSION 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.
BASIC SUSPENSION TROUBLE SHOOTING CHART
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CONDITION POSSIBLE CAUSE CORRECTION \
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Front End Noise Loose or worn wheel See Wheel Bearing
Adjustment in
SUSPENSION
Worn shocks or shock Replace struts or strut
mountings mountings
Worn struts or strut Replace struts or strut
mountings mountings
Loose or worn lower control See SUSPENSION
arm
Loose steering gear-to- See STEERING
frame bolts
Worn control arm bushings See SUSPENSION
Ball joints not lubricated Lubricate ball joints &
see Ball Joint Checking
in SUSPENSION
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Front Wheel Tires or wheels out of Check tire balance
Shake, Shimmy, balance
or Vibration
Incorrect wheel alignment See WHEEL ALIGNMENT
Drive shaft unbalanced Check drive shaft
balance
Page 1425 of 1501
Loose or worn wheel See WHEEL ALIGNMENT
bearings
Loose or worn tie rod ends See SUSPENSION
Worn upper ball joints See Ball Joint Checking
in SUSPENSION
Worn shock absorbers Replace shock absorbers
Worn strut bushings Replace strut bushings
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Car Pulls to Mismatched or uneven tires Check tire condition
One Side
Broken or sagging springs See SUSPENSION
Loose or worn strut See SUSPENSION
bushings
Improper wheel alignment See WHEEL ALIGNMENT
Improper rear axle Check rear axle
alignment alignment
Power steering gear See STEERING
unbalanced
Front brakes dragging See BRAKES
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Abnormal Tire Unbalanced tires Check tire balance &
Wear rotation
Sagging or broken springs See SUSPENSION
Incorrect front end See WHEEL ALIGNMENT
alignment
Faulty shock absorbers Replace chock absorbers
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Scuffed Tires Toe-In incorrect See WHEEL ALIGNMENT
Suspension arm bent or See appropriate
twisted SUSPENSION article
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Springs Bottom Bent or broken springs See SUSPENSION
or Sag
Leaking or worn shock Replace shock absorbers
absorbers
Frame misalignment Check frame for damage
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Spring Noises Loose "U" Bolts See SUSPENSION
Loose or worn bushings See SUSPENSION
Worn or missing interliners See SUSPENSION
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Shock Absorber Loose shock mountings Check & tighten
Noise mountings
Worn bushings Replace bushings
Page 1426 of 1501
![MITSUBISHI MONTERO 1998 Owners Manual Air in system Bleed air from system
Undercoating on shocks Remove undercoating
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Undercoating on shocks Remove undercoating
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Air in system Bleed air from system
Undercoating on shocks Remove undercoating
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Car Leans or Loose stabilizer bar See SUSPENSION
Sways on Corners
Faulty shocks or mountings Replace shocks or
mountings
Broken or sagging springs See SUSPENSION
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Shock Absorbers Worn seals or reservoir See SUSPENSION
Leaking tube crimped
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Broken Springs Loose "U" bolts See SUSPENSION
Inoperative shock absorbers Replace shock absorbers
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WHEEL ALIGNMENT 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.
BASIC WHEEL ALIGNMENT TROUBLE SHOOTING CHART
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CONDITION POSSIBLE CAUSE CORRECTION \
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Premature Tire Improper tire inflation Check tire pressure
Wear
Front alignment out of See ALIGNMENT SPECS in
tolerance WHEEL ALIGNMENT section
Suspension components worn See SUSPENSION section
Steering system components See STEERING section
worn
Improper standing height See WHEEL ALIGNMENT
Uneven or sagging springs See SUSPENSION section
Bent wheel See WHEEL ALIGNMENT
Improper torsion bar See SUSPENSION section
adjustment
Loose or worn wheel See WHEEL BEARING ADJ.
bearings in SUSPENSION section
Worn or defective shock Replace shock absorbers
Tires out of balance Check tire balance
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Pulls to One Improper tire inflation Check tire pressure
Side
Brake dragging See BRAKE section
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Mismatched tires See WHEEL ALIGNMENT
Broken or sagging spring See SUSPENSION section
Broken torsion bar See SUSPENSION section
Power steering valve not See STEERING section
centered
Front alignment out of See WHEEL ALIGNMENT
tolerance section
Defective wheel bearing See WHEEL BEARINGS in
SUSPENSION section
Uneven sway bar links See SUSPENSION section
Frame bent Check for frame damage
Steering system bushing See STEERING section
worn
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Hard Steering Idler arm bushing too tight See STEERING LINKAGE
in STEERING section
Ball joint tight or seized See SUSPENSION section
Steering linkage too tight See STEERING LINKAGE in
STEERING section
Power steering fluid low Add proper amount of
fluid
Power steering drive belt See STEERING section
loose
Power steering pump See STEERING section
defective
Steering gear out of See STEERING section
adjustment
Incorrect wheel alignment See WHEEL ALIGNMENT
Damaged steering gear See STEERING section
Damaged suspension See SUSPENSION section
Bent steering knuckle or See SUSPENSION section
supports
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Vehicle Strut rod or control arm See SUSPENSION section
"Wanders" bushing worn
Loose or worn wheel See WHEEL BEARINGS in
bearings SUSPENSION section
Improper tire inflation Check tire pressure
Stabilizer bar missing or See SUSPENSION section
defective
Page 1461 of 1501
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES
1998 Mitsubishi Montero
1997-98 WHEEL ALIGNMENT
Mitsubishi - Specifications & Procedures
Diamante, Eclipse, Galant, Mirage,
Montero, Montero Sport, 3000GT
RIDING HEIGHT ADJUSTMENT
NOTE: Prior to performing wheel alignment, perform preliminary
visual and mechanical inspection of wheels, tires and
suspension components. See PRE-ALIGNMENT INSTRUCTIONS in
WHEEL ALIGNMENT THEORY & OPERATION article in GENERAL
INFORMATION.
NOTE: On vehicles with electronic chassis controls, ensure all
systems are functional before attempting to adjust riding
height or wheel alignment. See appropriate ELECTRONIC
article under SUSPENSION.
1) Before adjusting wheel alignment, visually inspect
vehicle. Remove any heavy items from passenger and luggage
compartments. Ensure tires are properly inflated and vehicle is level.
Bounce vehicle several times, and allow suspension to settle.
2) Check riding height from front to rear and from side to
side. If riding height is not as specified on Montero and Montero
Sport, adjust torsion bar anchor arm nut until correct height is
obtained. See RIDING HEIGHT SPECIFICATIONS (FRONT) table. On all other
models, riding height for left and right sides of vehicle should not
vary more than 1.0" (25.4 mm). If riding height is not within
specification, check and repair suspension before adjusting alignment.
RIDING HEIGHT SPECIFICATIONS (FRONT)
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Application ( 1) In. (mm)
Montero ........................................ .83-.91 (21.0-23.0)\
Montero Sport ............................................. 2.7 (68)\
( 1) - Distance between lower control bumper stop and bracket.
See Fig. 1.
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Fig. 1: Measuring Riding Height (Montero & Montero Sport)
Courtesy of Mitsubishi Motor Sales of America.
JACKING & HOISTING
Page 1472 of 1501
WHEEL ALIGNMENT THEORY/OPERATION
1998 Mitsubishi Montero
GENERAL INFORMATION
Wheel Alignment Theory & Operation
ALL MODELS
* PLEASE READ THIS FIRST *
NOTE: This article is intended for general information purposes
only. This information may not apply to all makes and models.
PRE-ALIGNMENT INSTRUCTIONS
GENERAL ALIGNMENT CHECKS
Before adjusting wheel alignment, check the following:
* Each axle uses tires of same construction and tread style,
equal in tread wear and overall diameter. Verify that radial
and axial runout is not excessive. Inflation should be at
manufacturer's specifications.
* Steering linkage and suspension must not have excessive play.
Check for wear in tie rod ends and ball joints. Springs must
not be sagging. Control arm and strut rod bushings must not
have excessive play. See Fig. 1.
Fig. 1: Checking Steering Linkage
* Vehicle must be on level floor with full fuel tank, no
passenger load, spare tire in place and no load in trunk.
Bounce front and rear end of vehicle several times. Confirm
Page 1474 of 1501
Fig. 3: Determining Camber Angle
CASTER
1) Caster is tilting of front steering axis either forward or
backward from vertical, as viewed from side of vehicle. See Fig. 4.
2) When axis is tilted backward from vertical, caster is
positive. This creates a trailing action on front wheels. When axis is
tilted forward, caster is negative, causing a leading action on front
wheels.
Fig. 4: Determining Caster Angle
TOE-IN ADJUSTMENT
Toe-in is the width measured at the rear of the tires
Page 1475 of 1501
subtracted by the width measured at the front of the tires at about
spindle height. A positive figure would indicate toe-in and a negative
figure would indicate toe-out. If the distance between the front and
rear of the tires is the same, toe measurement would be zero. To
adjust:
1) Measure toe-in with front wheels in straight ahead
position and steering wheel centered. To adjust toe-in, loosen clamps
and turn adjusting sleeve or adjustable end on right and left tie
rods. See Figs. 2 and 5.
2) Turn equally and in opposite directions to maintain
steering wheel in centered position. Face of tie rod end must be
parallel with machined surface of steering rod end to prevent binding.
3) When tightening clamps, make certain that clamp bolts are
positioned so there will be no interference with other parts
throughout the entire travel of linkage.
Fig. 5: Wheel Toe-In (Dimension A Less Dimension B)
TOE-OUT ON TURNS
1) Toe-out on turns (turning radius) is a check for bent or
damaged parts, and not a service adjustment. With caster, camber, and
toe-in properly adjusted, check toe-out with weight of vehicle on
wheels.
2) Use a full floating turntable under each wheel, repeating
test with each wheel positioned for right and left turns. Incorrect
toe-out generally indicates a bent steering arm. Replace arm, if
necessary, and recheck wheel alignment.