1998 MITSUBISHI MONTERO 3.0L engine

and remove. Disconnect all external solenoid and switch connections.
3) On Montero 4WD, remove catalytic converter and front
exhaust pipe. On all models, disconnect speedometer cable and control
cables at transmission. Remove starter and bellhousing cover. Place
reference mark on torque converter and drive plate for reassembly
reference. Remove torque converter bolts. Push torque converter back
and away from drive plate.
4) Disconnect transmission cooler lines. Remove oil filler
tube. Secure transmission on a jack. Raise transmission slightly to
take weight off mount. Remove crossmember-to-mount bolts and
crossmember.
5) Remove transfer case mounting bracket and mount (if
equipped). Remove transmission-to-engine mounting bolts. Carefully
lower transmission from vehicle.
CAUTION: Ensure torque converter is fully seated in transmission
before installation.
Installation
1) To install, reverse removal procedure. Tighten
transmission-to-engine bolts and torque converter-to-drive plate bolts
to specification. See TORQUE SPECIFICATIONS. Tighten mount bolts with
weight of engine and transmission on mounts. Ensure reference marks on
drive shaft(s) and torque converter-to-drive plate are matched.
2) Apply sealant to transfer case gearshift assembly gasket
before installation. Coat transmission oil filler tube "O" ring with
transmission fluid before installation. Refill transmission fluid to
specified level. See LUBRICATION in TRANSMISSION SERVICING - A/T
article. Adjust all control cables. See ADJUSTMENTS in
TRANSMISSION SERVICING - A/T article.
TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS - FWD MODELS








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Applications Ft. Lbs. (N.m)\
Ball Joint Nut ............................................ 74 (100)\
Center Crossmember Assembly Front Bolt ..................... 69 (93)\
Center Crossmember Assembly Rear Bolt ...................... 52 (70)\
Starter Bolts .............................................. 22 (30)\
Tie Rod End Nut ............................................ 21 (28)\
Torque Converter-To-Drive Plate Bolt ................. 33-38 (45-52)\
Transaxle-To-Engine Block Bolt
8-mm Bolt .................................................... ( 1)
10-mm Bolt ......................................... 22-25 (30-34)\
12-mm Bolt ......................................... 31-40 (42-54)\
Upper Coupling Bolts
2.4L ..................................................... 35 (48)\
3.0L ..................................................... 54 (73)\
Lower Coupling Bolts
2.4L ..................................................... 35 (48)\
3.0L ..................................................... 65 (88)\
( 1) - Tighten to 84-108 INCH lbs. (10-12 N.m).









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TORQUE SPECIFICATIONS - RWD MODELS








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Applications Ft. Lbs. (N.m)\
Engine-To-Transmission Bolt ................................ 65 (88)\

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