1998 MITSUBISHI MONTERO length

L - WIRING DIAGRAMS article.
1) Specific self-diagnostic test is not available from
manufacturer at time of publication. Check ignition coil, power
transistor, spark plugs, fuel injectors, heated oxygen sensor,
crankshaft position sensor, and related connectors and harnesses.
2) Also check compression pressure, timing belt, fuel
pressure, and for intake air leaks. See F - BASIC TESTING article.
DTC P0325: KNOCK SENSOR (KS) NO. 1 CIRCUIT FAILURE
NOTE: This test applies to 3000GT equipped with DOHC engine only.
For terminal identification, see TERMINAL IDENTIFICATION. For
circuit and wire color identification, see
L - WIRING DIAGRAMS article.
1) Component or scan tool testing procedure not available
from manufacturer at time of publication. Turn ignition switch to OFF
position. Disconnect KS connector and PCM connector. Ground PCM
connector terminal No. 91. Go to next step.
2) Using DVOM, check for continuity between chassis ground
and KS connector terminal No. 1. If continuity does not exist, repair
wiring harness as necessary. If continuity exists, go to next step.
3) Remove jumper wire from PCM connector terminal No. 1.
Check for continuity between chassis ground and KS connector terminal
No. 2. If continuity does not exist, repair wiring harness as
necessary. If continuity exists, go to next step.
4) Test is complete. Intermittent problem may exist. Road
test vehicle (if necessary) and attempt to duplicate conditions that
caused original complaint. Recheck for DTCs. If no DTCs are displayed,
go to INTERMITTENT DTCS .
DTC P0335: CRANKSHAFT POSITION (CKP) SENSOR CIRCUIT FAILURE
NOTE: For terminal identification, see TERMINAL IDENTIFICATION. For
circuit and wire color identification, see
L - WIRING DIAGRAMS article.
NOTE: Procedures are provided by manufacturer for component
testing using an engine analyzer with oscilloscope
capability. Refer to manufacturer's operation manual for
instructions in use of oscilloscope.
1) If using scan tool, go to step 3). Disconnect CKP sensor
connector. Install Test Harness (MB991348) between CKP sensor and
connector. Using engine analyzer with oscilloscope capability, connect
special patterns probe to CKP sensor connector terminal No. 2. Go to
next step.
2) Start engine. Compare oscilloscope wave pattern with
known-good wave pattern. See Fig. 38. Verify wavelength (time)
decreases as engine RPM increases. If wave pattern fluctuates to left
or right, check for loose timing belt or an abnormality in sensor
pick-up disc. If a rectangular wave pattern is generated even when
engine is not started, substitute known-good CKP sensor. Repeat test.
If wave pattern is still abnormal, go to step 6).
Fig. 38: Identifying Known-Good CKP Sensor Wave Pattern
Courtesy of Mitsubishi Motor Sales of America

between CKP sensor connector terminal No. 2 and PCM connector terminal
No. 43. If continuity does not exist, repair wiring harness as
necessary. If continuity exists, go to next step.
10) With ignition switch in ON position, check for voltage
between chassis ground and CKP sensor connector terminal No. 2. If 4.
8-5.2 volts do not exist, replace PCM. If voltage is to specification
and CKP sensor is suspected, go to next step.
11) Test is complete. Intermittent problem may exist. Road
test vehicle (if necessary) and attempt to duplicate conditions that
caused original complaint. Recheck for DTCs. If no DTCs are displayed,
go to INTERMITTENT DTCS .
DTC P0340: CAMSHAFT POSITION (CMP) SENSOR CIRCUIT FAILURE
NOTE: For terminal identification, see TERMINAL IDENTIFICATION. For
circuit and wire color identification, see
L - WIRING DIAGRAMS article.
NOTE: Procedures are provided by manufacturer for component
testing using an engine analyzer with oscilloscope
capability. Refer to manufacturer's operation manual for
instructions in use of oscilloscope.
1) If using scan tool, go to step 3). Disconnect CMP sensor
connector. Install Test Harness (MB991348) between CMP sensor and
connector. Using engine analyzer with oscilloscope capability, connect
special patterns probe to CMP sensor connector terminal No. 2. Go to
next step.
2) Start engine. Compare oscilloscope wave pattern with
known-good wave pattern. See Fig. 39. Verify wavelength (time)
decreases as engine RPM increases. If wave pattern fluctuates to left
or right, check for loose timing belt or an abnormality in sensor
pick-up disc. If a rectangular wave pattern is generated even when
engine is not started, substitute known-good CMP sensor. Repeat test.
If wave pattern is still abnormal, go to next step.
Fig. 39: Identifying Known-Good CMP Sensor Wave Pattern
Courtesy of Mitsubishi Motor Sales of America
3) On Montero, go to next step. On 3000GT, disconnect CMP
sensor connector. Turn ignition switch to ON position. Check voltage
between chassis ground and CMP sensor connector terminal No. 3. If
battery voltage does not exist, repair wiring harness as necessary. If
battery voltage exists, go to step 5).
4) Disconnect CMP sensor connector and MFI relay connector.
Using DVOM, check for continuity between CMP sensor connector terminal
No. 3 and MFI relay connector terminal No. 1. If continuity does not
exist, repair wiring harness as necessary. If continuity exists, go to
next step.
5) Check for continuity between chassis ground and CMP sensor
connector terminal No. 4 on 3000GT equipped with DOHC engine or 1 on

HOW TO USE SYSTEM WIRING DIAGRAMS
1998 Mitsubishi Montero
GENERAL INFORMATION
Using Wiring Diagrams
All Models
INTRODUCTION
This cd obtains wiring diagrams and technical service
bulletins, containing wiring diagram changes from the domestic and
import manufacturers. These are checked for accuracy and are all
redrawn into a consistent format for easy use.
In the past, when cars were simpler, diagrams were simpler.
All components were connected by wires and diagrams seldom exceeded 4
pages in length. Today, some wiring diagrams require more than 16
pages. It would be impractical to expect a service technician to trace
a wire from page 1 across every page to page 16.
Removing some of the wiring maze reduces eyestrain and time
wasted searching across several pages. Today the majority of
these

diagrams follow a much improved format, which permits space for
internal switch details.
Wiring diagrams are drawn in a "top-down" format. The
diagrams are drawn with the power source at the top of the diagram and
the ground point at the bottom of the diagram. Components locations
are identified on the wiring diagrams. Any wires that don't connect
directly to a component are identified on the diagram to indicate
where they go.
COLOR ABBREVIATIONS
COLOR ABBREVIATIONS TABLE








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Color Normal Optional
Black ................ BLK .......................... BK
Blue ................. BLU .......................... BU
Brown ................ BRN .......................... BN
Clear ................ CLR .......................... CR
Dark Blue .......... DK BLU ...................... DK BU
Dark Green ......... DK GRN ...................... DK GN
Green ................ GRN .......................... GN
Gray ................. GRY .......................... GY
Light Blue ......... LT BLU ...................... LT BU
Light Green ........ LT GRN ...................... LT GN
Orange ............... ORG .......................... OG
Pink ................. PNK .......................... PK
Purple ............... PPL .......................... PL
Red .................. RED .......................... RD
Tan .................. TAN .......................... TN
Violet ............... VIO .......................... VI
White ................ WHT .......................... WT
Yellow ............... YEL .......................... YL









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IDENTIFYING WIRING DIAGRAM ABBREVIATIONS
NOTE: Abbreviations used on these diagrams are normally
self-explanatory. If necessary see ABBREVIATIONS

METRIC CONVERSIONS
1998 Mitsubishi Montero
GENERAL INFORMATION
METRIC CONVERSIONS
METRIC CONVERSIONS
Metric conversions are making life more difficult for the
mechanic. In addition to doubling the number of tools required,
metric-dimensioned nuts and bolts are used alongside English
components in many new vehicles. The mechanic has to decide which tool
to use, slowing down the job. The tool problem can be solved by trial
and error, but some metric conversions aren't so simple. Converting
temperature, lengths or volumes requires a calculator and conversion
charts, or else a very nimble mind. Conversion charts are only part of
the answer though, because they don't help you "think" metric, or
"visualize" what you are converting. The following examples are
intended to help you "see" metric sizes:
LENGTH
Meters are the standard unit of length in the metric system.
The smaller units are 10ths (decimeter), 100ths (centimeter), and
1000ths (millimeter) of a meter. These common examples might help you
to visualize the metric units:
* A meter is slightly longer than a yard (about 40 inches).
* An aspirin tablet is about one centimeter across (.4 inches).
* A millimeter is about the thickness of a dime.
VOLUME
Cubic meters and centimeters are used to measure volume, just
as we normally think of cubic feet and inches. Liquid volume
measurements include the liter and milliliter, like the English quarts
or ounces.
* One teaspoon is about 4 cubic centimeters.
* A liter is about one quart.
* A liter is about 61 cubic inches.
WEIGHT
The metric weight system is based on the gram, with the most
common unit being the kilogram (1000 grams). Our comparable units are
ounces and pounds:
* A kilogram is about 2.2 pounds.
* An ounce is about 28 grams.
TORQUE
Torque is somewhat complicated. The term describes the amount
of effort exerted to turn something. A chosen unit of weight or force
is applied to a lever of standard length. The resulting leverage is
called torque. In our standard system, we use the weight of one pound
applied to a lever a foot long, resulting in the unit called a foot-
pound. A smaller unit is the inch-pound (the lever is one inch long).
Metric units include the meter kilogram (lever one meter long
with a kilogram of weight applied) and the Newton-meter (lever one

meter long with force of one Newton applied). Some conversions are:
* A meter kilogram is about 7.2 foot pounds.
* A foot pound is about 1.4 Newton-meters.
* A centimeter kilogram (cmkg) is equal to .9 inch pounds.
PRESSURE
Pressure is another complicated measurement. Pressure is
described as a force or weight applied to a given area. Our common
unit is pounds per square inch. Metric units can be expressed in
several ways. One is the kilogram per square centimeter (kg/cm
).
Another unit of pressure is the Pascal (force of one Newton on an area
of one square meter), which equals about 4 ounces on a square yard.
Since this is a very small amount of pressure, we usually see the
kiloPascal, or kPa (1000 Pascals). Another common automotive term for
pressure is the bar (used by German manufacturers), which equals 10
Pascals. Thoroughly confused? Try the examples below:
* Atmospheric pressure at sea level is about 14.7 psi.
* Atmospheric pressure at sea level is about 1 bar.
* Atmospheric pressure at sea level is about 1 kg/cm
.
* One pound per square inch is about 7 kPa.
CONVERSION FACTORS
CONVERSION FACTORS
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LENGTH
  

Millimeters (mm) Inches  .03937 

Inches Millimeters  25.4 

Meters (M) Feet  3.28084 

Feet Meters  .3048 

Kilometers(Km) Miles  .62137 
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AREA
  

Square Centimeters (cm) Square Inches  .155 

Square Inches Square Centimeters  6.45159 
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VOLUME
  

Cubic Centimeters Cubic Inches  .06103 

Cubic Inches Cubic Centimeters  16.38703 

Liters Cubic Inches  61.025 

Cubic Inches Liters  .01639 

Liters Quarts  1.05672 

Quarts Liters  .94633 

Liters Pints  2.11344 

Pints Liters  .47317 

Liters Ounces  33.81497 

Ounces Liters  .02957 
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WEIGHT
  

Grams Ounces  .03527 

Ounces Grams  28.34953 

Kilograms Pounds  2.20462 

Pounds Kilograms  .45359 
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WORK
  

Centimeter Kilograms Inch Pounds  .8676 

Pounds/Sq. Inch Kilograms/Sq.Centimeter .07031 

Bar Pounds/Sq. Inch  14.504 

end dust cover. Coat lower edge of cup with packing sealer. Install
tie rod ends into adjusting sleeves.
2) Measure center-to-center distance between tie rod studs
for both tie rod assemblies. Adjust center-to-center distance to
specification. See TIE ROD INSTALLATION LENGTH table.
3) An equal number of threads should be visible on each side
of adjusting sleeve. Install tie rod ends in steering knuckle and
relay rod. Install tie rod end castle nuts and NEW cotter pins.
Tighten castle nuts to specification. See TORQUE SPECIFICATIONS.
Adjust toe-in. See WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES article
in WHEEL ALIGNMENT section.
TIE ROD INSTALLATION LENGTH









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Application In. (mm)\
Montero .............................................. 12.05 (306.0)\
Montero Sport ........................................... 12.0 (305)\









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OVERHAUL
POWER STEERING GEAR
Disassembly
1) Scribe mating marks on pitman arm and cross shaft. Remove
pitman arm nut. Using a puller, remove pitman arm. Drain power
steering fluid. Remove side cover bolts. See Fig. 3. Loosen adjusting
bolt lock nut, and screw in adjusting bolt so side cover raises
slightly.
2) With mainshaft and cross shaft placed in straight-ahead
position, tap bottom of cross shaft with plastic hammer. Remove cross
shaft and side cover as an assembly. Remove side cover from cross
shaft by turning adjusting bolt.
3) Remove valve housing and rack piston as an assembly by
turning rack piston counterclockwise. See Fig. 3. Carefully remove
rack piston from mainshaft without losing balls inside rack piston.
4) Remove cross shaft oil seal from gearbox housing. Put rack
piston in soft jawed vise. Using Spanner Wrench (MB991367) and Pin Set\
(MB991394), remove lock nut. Remove mainshaft while applying pressure
to bearing race to prevent balls from falling out. Drive out bearing
and oil seal.
NOTE: DO NOT remove cross shaft "U" packing at rear of needle
bearing unless fluid leakage is found coming from adjusting
bolt threads. If leakage exists, replace "U" packing.

Lubricant level should be to bottom of fill hole on side of
transfer case.
RECOMMENDED FLUID
Transaxle/Transmission
Except Montero, use Diamond ATF SP-II. On Montero, use
Dexron-II ATF.
Transfer Cases
Use SAE 75W-85 gear oil with API GL-4 rating or higher.
FLUID CAPACITIES
TRANSAXLE/TRANSMISSION REFILL CAPACITIES








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Application Qts. (L)\
Diamante ................................................. 9.0 (8.5)\
Eclipse
2.0L Non-Turbo ......................................... 9.1 (8.6)\
2.0L Turbo ............................................. 7.1 (6.7)\
2.4L ................................................... 6.4 (6.1)\
Galant ................................................... 6.3 (6.0)\
Mirage ................................................... 8.2 (7.8)\
Montero ................................................. 10.4 (9.8)\
3000GT ................................................... 7.9 (7.5)\









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TRANSFER CASE REFILL CAPACITIES








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Application Pts. (L)\
Eclipse AWD ............................................... 1.0 (.5)\
Montero .................................................. 5.3 (2.5)\
Montero Sport ............................................ 4.9 (2.3)\
3000GT ..................................................... .6 (.3)\









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DRAINING & REFILLING
NOTE: Although manufacturer recommends changing only fluid, the
oil filter/screen may also require replacement. If replacing
oil filter/screen, note length and location of all bolts.
Transaxle (Except Montero)
1) Remove drain plug(s), and drain fluid. Some models may
contain a drain plug located in housing below axle shaft, in oil pan.
Remove oil pan. Remove oil filter/screen if necessary.
2) If oil filter/screen is replaced, tighten bolts to
specification. See TORQUE SPECIFICATIONS . Clean oil pan, replace
gasket, and install oil pan. Tighten oil pan bolts and drain plug to
specification. See TORQUE SPECIFICATIONS . Ensure dipstick hole area is
clean. Fill transmission with Diamond ATF SP-II, through filler tube,
until COLD level is reached on dipstick.
3) Start engine and allow to idle for 2 minutes. Shift
transaxle to each position, ending in Neutral. Add sufficient fluid to
reach lower mark. After reaching normal operating temperature, fluid
should be between upper and lower marks of HOT range on dipstick.
Transmission (Montero)
1) Remove drain plug (if equipped) from transmission pan, an\
d
allow fluid to drain. On models without drain plug, oil pan must be

In certain conditions, the pitch of the exhaust gases may
sound like gear whine. At other times, it may be mistaken for a wheel
bearing rumble.
Tires, especially radial and snow, can have a high-pitched
tread whine or roar, similar to gear noise. Also, some non-standard
tires with an unusual tread construction may emit a roar or whine.
Defective CV/universal joints may cause clicking noises or
excessive driveline play that can be improperly diagnosed as drive
axle problems.
Trim and moldings also can cause a whistling or whining
noise. Ensure none of these components are causing the noise before
disassembling the drive axle.
Gear Noise
A "howling" or "whining" noise from the ring and pinion gear
can be caused by an improper gear pattern, gear damage, or improper
bearing preload. It can occur at various speeds and driving
conditions, or it can be continuous.
Before disassembling axle to diagnose and correct gear
noise, make sure that tires, exhaust, and vehicle trim have been
checked as possible causes.
Chuckle
This is a particular rattling noise that sounds like a stick
against the spokes of a spinning bicycle wheel. It occurs while
decelerating from 40 MPH and usually can be heard until vehicle comes
to a complete stop. The frequency varies with the speed of the
vehicle.
A chuckle that occurs on the driving phase is usually caused
by excessive clearance due to differential gear wear, or by a damaged
tooth on the coast side of the pinion or ring gear. Even a very small
tooth nick or a ridge on the edge of a gear tooth is enough the cause
the noise.
This condition can be corrected simply by cleaning the gear
tooth nick or ridge with a small grinding wheel. If either gear is
damaged or scored badly, the gear set must be replaced. If metal has
broken loose, the carrier and housing must be cleaned to remove
particles that could cause damage.
Knock
This is very similar to a chuckle, though it may be louder,
and occur on acceleration or deceleration. Knock can be caused by a
gear tooth that is damaged on the drive side of the ring and pinion
gears. Ring gear bolts that are hitting the carrier casting can cause
knock. Knock can also be due to excessive end play in the axle shafts.
Clunk
Clunk is a metallic noise heard when an automatic
transmission is engaged in Reverse or Drive, or when throttle is
applied or released. It is caused by backlash somewhere in the
driveline, but not necessarily in the axle. To determine whether
driveline clunk is caused by the axle, check the total axle backlash
as follows:
1) Raise vehicle on a frame or twinpost hoist so that drive
wheels are free. Clamp a bar between axle companion flange and a part
of the frame or body so that flange cannot move.
2) On conventional drive axles, lock the left wheel to keep
it from turning. On all models, turn the right wheel slowly until it
is felt to be in Drive condition. Hold a chalk marker on side of tire
about 12" from center of wheel. Turn wheel in the opposite direction
until it is again felt to be in Drive condition.
3) Measure the length of the chalk mark, which is the total