1998 MITSUBISHI MONTERO overheating

Incorrect injector pump Check pressure, see
housing pressure FUEL SYSTEMS









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Engine Cooling system leaks Check cooling system
Overheating and repair leaks
Belt slipping or damaged Check tension and/or
replace belt
Thermostat stuck closed Remove and replace
thermostat, see
ENGINE COOLING
Head gasket leaking Replace head gasket









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Oil Light on at Low oil pump pressure Check oil pump
Idle operation, see ENGINES
Oil cooler or line Remove restriction
restricted and/or replace cooler









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Engine Won't Injector pump fuel solenoid Remove and check
Shut Off does not return fuel valve solenoid and replace
to OFF position if needed









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VACUUM PUMP DIAGNOSIS
Excessive Noise Loose pump-to-drive Tighten screws
assembly screws
Loose tube on pump assembly Tighten tube
Valves not functioning Replace valves
properly
Oil Leakage Loose end plug Tighten end plug
Bad seal crimp Remove and re-crimp
seal









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FUEL INJECTION 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 FUEL INJECTION TROUBLE SHOOTING CHART









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CONDITION POSSIBLE CAUSE CORRECTION








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Engine Won't Cold start valve inoperative Test valve and
Start (Cranks circuit
Normally)
Poor connection;vacuum or Check vacuum and
wiring electrical
connections
Contaminated fuel Test fuel for water
or alcohol
Defective fuel pump relay Test relay and
or circuit wiring
Battery too low Charge and test
battery

or alcohol
Intermittent ECM ground Test ECM ground
connection for
resistance
Restricted air cleaner Replace air cleaner
Restricted exhaust system Test for exhaust
manifold back
pressure
Poor MAF sensor signal Check leakage
between sensor and
manifold
Poor VSS signal If tester for ALCL
hook-up is available
check that VSS
reading matches
speedometer









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Ping or Knock on Poor Knock sensor signal Test for shorted or
Acceleration open sensor or
circuit
Poor Baro sensor signal Test for shorted or
open sensor or
circuit
Improper ignition timing See VEHICLE EMISSION
CONTROL LABEL (where
applicable)
Check for engine Low coolant, loose
overheating problems belts or electric
cooling fan
inoperative









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NOTE: For additional electronic fuel injection trouble shooting
information, see the appropriate article in the ENGINE
PERFORMANCE section (not all vehicles have Computer Engine
Control articles). Information is provided there for
diagnosing fuel system problems on vehicles with electronic
fuel injection.
IGNITION SYSTEM 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.
Ignition Secondary Trouble Shooting Chart








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START: Visually inspect Spark Plug Wires, Coil Wires, 

Plug Wire Boots, Rotor, and Distributor Cap for 

signs of damage. 

Excessive cylinder wear Rebore or replace
block
Excessive valve guide Worn or loose bearing
clearance









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Gap Bridged Deposits in combustion Clean combustion
chamber becoming fused chamber of deposits
to electrode









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Blistered Engine overheating Check cooling system
Electrode
Wrong type of fuel Replace with correct
fuel
Loose spark plugs Retighten spark plugs
Over-advanced ignition Reset ignition timing
timing see ENGINE PERFORMANCE









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Pre-Ignition or Incorrect type of fuel Replace with correct
Melted Electrodes fuel
Incorrect ignition timing Reset ignition timing
see ENGINE PERFORMANCE
Burned valves Replace valves
Engine Overheating Check cooling system
Wrong type of spark plug, Replace with correct
too hot spark plug, see
ENGINE PERFORMANCE









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Chipped Severe detonation Check for over-
Insulators advanced timing or
combustion
Improper gapping Re-gap spark plugs
procedure









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Rust Colored Additives in unleaded Try different fuel
Deposits fuel brand









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Water In Combus- Blown head gasket or Repair or replace
tion Chamber cracked head head or head gasket









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NOTE: Before diagnosing an electronic ignition system, ensure that
all wiring is connected properly between distributor, wiring
connector and spark plugs. Ignition problem will show up
either as: Engine Will Not Start or Engine Runs Rough.
BASIC ELECTRONIC IGNITION TROUBLE SHOOTING CHARTS









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CONDITION POSSIBLE CAUSE CORRECTION








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Engine Won't Open circuit between Repair circuit
Start distributor and bulkhead
connector
Open circuit between Repair circuit
bulkhead connector and

times by increasing injector pulse width accordingly.
NOTE: Never apply battery voltage directly across a low resistance
injector. This will cause injector damage from solenoid coil
overheating.
Fig. 1: Injector Driver Types - Current and Voltage
CURRENT CONTROLLED CIRCUIT ("PEAK & HOLD")
The current controlled driver inside the computer is more
complex than a voltage controlled driver because as the name implies,
it has to limit current flow in addition to its ON-OFF switching
function. Recall, this driver typically requires injector circuits
with a total leg resistance of less than 12 ohms.
Once the driver is turned ON, it will not limit current flow
until enough time has passed for the injector pintle to open. This
period is preset by the particular manufacturer/system based on the
amount of current flow needed to open their injector. This is
typically between two and six amps. Some manufacturers refer to this

as the "peak" time, referring to the fact that current flow is allowed
to "peak" (to open the injector).
Once the injector pintle is open, the amp flow is
considerably reduced for the rest of the pulse duration to protect the
injector from overheating. This is okay because very little amperage
is needed to hold the injector open, typically in the area of one amp
or less. Some manufacturers refer to this as the "hold" time, meaning
that just enough current is allowed through the circuit to "hold" the
already-open injector open.
There are a couple methods of reducing the current. The most
common trims back the available voltage for the circuit, similar to
turning down a light at home with a dimmer.
The other method involves repeatedly cycling the circuit ON-
OFF. It does this so fast that the magnetic field never collapses and
the pintle stays open, but the current is still significantly reduced.
See the right side of Fig. 1 for an illustration.
The advantage to the current controlled driver circuit is the
short time period from when the driver transistor goes ON to when the
injector actually opens. This is a function of the speed with which
current flow reaches its peak due to the low circuit resistance. Also,
the injector closes faster when the driver turns OFF because of the
lower holding current.
NOTE: Never apply battery voltage directly across a low resistance
injector. This will cause injector damage from solenoid coil
overheating.
THE TWO WAYS INJECTOR CIRCUITS ARE WIRED
Like other circuits, injector circuits can be wired in one of
two fundamental directions. The first method is to steadily power the
injectors and have the computer driver switch the ground side of the
circuit. Conversely, the injectors can be steadily grounded while the
driver switches the power side of the circuit.
There is no performance benefit to either method. Voltage
controlled and current controlled drivers have been successfully
implemented both ways.
However, 95% percent of the systems are wired so the driver
controls the ground side of the circuit. Only a handful of systems use
the drivers on the power side of the circuit. Some examples of the
latter are the 1970's Cadillac EFI system, early Jeep 4.0 EFI (Renix
system), and Chrysler 1984-87 TBI.
INTERPRETING INJECTOR WAVEFORMS
INTERPRETING A VOLTAGE CONTROLLED PATTERN
NOTE: Voltage controlled drivers are also known as "Saturated
Switch" drivers. They typically require injector circuits
with a total leg resistance of 12 ohms or more.
NOTE: This example is based on a constant power/switched ground
circuit.
* See Fig. 2 for pattern that the following text describes.
Point "A" is where system voltage is supplied to the
injector. A good hot run voltage is usually 13.5 or more volts. This
point, commonly known as open circuit voltage, is critical because the
injector will not get sufficient current saturation if there is a
voltage shortfall. To obtain a good look at this precise point, you