1991 MITSUBISHI MONTERO lights

The noid light is an excellent "quick and dirty" tool. It can
usually be hooked to a fuel injector harness fast and the flashing
light is easy to understand. It is a dependable way to identify a no-
pulse situation.
However, a noid light can be very deceptive in two cases:
* If the wrong one is used for the circuit being tested.
Beware: Just because a connector on a noid light fits the
harness does not mean it is the right one.
* If an injector driver is weak or a minor voltage drop is
present.
Use the Right Noid Light
In the following text we will look at what can happen if the
wrong noid light is used, why there are different types of noid lights
(besides differences with connectors), how to identify the types of
noid lights, and how to know the right type to use.
First, let's discuss what can happen if the incorrect type of
noid light is used. You might see:
* A dimly flashing light when it should be normal.
* A normal flashing light when it should be dim.
A noid light will flash dim if used on a lower voltage
circuit than it was designed for. A normally operating circuit would
appear underpowered, which could be misinterpreted as the cause of a
fuel starvation problem.
Here are the two circuit types that could cause this problem:
* Circuits with external injector resistors. Used predominately
on some Asian & European systems, they are used to reduce the
available voltage to an injector in order to limit the
current flow. This lower voltage can cause a dim flash on a
noid light designed for full voltage.
* Circuits with current controlled injector drivers (e.g. "Peak
and Hold"). Basically, this type of driver allows a quick
burst of voltage/current to flow and then throttles it back
significantly for the remainder of the pulse width duration.
If a noid light was designed for the other type of driver
(voltage controlled, e.g. "Saturated"), it will appear dim
because it is expecting full voltage/current to flow for the
entire duration of the pulse width.
Let's move to the other situation where a noid light flashes
normally when it should be dim. This could occur if a more sensitive
noid light is used on a higher voltage/amperage circuit that was
weakened enough to cause problems (but not outright broken). A circuit\
with an actual problem would thus appear normal.
Let's look at why. A noid light does not come close to
consuming as much amperage as an injector solenoid. If there is a
partial driver failure or a minor voltage drop in the injector
circuit, there can be adequate amperage to fully operate the noid
light BUT NOT ENOUGH TO OPERATE THE INJECTOR.
If this is not clear, picture a battery with a lot of
corrosion on the terminals. Say there is enough corrosion that the
starter motor will not operate; it only clicks. Now imagine turning on
the headlights (with the ignition in the RUN position). You find they
light normally and are fully bright. This is the same idea as noid
light: There is a problem, but enough amp flow exists to operate the
headlights ("noid light"), but not the starter motor ("injector").
How do you identify and avoid all these situations? By using
the correct type of noid light. This requires that you understanding

the types of injector circuits that your noid lights are designed for.
There are three. They are:
* Systems with a voltage controlled injector driver. Another
way to say it: The noid light is designed for a circuit with
a "high" resistance injector (generally 12 ohms or above).
* Systems with a current controlled injector driver. Another
way to say it: The noid light is designed for a circuit with
a low resistance injector (generally less than 12 ohms)
without an external injector resistor.
* Systems with a voltage controlled injector driver and an
external injector resistor. Another way of saying it: The
noid light is designed for a circuit with a low resistance
injector (generally less than 12 ohms) and an external
injector resistor.
NOTE: Some noid lights can meet both the second and third
categories simultaneously.
If you are not sure which type of circuit your noid light is
designed for, plug it into a known good car and check out the results.
If it flashes normally during cranking, determine the circuit type by
finding out injector resistance and if an external injector resistor
is used. You now know enough to identify the type of injector circuit.
Label the noid light appropriately.
Next time you need to use a noid light for diagnosis,
determine what type of injector circuit you are dealing with and
select the appropriate noid light.
Of course, if you suspect a no-pulse condition you could plug
in any one whose connector fit without fear of misdiagnosis. This is
because it is unimportant if the flashing light is dim or bright. It
is only important that it flashes.
In any cases of doubt regarding the use of a noid light, a
lab scope will overcome all inherent weaknesses.
OVERVIEW OF DVOM
A DVOM is typically used to check injector resistance and
available voltage at the injector. Some techs also use it check
injector on-time either with a built-in feature or by using the
dwell/duty function.
There are situations where the DVOM performs these checks
dependably, and other situations where it can deceive you. It is
important to be aware of these strengths and weaknesses. We will cover
the topics above in the following text.
Checking Injector Resistance
If a short in an injector coil winding is constant, an
ohmmeter will accurately identify the lower resistance. The same is
true with an open winding. Unfortunately, an intermittent short is an
exception. A faulty injector with an intermittent short will show
"good" if the ohmmeter cannot force the short to occur during testing.
Alcohol in fuel typically causes an intermittent short,
happening only when the injector coil is hot and loaded by a current
high enough to jump the air gap between two bare windings or to break
down any oxides that may have formed between them.
When you measure resistance with an ohmmeter, you are only
applying a small current of a few milliamps. This is nowhere near
enough to load the coil sufficiently to detect most problems. As a
result, most resistance checks identify intermittently shorted
injectors as being normal.
There are two methods to get around this limitation. The
first is to purchase an tool that checks injector coil windings under

WIR IN G D IA G RAM S

1991 M it s u bis h i M onte ro
1991 Wiring Diagrams
Mitsubishi
Montero
IDENTIFICATION
COMPONENT LOCATION MENU
COMPONENT LOCATIONS TABLE








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Component Figure No. (Location)
A/C RELAYS .......................... 4 (C 12), 4 (A-B 15)
A/C SYSTEM ................................. 4 (A-C 12-15)
ALTERNATOR ................................... 1 (B-C 1-2)
ALTERNATOR RELAY ............................... 1 (C 1-2)
AUTO FREE-WHEELING HUB CONTROL UNIT ............. 3 (D 11)
BACK DOOR LOCK SW ............................... 7 (B 27)
BACK-UP LT SW (M/T) ............................. 7 (A 26)
BATTERY .......................................... 1 (A 1)
BLOWER SWITCH ................................. 4 (A-B 12)
BUZZER .......................................... 5 (E 17)
CARGO LIGHT ..................................... 6 (A 23)
CIG LIGHTER ..................................... 3 (E 11)
CLOCK ........................................... 3 (E 11)
COLUMN SW ..................................... 5 (A-E 19)
CRUISE CONTROL SYSTEM ...................... 4 (D-E 13-15)
DEFOGGER ...................................... 7 (C-D 27)
DIAG CONNECTION .................................. 2 (E 7)
DIMMER CONTROL SWITCH ............................ 3 (E 8)
DIR FLASHER ..................................... 5 (C 16)
DIR SWITCH ...................................... 5 (C 19)
DOME LT ............................... 6 (A 23), 7 (A 24)
DOOR LOCK SYSTEM ........................... 6 (D-E 21-23)
DOOR SWITCHES ......................... 5 (D 17), 6 (C 23)
FRONT WIPER SYSTEM ........................... 5 (A 16-17)
FUEL GAUGE UNIT ................................. 6 (C 22)
FUEL PUMP ........................................ 2 (C 4)
FUSE BLOCK .................................... 3 (C 9-10)
HAZARD FLASHER .................................. 5 (C 16)
HAZARD SW ....................................... 5 (B 16)
HEAD LIGHT WASHER RELAY ....................... 5 (C-D 17)
HEATER RELAY .................................... 4 (A 12)
HORN SWITCH ..................................... 5 (E 19)
IGNITION COIL .................................... 2 (E 4)
IGNITION SW ..................................... 3 (A 11)
ILLUMINATION LIGHTS ............................ 3 (D-E 8)
INHIBITOR SW ..................................... 3 (A 9)
INSTRUMENT CLUSTER ............................ 6 (A-D 20)
KEY REMINDER SW ................................. 5 (E-17)
LIGHT CONTROL RELAY ............................. 5 (E 19)
LIGHT SWITCH .................................... 5 (D 19)
MAIN FUSE LINKS ................................ 1 (A 1-2)
METER UNIT ...................................... 6 (E 20)
MPI CONTROL RELAY ................................ 2 (B 4)
MPI CONTROL UNIT ............................... 2 (A 4-7)
NOISE FILTER ..................................... 2 (E 6)
OVERDRIVE CONTROL RELAY .......................... 3 (A 8)

Fig. 1: Engine Compt, Headlights, (Grid 1-3)

Fig. 6: Inst Cluster, Door Locks, Interior Lights (Grid 20-23)