tow MITSUBISHI MONTERO 1998 Workshop Manual

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Page 1238 of 1501

MITSUBISHI MONTERO 1998 Workshop Manual replace left bracket bushing.
NOTE: Tighten lower control arm shaft and pivot bolt to
specification with vehicle at normal operating height.
Installation
To inst

replace left bracket bushing.
NOTE: Tighten lower control arm shaft and pivot bolt to
specification with vehicle at normal operating height.
Installation
To install, reverse removal procedure. Tighten bolts to
specification. See TORQUE SPECIFICATIONS . Tighten lower control arm
shaft and pivot bolt to specification with vehicle at normal operating
height.
STABILIZER BAR
Removal
Remove skid plate (if equipped). Disconnect stabilizer bar
link bolt. Remove stabilizer bar clamp bolts. Remove stabilizer bar
and bushings. On Montero Sport remove the stabilizer link brackets and
bushings.
Installation
1) To install, reverse removal procedure. Note that slit in
stabilizer bushing faces vehicle. Marks on bar should be approximately
0.39" (10 mm) from edge of bracket. On Montero Sport adjust the
stabilizer link assembly mounting nut so there is 0.2-0.3" (6-8 mm) of\
threads exposed from the top of the nut to the top of the threads.
TORSION BAR
NOTE: Mark torsion bar and anchor arm location for reassembly
reference before removing.
Removal
1) Raise and support vehicle. Support lower control arm using
jack stand. Loosen anchor arm adjusting bolt lock nut. Remove heat
protector from frame (right side only). Loosen anchor arm bolt to
release torsion bar tension.
2) Mark front of torsion bar and torque arm for reassembly
reference. Remove anchor arm. See Fig. 1. Remove dust covers from
torsion bar. Remove heat cover (right side only) located between dust
cover and torsion bar. Remove torsion bar.
Inspection
Inspect all splined areas for damage. Inspect dust covers for
cracks and damage. Check for bent anchor arm bolts. Replace components
as necessary.
Installation
1) Apply grease to splined areas of torsion bar, anchor arm,
torque arm splines, anchor arm bolt threads and inside of dust cover.
Check for left and right identification marks on torsion bar ends.
Ensure torsion bars are installed in correct locations.
2) Install torsion bar in torque arm, with identification
mark toward front of vehicle and the slit in the anchor collar facing
downward. Align mark on torque arm with mating mark on torsion bar.
When installing a new torsion bar, align White paint spline with index
mark on front anchor arm.
3) Tighten anchor arm bolt adjusting nut to obtain correct
final bolt protrusion. See FINAL ANCHOR ARM BOLT PROTRUSION table.
Final bolt protrusion depends upon curb weight of vehicle. With
vehicle unladen, measure distance from bump stopper bracket to bump
stopper. Distance should be 0.83-0.91" (21-23 mm) on Montero, 0.7" (1\
8
mm) on Montero Sport. If not, adjust anchor bolt nut.

Page 1247 of 1501

MITSUBISHI MONTERO 1998 Workshop Manual TIE ROD ENDS (INNER AND OUTER)
TRACK BARS
TRAILING ARMS
WHEEL BEARINGS, RACES AND SEALS
Wheel Alignment
WHEEL ALIGNMENT
Wheels and

TIE ROD ENDS (INNER AND OUTER)
TRACK BARS
TRAILING ARMS
WHEEL BEARINGS, RACES AND SEALS
Wheel Alignment
WHEEL ALIGNMENT
Wheels and Tires
TIRES
VALVE STEMS
WHEEL ATTACHMENT HARDWARE
WHEELS (RIMS)
MOTORIST ASSURANCE PROGRAM (MAP)
OVERVIEW
The Motorist Assurance Program is the consumer outreach
effort of the Automotive Maintenance and Repair Association, Inc.
(AMRA). Participation in the Motorist Assurance Program is drawn from
retailers, suppliers, independent repair facilities, vehicle
manufacturers and industry associations.
Our organization's mission is to strengthen the relationship
between the consumer and the auto repair industry. We produce
materials that give motorists the information and encouragement to
take greater responsibility for their vehicles-through proper,
manufacturer-recommended, maintenance. We encourage participating
service and repair shops (including franchisees and dealers) to adopt
1) a Pledge of Assurance to their Customers and 2) the Motorist
Assurance Program Standards of Service. All participating service
providers have agreed to subscribe to this Pledge and to adhere to the
promulgated Standards of Service demonstrating to their customers that
they are serious about customer satisfaction.
These Standards of Service require that an inspection of the
vehicle's (problem) system be made and the results communicated to the\
customer according to industry standards. Given that the industry did
not have such standards, the Motorist Assurance Program successfully
promulgated industry inspection communication standards in 1994-95 for
the following systems: Exhaust, Brakes, ABS, Steering and Suspension,
Engine Maintenance and Performance, HVAC, and Electrical Systems.
Further, revisions to all of these inspection communication standards
are continually re-published. In addition to these, standards for
Drive Train and Transmissions have recently been promulgated.
Participating shops utilize these Uniform Inspection & Communication
Standards as part of the inspection process and for communicating
their findings to their customers.
The Motorist Assurance Program continues to work
cooperatively and proactively with government agencies and consumer
groups toward solutions that both benefit the customer and are
mutually acceptable to both regulators and industry. We maintain the
belief that industry must retain control over how we conduct our
business, and we must be viewed as part of the solution and not part
of the problem. Meetings with state and other government officials
(and their representatives), concerned with auto repair and/or
consumer protection, are conducted. Feedback from these sessions is
brought back to the association, and the program adjusted as needed.
To assure auto repair customers recourse if they were not
satisfied with a repair transaction, the Motorist Assurance Program
offers mediation and arbitration through MAP/BBB-CARE and other non-

Page 1361 of 1501

MITSUBISHI MONTERO 1998 Workshop Manual position. Loosen adjusting nut on control cable. See Fig. 3. Gently
pull control cable from dust cover. Make sure shift lever is still in
Neutral. Tighten adjusting nut. Check transmission operation t

Page 1400 of 1501

$MITSUBISHI MONTERO 1998 Workshop Manual ignition switch Open circuit between Repair circuit ignition switch and starter solenoid ��\ ��$

ignition switch
Open circuit between Repair circuit
ignition switch and
starter solenoid
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Engine Runs Fuel lines leaking or Tighten fitting,
Rough clogged remove restriction
Initial timing incorrect Reset ignition timing
see ENGINE PERFORMANCE
Centrifugal advance Repair distributor
malfunction advance
Defective spark plugs or Replace plugs or plug
wiring wiring
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Component Failure Spark arc-over on cap, Replace cap, rotor or
rotor or coil or coil
Defective pick-up coil Replace pick-up coil
Defective ignition coil Replace ignition coil
Defective vacuum unit Replace vacuum unit
Defective control module Replace control module
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BASIC ELECTRONIC IGNITION TROUBLE SHOOTING
CHARTS - USING OSCILLOSCOPE PATTERNS
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CONDITION POSSIBLE CAUSE CORRECTION\
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Firing Voltage Retarded ignition timing Reset ignition
Lines are the Same, timing, see ENGINE
but Abnormally High PERFORMANCE section
Fuel mixture too lean Readjust carburetor,
see ENGINE PERFORMANCE
High resistance in coil Replace coil wire
wire
Corrosion in coil tower Clean and/or replace
terminal coil
Corrosion in distributor Clean and/or replace
coil terminal distributor cap
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Firing Voltage Fuel mixture too rich Readjust carburetor,
Lines are the Same see ENGINE PERFORMANCE
but Abnormally Low
Breaks in coil wire causing Replace coil wire
arcing
Cracked coil tower causing Replace coil
arcing
Low coil output Replace coil
Low engine compression Determine cause and

Page 1401 of 1501

$MITSUBISHI MONTERO 1998 Workshop Manual repair��\ ��\ ��\ ��\ ��\ ��\ ��\ ��$

repair\
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One or More, But Carburetor idle mixture Readjust carburetor,
Not All Firing not balanced see ENGINE PERFORMANCE
Voltage Lines are
Higher Than Others EGR valve stuck open Clean and/or replace
valve
High resistance in spark Replace spark plug
plug wires wires
Cracked or broken spark Replace spark plugs
plug insulator
Intake vacuum leak Repair leak
Defective spark plugs Replace spark plugs
Corroded spark plug Replace spark plugs
terminals
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One or More, But Curb idle mixture not Readjust carburetor,
Not All Firing balanced see ENGINE PERFORMANCE
Voltage Lines Are
Lower Than Others Breaks in plug wires Replace plug wires
causing arcing
Cracked coil tower causing Replace coil
arcing
Low compression Determine cause and
repair
Defective spark plugs Replace spark plugs
Corroded spark plugs Replace spark plugs
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Cylinders Not Cracked distributor cap Replace distributor
Firing terminals cap
Shorted spark plug wire Determine cause and
repair
Mechanical problem in Determine cause and
engine repair
Defective spark plugs Replace spark plugs
Spark plugs fouled Replace spark plugs
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BASIC DRIVEABILITY PROBLEMS TROUBLE SHOOTING TABLE\
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CONDITION POSSIBLE CAUSE CORRECTION\
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Hard Starting Binding carburetor linkage Eliminate binding
Binding choke linkage Eliminate binding
Binding choke piston Eliminate binding
Restricted choke vacuum Check vacuum lines
for blockage

Page 1435 of 1501

MITSUBISHI MONTERO 1998 Workshop Manual 3800 engines were suffering from exactly this. The point is that a
lack of detail could cause misdiagnosis.
As you might have guessed, a lab scope would not miss this.
RELATIONSHIP BETWEEN DW

3800 engines were suffering from exactly this. The point is that a
lack of detail could cause misdiagnosis.
As you might have guessed, a lab scope would not miss this.
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE (1)
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Dwell Meter (2) Duty Cycle Meter
1
.................................................... 1%
15 .................................................. 25%
30 .................................................. 50%
45 .................................................. 75%
60 ................................................. 100%
( 1) - These are just some examples for your understanding.
It is okay to fill in the gaps.
( 2) - Dwell meter on the six-cylinder scale.
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THE TWO TYPES OF INJECTOR DRIVERS
OVERVIEW
There are two types of transistor driver circuits used to
operate electric fuel injectors: voltage controlled and current
controlled. The voltage controlled type is sometimes called a
"saturated switch" driver, while the current controlled type is
sometimes known as a "peak and hold" driver.
The basic difference between the two is the total resistance
of the injector circuit. Roughly speaking, if a particular leg in an
injector circuit has total resistance of 12 or more ohms, a voltage
control driver is used. If less than 12 ohms, a current control driver
is used.
It is a question of what is going to do the job of limiting
the current flow in the injector circuit; the inherent "high"
resistance in the injector circuit, or the transistor driver. Without
some form of control, the current flow through the injector would
cause the solenoid coil to overheat and result in a damaged injector.
VOLTAGE CONTROLLED CIRCUIT ("SATURATED SWITCH")
The voltage controlled driver inside the computer operates
much like a simple switch because it does not need to worry about
limiting current flow. Recall, this driver typically requires injector
circuits with a total leg resistance of 12 or more ohms.
The driver is either ON, closing/completing the circuit
(eliminating the voltage-drop), or OFF, opening the circuit (causing \
a
total voltage drop).
Some manufacturers call it a "saturated switch" driver. This
is because when switched ON, the driver allows the magnetic field in
the injector to build to saturation. This is the same "saturation"
property that you are familiar with for an ignition coil.
There are two ways "high" resistance can be built into an
injector circuit to limit current flow. One method uses an external
solenoid resistor and a low resistance injector, while the other uses
a high resistance injector without the solenoid resistor. See the left
side of Fig. 1.
In terms of injection opening time, the external resistor
voltage controlled circuit is somewhat faster than the voltage
controlled high resistance injector circuit. The trend, however, seems
to be moving toward use of this latter type of circuit due to its
lower cost and reliability. The ECU can compensate for slower opening

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