1991 MITSUBISHI MONTERO fuel
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CO M PU TE R R ELE A R N P R O CED URES
1991 M it s u bis h i M onte ro
GENERAL INFORMATION
Computer Relearn Procedures
All Models
* PLEASE READ THIS FIRST *
The following general procedures are to be used if
driveability problems are encountered after power loss or battery has
been disconnected. These procedures may provide an aid in eliminating
these problems.
To reduce the possibility of complaints, after any service
which requires battery power to be disconnected, vehicle should be
road tested.
COMPUTER RELEARN PROCEDURES
Vehicles equipped with engine or transmission computers may
require a relearn procedure after vehicle battery is disconnected.
Many vehicle computers memorize and store vehicle operation patterns
for optimum driveability and performance. When vehicle battery is
disconnected, this memory is lost. The computer will use default data
until new data from each key start is stored. As computer memorizes
vehicle operation for each new key start, driveability is restored.
Vehicle computers may memorize vehicles operation patterns for 40 of
more key starts.
Customers often complain of driveability problems during
relearn stage because vehicle acts differently then before being
serviced. Depending on type and make of vehicle and how it is
equipped, the following complaints (driveability problems) may exist:
* Harsh Or Poor Shift Quality
* Rough Or Unstable Idle
* Hesitation Or Stumble
* Rich Or Lean Running
* Poor Fuel Mileage
These symptoms and complaints should disappear after a number
of drive cycles have been memorized. To reduce the possibility of
complaints, after any service which requires battery power to be
disconnected, vehicle should be road tested. If a specific relearn
procedure is not available, the following procedure may be used:
Automatic Transmission
* Set parking brake, start engine in "P" or "N" position.
Warm-up vehicle to normal operating temperature or until
cooling fan cycles.
* Allow vehicle to idle for one minute in "N" position. Select
"D" and allow engine to idle for one minute.
* Accelerate at normal throttle position (20-50%) until vehicle
shifts into top gear.
* Cruise at light to medium throttle.
* Decelerate to a stop, allowing vehicle to downshift, and use
brakes normally.
* Process may be repeated as necessary.
Manual Transmission
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Damaged, affecting
performance ............ A ............ Require replacement.
Missing ................. C ............ Require replacement.
Worn, affecting
performance ............ A ............ Require replacement.
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LUBRICANTS
See FLUIDS AND LUBRICANTS .
METAL-CLAD SEALS
See SEALS.
METALASTIC JOINTS
See RUBBER JOINTS (METALASTIC) .
MODULATOR PINS
MODULATOR PIN INSPECTION \
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Condition Code Procedure
Application incorrect ... B ............ Require replacement.
Missing ................. C ............ Require replacement.
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MODULATORS
MODULATOR INSPECTION \
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Condition Code Procedure
Bent, affecting
performance ............ A ............ Require replacement.
Contaminated (water, fuel,
etc.) .................. A ........ ( 1) Require replacement.
Housing cracked ......... A ............ Require replacement.
Inoperative ............. A ........ ( 2) Require replacement.
Leaking fluid
externally ............. A .. Require repair or replacement.
Leaking fluid
internally ............. A ............ Require replacement.
Leaking vacuum .......... A ............ Require replacement.
Nipple broken ........... A ............ Require replacement.
Threads damaged ......... A .. Require repair or replacement.
Threads stripped (threads
missing) ............... A ............ Require replacement.
( 1) - Further inspection is required to determine the cause
of the contamination.
( 2) - Inoperative includes intermittent operation or out of OEM
specification.
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MOUNTS (ENGINE, TRANSAXLE AND TRANSMISSION)
MOUNT (ENGINE, TRANSAXLE AND TRANSMISSION) INSPECTION \
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Ignition Timing Adjustment Under wiper motor.
Fuel Pump Check In right side kick panel.
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Wire lead conductors
exposed ................ B .. Require repair or replacement.
Wire lead corroded ...... A .. Require repair or replacement.
Wire lead open .......... A .. Require repair or replacement.
Wire lead shorted ....... A .. Require repair or replacement.
(1) - Refer to manufacturer's diagnostic trouble code procedure
and require repair or replacement of affected
component(s).
( 2) - Determine cause and correct prior to repair or replacement
of part.
( 3) - Determine source of contamination, such as engine
coolant, fuel, metal particles, or water. Require
repair or replacement.
( 4) - Inoperative includes intermittent operation or out of OEM
specification. Some components may be serviceable; check
for accepted cleaning procedure.
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CRUISE CONTROL BRAKE SWITCHES
See SWITCHES.
CRUISE CONTROL CABLES
See CRUISE CONTROL LINKAGES AND CABLES .
CRUISE CONTROL CLUTCH SWITCHES
See SWITCHES.
CRUISE CONTROL LINKAGES AND CABLES
CRUISE CONTROL LINKAGE AND CABLE INSPECTION \
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Condition Code Procedure
Attaching hardware
broken ................. A ... Require repair or replacement
of hardware.
Attaching hardware
missing ................ C .......... Require replacement of
hardware.
Attaching hardware not
functioning ............ A ... Require repair or replacement
of hardware.
Bent .................... A .. Require repair or replacement.
Binding ................. A .. Require repair or replacement.
Bracket bent, affecting
performance ............ A .. Require repair or replacement.
Bracket bent, not
affecting performance .. .. ........ No service suggested or
required.
Bracket broken, affecting
performance ............ A ............ Require replacement.
Bracket broken, not
affecting performance .. .. ........ No service suggested or
required.
Bracket corroded,
affecting performance .. A .. Require repair or replacement.
Bracket corroded, not
affecting performance .. 2 .. Suggest repair or replacement.
Page 408 of 1333
Abbreviation Description
AIS ............................ Air Injection System
CBVV ..................... Carburetor Bowl Vent Valve
CE ............................... Check Engine Light
CEC ..................... Computerized Engine Control
EGR ....................... Exhaust Gas Recirculation
EGR-CS ......................... EGR Control Solenoid
EGR-TS ....................... EGR Temperature Sensor
EGR-TV .............................. EGR Thermovalve
EGR-TVS ................... EGR Thermal Vacuum Switch
EGR-VRV .................. EGR Vacuum Regulator Valve
EVAP ........................ Fuel Evaporation System
EVAP-CBVV ........... EVAP Carburetor Bowl Vent Valve
EVAP-CS ....................... EVAP Control Solenoid
EVAP-PV ............................ EVAP Purge Valve
EVAP-TV .......................... EVAP Thermal Valve
EVAP-VC ......................... EVAP Vapor Canister
FBC ............................. Feedback Carburetor
HAC ...................... High Altitude Compensation
HAC-VSV .................. HAC Vacuum Switching Valve
MCV ........................... Mixture Control Valve
O2 .................................... Oxygen Sensor
PAS ............................. Pulse Air Injection
PAS-PAV ......................... PAS Pulse Air Valve
PAS-PAVCS ............ PAS Air Valve Control Solenoid
PAV ................................. Pulse Air Valve
PAV-CSOLV ................ PAV Control Solenoid Valve
PCV .................. Positive Crankcase Ventilation
PFI ............................. Port Fuel Injection
PG-CSOLV ............... Purge Control Solenoid Valve
PG-CV .......................... Purge Control Valve
PG-TV ............................. Purge Thermovalve
SPK ................................... Spark Control
SPK-CC ...................... SPK Computer Controlled
SPK-TVS ................... SPK Thermal Vacuum Switch
TAC ........................ Thermostatic Air Cleaner
TWC .............................. Three-Way Catalyst
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Fig. 3: Typical Thermostatic Air Cleaner System
FUEL EVAPORATIVE SYSTEM (EVAP)
The EVAP system allows for proper fuel system ventilation
while preventing fuel vapors from reaching the atmosphere. This means
that vapors must be caught and stored while the engine is off, which
is when most fuel evaporation occurs. When the engine is started,
these fuel vapors can be removed from storage and burned. In most
systems, storage is provided by an activated charcoal (or carbon)
canister. See Fig. 4. On a few early systems, charcoal canisters are
not used. Instead, fuel vapors are vented into the PCV system and
stored inside the crankcase.
The main components of a fuel evaporation system are a sealed
fuel tank, a liquid-vapor separator and vent lines to a vapor-storing
canister filled with activated charcoal. The filler cap is normally
not vented to the atmosphere, but is fitted with a valve to allow both
pressure and vacuum relief.
Although a few variations do exist between manufacturers,
basic operation is the same for all systems. Check for presence of
vapor storage canister or crankcase storage connections when required.
Ensure required hoses, solenoids, etc., are present and connected
properly. Check for proper type fuel tank cap. Check for any non-OEM
or auxiliary fuel tanks for compliance and the required number of
evaporation canisters.
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Fig. 4: Typical Fuel Evaporative System
CATALYTIC CONVERTERS
Oxidation Catalyst (OC)
This type of converter is the most common. It may use pellets
or monolith medium, depending upon application. See Fig. 5. Platinum
and palladium (or platinum alone) are used as catalyst in this type of\
converter.
Visually check for presence of catalytic converter(s). Check
for external damage such as severe dents, removed or damaged heat
shields, etc. Also check for pellets or pieces of converter in the
tailpipe.
Fig. 5: Typical Oxidation Catalytic Converter (Pellet Type) Shown;
Typical Three-Way Catalytic Converter Is Similar
Courtesy of General Motors Corp.
Three-Way Catalyst (TWC)
This type of converter is nearly identical to a conventional
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converter with the exception of the catalyst. See Fig. 5. The TWC
converter uses rhodium, with or without platinum, as its catalyst.
Rhodium helps reduce NOx emissions, as well as HC and CO.
Visually check for presence of catalytic converter(s). Also
check for presence of any required air supply system for the oxidizing
section of the converter. Check for external damage such as severe
dents, removed or damaged heat shields, etc. Check for pellets or
pieces of converter in the tailpipe.
Three-Way Catalyst + Oxidation Catalyst (TWC + OC)
This system contains a TWC converter and an OC converter in a
common housing, separated by a small air space. See Fig. 6. The 2
catalysts are referred to as catalyst beds. Exhaust gases pass through
the TWC first. The TWC bed performs the same function as it would as a
separate device, reducing all 3 emissions. As exhaust gases leave the
bed, they pass through the air space and into the second (OC)
converter catalyst bed.
Visually check for presence of catalytic converter(s). Check
for external damage such as severe dents, removed or damaged heat
shields, etc. Check for pellets or pieces of converter in the
tailpipe.
Fig. 6: Typical Three-Way + Oxidation Catalytic Converter
Courtesy of General Motors Corp.
FILL PIPE RESTRICTOR (FR)
A fuel tank fill pipe restrictor is used to prohibit the
introduction of leaded fuel into the fuel tank. Unleaded gasoline pump
dispensers have a smaller diameter nozzle to fit fuel tank of vehicle
requiring the use of unleaded fuel (vehicles equipped with catalytic
converter).
Visually inspect fill pipe restrictor(s) for tampering, i.e.,\
restrictor is oversize or the flapper is non-functional. If vehicle is
equipped with an auxiliary fuel tank, ensure auxiliary fuel tank is
also equipped with a fill pipe restrictor.
EXHAUST GAS RECIRCULATION (EGR) SYSTEM