bank MITSUBISHI MONTERO 1998 Service Manual

Heated Oxygen Sensor (Front)
(Federal) Underside of vehicle, forward
of catalytic converter.
Heated Oxygen Sensor (Front)
(Left Bank) (Calif.) In left exhaust manifold.
Heated Oxygen Sensor (Front)
(Right Bank) (Calif.) In right exhaust manifold.
Heated Oxygen Sensor (Rear)
(Federal) Underside of vehicle, behind
catalytic converter.
Heated Oxygen Sensor (Rear) (Left Bank)
(Calif.) In left exhaust pipe, below
engine.
Heated Oxygen Sensor (Rear) (Right Bank)
(Calif.) In right exhaust pipe, below
engine.
Input Shaft Speed Sensor On side of transmission.
Intake Air Temperature Sensor Mounted on outside of
evaporator case.
Manifold Differential Pressure Sensor On top left rear of engine.
Output Shaft Speed Sensor On rear of transmission.

TROUBLE CODE DEFINITION
When DTC is obtained, refer to appropriate DTC test
procedure.
DIAGNOSTIC TROUBLE CODES (DTCS)
NOTE: DTCs can only be retrieved by using a scan tool. Listed DTCs
are retrieved using a generic scan tool. MUT II scan tool
can be used, but it may not read all DTCs. DTCS listed are
not used on all vehicles.
DTC P0100
Volume Airflow (VAF) circuit failure. Possible causes are:
connector or harness, or faulty VAF sensor.
DTC P0105
Barometric (BARO) pressure circuit failure. Possible causes
are: connector or harness, or faulty BARO pressure sensor.
DTC P0105
Manifold Absolute Pressure (MAP) circuit failure. Possible
causes are: connector or harness, or faulty MAP sensor.
DTC P0110
Intake Air Temperature (IAT) circuit failure. Possible causes\
are: connector or harness, or faulty VAF sensor.
DTC P0115
Engine Coolant Temperature (ECT) circuit failure. Possible
causes are: connector or harness, or faulty ECT sensor.
DTC P0120
Throttle Position (TP) circuit failure. Possible causes are:
connector or harness, or faulty TP sensor.
DTC P0125
Excessive time to enter closed loop fuel control. Possible
causes are: faulty front HO2S, HO2S connector or harness, or faulty
fuel injector.
DTC P0130
Front Heated Oxygen Sensor (HO2S) circuit failure. Possible
causes are: connector or harness, or faulty HO2S.
DTC P0135
Front Heated Oxygen Sensor (HO2S) heater circuit failure.
Possible causes are: connector or harness, or faulty HO2S.
DTC P0136
Rear Heated Oxygen Sensor (HO2S) circuit failure. Possible
causes are: connector or harness, or faulty HO2S.
DTC P0141
Rear Heated Oxygen Sensor (HO2S) heater circuit failure.
Possible causes are: connector or harness, or faulty HO2S.
DTC P0150
Heated Oxygen Sensor (HO2S) circuit failure (bank 2, sensor
1). Possible causes are: connector or harness, or HO2S.

DTC P0155
Heated Oxygen Sensor (HO2S) heater circuit failure (bank 2,
sensor 1). Possible causes are: connector or harness, or HO2S.
DTC P0156
Heated Oxygen Sensor (HO2S) circuit failure (bank 2, sensor
2). Possible causes are: connector or harness, or HO2S.
DTC P0161
Heated Oxygen Sensor (HO2S) heater circuit failure (bank 2,
sensor 2). Possible causes are: connector or harness, or HO2S.
DTC P0170
Fuel trim failure (bank 1). Possible causes are: intake air
leaks, cracked exhaust manifold, faulty VAF sensor frequency, HO2S,
injector, fuel pressure, ECT, IAT or BARO pressure sensor.
DTC P0173
Fuel trim failure (bank 2). Possible causes are: intake air
leaks, cracked exhaust manifold, faulty VAF sensor frequency, HO2S,
injector, fuel pressure, ECT, IAT or BARO pressure sensor.
DTC P0201
Cylinder No. 1 injector circuit failure. Possible causes are:
connector or harness, or faulty injector.
DTC P0202
Cylinder No. 2 injector circuit failure. Possible causes are:
connector or harness, or faulty injector.
DTC P0203
Cylinder No. 3 injector circuit failure. Possible causes are:
connector or harness, or faulty injector.
DTC P0204
Cylinder No. 4 injector circuit failure. Possible causes are:
connector or harness, or faulty injector.
DTC P0205
Cylinder No. 5 injector circuit failure. Possible causes are:
connector or harness, or faulty injector.
DTC P0206
Cylinder No. 6 injector circuit failure. Possible causes are:
connector or harness, or faulty injector.
DTC P0300
Random misfire detected. Possible causes are: connector or
harness, faulty ignition coil, ignition power transistor, spark plug,
ignition circuit, injector, HO2S, compression pressure, timing belt,
air intake system, fuel pressure, or CKP sensor.
DTC P0301
Cylinder No. 1 misfire detected. Possible causes are:
connector or harness, faulty ignition coil, ignition power transistor,
spark plug, ignition circuit, injector, HO2S, compression pressure,
timing belt, air intake system, fuel pressure, or CKP sensor.
DTC P0302
Cylinder No. 2 misfire detected. Possible causes are:
connector or harness, faulty ignition coil, ignition power transistor,
spark plug, ignition circuit, injector, HO2S, compression pressure,
timing belt, air intake system, fuel pressure, or CKP sensor.

DTC P0303
Cylinder No. 3 misfire detected. Possible causes are:
connector or harness, faulty ignition coil, ignition power transistor,
spark plug, ignition circuit, injector, HO2S, compression pressure,
timing belt, air intake system, fuel pressure, or CKP sensor.
DTC P0304
Cylinder No. 4 misfire detected. Possible causes are:
connector or harness, faulty ignition coil, ignition power transistor,
spark plug, ignition circuit, injector, HO2S, compression pressure,
timing belt, air intake system, fuel pressure, or CKP sensor.
DTC P0305
Cylinder No. 5 misfire detected. Possible causes are:
connector or harness, faulty ignition coil, ignition power transistor,
spark plug, ignition circuit, injector, HO2S, compression pressure,
timing belt, air intake system, fuel pressure, or CKP sensor.
DTC P0306
Cylinder No. 6 misfire detected. Possible causes are:
connector or harness, faulty ignition coil, ignition power transistor,
spark plug, ignition circuit, injector, HO2S, compression pressure,
timing belt, air intake system, fuel pressure, or CKP sensor.
DTC P0325
Knock Sensor (KS) circuit failure. Possible causes are:
connector or harness, or faulty KS.
DTC P0335
Crankshaft Position (CKP) sensor circuit failure. Possible
causes are: connector or harness, or faulty CKP sensor.
DTC P0340
Camshaft Position (CMP) sensor circuit failure. Possible
causes are: connector or harness, or faulty CMP sensor.
DTC P0400
Exhaust Gas Recirculation (EGR) flow failure. Possible causes\
are: connector or harness, faulty EGR valve, EGR solenoid, EGR valve
control vacuum, or manifold differential pressure sensor.
DTC P0403
Exhaust Gas Recirculation (EGR) solenoid failure. Possible
causes are: connector or harness, or faulty EGR solenoid.
DTC P0420
Catalyst efficiency below threshold. Possible causes are:
cracked exhaust manifold, or faulty catalytic converter.
DTC P0421
Warm-up catalyst efficiency below threshold (bank 1).
Possible causes are: faulty exhaust manifold. If exhaust manifold is
okay, replace catalytic converter.
DTC P0431
Warm-up catalyst efficiency below threshold (bank 2).
Possible causes are: faulty exhaust manifold. If exhaust manifold is
okay, replace catalytic converter.
DTC P0442
Evaporative (EVAP) emission control system leak detected.
Possible causes are: connector or harness, faulty EVAP purge solenoid,

Fig. 10: Fuel Injector Terminals (Montero - Intermediate Connector)
Courtesy of Mitsubishi Motor Sales of America
Fig. 11: Fuel Injector Terminals (3000GT Non-Turbo - Rear Injector
Bank)
Courtesy of Mitsubishi Motor Sales of America

Fig. 12: Fuel Injector Terminals (3000GT Turbo - Rear Injector Bank)
Courtesy of Mitsubishi Motor Sales of America
Fig. 13: Fuel Injector Terminals (3000GT - Front Injector Bank)
Courtesy of Mitsubishi Motor Sales of America

original complaint. Recheck for DTCs. If no DTCs are displayed, go to
INTERMITTENT DTCS.
DTC P0170 & P0173: FUEL TRIM FAILURE
NOTE: For terminal identification, see TERMINAL IDENTIFICATION. For
circuit and wire color identification, see
L - WIRING DIAGRAMS article.
1) Specific self-diagnostic test not available from
manufacturer at time of publication. Check volume airflow sensor, fuel
injectors, engine coolant temperature sensor, intake air temperature
sensor, barometric or manifold absolute pressure sensor, heated oxygen
sensor. See appropriate DTC test. Check related connectors and
harnesses. See L - WIRING DIAGRAMS article.
2) Also check fuel pressure, check for intake air leaks, and
for cracked manifold. See F - BASIC TESTING article.
DTC P0201-P0206: FUEL INJECTOR CIRCUIT FAILURE
NOTE: For terminal identification, see TERMINAL IDENTIFICATION. For
circuit and wire color identification, see
L - WIRING DIAGRAMS article.
1) If using scan tool, go to step 3). Using a stethoscope or
long-bladed screwdriver, listen for clicking sound from each fuel
injector while engine is running or being cranked. If no sound is
heard from fuel injector(s), check fuel injector connections. Repair
connections as necessary. If connections are okay, go to next step.
2) Ensure engine coolant temperature is at 68
F (20C).
Disconnect fuel injector connector. Using DVOM, check resistance
between specified fuel injector terminals. See
FUEL INJECTOR TERMINAL IDENTIFICATION table. If resistance is not 2.0-
3.0 3000GT turbo or 13-16 ohms on all other models, replace fuel
injector(s). If resistance is as specified, go to step 6).
FUEL INJECTOR TERMINAL IDENTIFICATION TABLE









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Application Terminals No.
Montero ( 1) ........................................ 8 & 1
8 & 2
8 & 3
8 & 5
8 & 6
8 & 7
3000GT - Rear Bank ( 2)
Non-Turbo ........................................ 1 & 2
1 & 5
1 & 6
Turbo ............................................ 1 & 4
2 & 8
4 & 5
4 & 6
4 & 7
4 & 8
( 1) - Check resistance at intermediate fuel injector
connector (component side).
( 2) - Check resistance at rear fuel injector connector
(component side).









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GENERAL COOLING SYSTEM SERVICING
1998 Mitsubishi Montero
GENERAL INFORMATION
General Cooling System Servicing
* PLEASE READ THIS FIRST *
The following article is for general information only.
Information may not apply to all years, makes and models. See specific
article in the ENGINE COOLING section.
DESCRIPTION
The basic liquid cooling system consists of a radiator, water
pump, thermostat, electric or belt-driven cooling fan, pressure cap,
heater, and various connecting hoses and cooling passages in the block
and cylinder head.
MAINTENANCE
DRAINING
Remove radiator cap and open heater control valve to maximum
heat position. Open drain cocks or remove plugs in bottom of radiator
and engine block. In-line engines usually have one plug or drain cock,
while "V" type engines will have 2, one in each bank of cylinders.
CLEANING
A good cleaning compound removes most rust and scale. Follow
manufacturer's instructions in the use of cleaner. If considerable
rust and scale has to be removed, cooling system should be flushed.
Clean radiator air passages with compressed air.
FLUSHING
CAUTION: Some manufacturers use an aluminum and plastic radiator.
Flushing solution must be compatible with aluminum.
Back Flushing
Back flushing is an effective means of removing cooling
system rust and scale. The radiator, engine and heater core should be
flushed separately.
Radiator
To flush radiator, connect flushing gun to water outlet of
radiator and disconnect water inlet hose. To prevent flooding engine,
use a hose connected to radiator inlet. Use air in short bursts to
prevent damage to radiator. Continue flushing until water runs clear.
Engine
To flush engine, remove thermostat and replace housing.
Connect flushing gun to water outlet of engine. Flush using short air
bursts until water runs clean.
Heater Core
Flush heater core as described for radiator. Ensure heater
control valve is set to maximum heat position before flushing heater.

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

CURRENT WAVEFORM SAMPLES
EXAMPLE #1 - VOLTAGE CONTROLLED DRIVER
The waveform pattern shown in Fig. 4 indicate a normal
current waveform from a Ford 3.0L V6 VIN [U] engine. This voltage
controlled type circuit pulses the injectors in groups of three
injectors. Injectors No. 1, 3, and 5 are pulsed together and cylinders
2, 4, and 6 are pulsed together. The specification for an acceptable
bank resistance is 4.4 ohms. Using Ohm's Law and assuming a hot run
voltage of 14 volts, we determine that the bank would draw a current
of 3.2 amps.
However this is not the case because as the injector windings
become saturated, counter voltage is created which impedes the current
flow. This, coupled with the inherent resistance of the driver's
transistor, impedes the current flow even more. So, what is a known
good value for a dynamic current draw on a voltage controlled bank of
injectors? The waveform pattern shown below indicates a good parallel
injector current flow of 2 amps. See Fig. 4.
Note that if just one injector has a resistance problem and
partially shorts, the entire parallel bank that it belongs to will
draw more current. This can damage the injector driver.
The waveform pattern in Fig. 5 indicates this type of problem
with too much current flow. This is on other bank of injectors of the
same vehicle; the even side. Notice the Lab Scope is set on a one amp
per division scale. As you can see, the current is at an unacceptable
2.5 amps.
It is easy to find out which individual injector is at fault.
All you need to do is inductively clamp onto each individual injector
and compare them. To obtain a known-good value to compare against, we
used the good bank to capture the waveform in Fig. 6. Notice that it
limits current flow to 750 milliamps.
The waveform shown in Fig. 7 illustrates the problem injector
we found. This waveform indicates an unacceptable current draw of just
over one amp as compared to the 750 milliamp draw of the known-good
injector. A subsequent check with a DVOM found 8.2 ohms, which is
under the 12 ohm specification.
Fig. 4: Injector Bank w/Normal Current Flow - Current Pattern