1998 MITSUBISHI MONTERO oil pressure

Apply a very light coating of grease to input shaft splines. DO NOT
allow grease or dirt on clutch disc or pressure plate surfaces.
3) To install remaining components, reverse removal
procedure. Refill all fluids to proper levels. Adjust all control
cables, clutch pedal height and free play. See CLUTCH PEDAL HEIGHT and
CLUTCH PEDAL FREE PLAY under ADJUSTMENTS. See Fig. 1.
CLUTCH RELEASE BEARING & RELEASE FORK
Removal (2WD Models)
1) Remove transmission. See CLUTCH ASSEMBLY. Remove return
clips, release bearing and carrier. Use a punch to remove shift arm
spring pin and release lever assembly. Remove shift arm, felt packing
and 2 return springs. See Fig. 5.
2) Ensure release bearing turns freely and smoothly under
light load. Replace bearing if noise, roughness or dryness is present.
DO NOT clean bearing in solvent. Use shop towel or compressed air
only.
Installation
1) Insert lever and shaft into left side of transmission
case. Place shift arm, felt packing and return springs on shaft
assembly. Apply grease to inside of bushing and oil seal lips. Apply
oil to felt packing.
2) Align shift arm pin and control shaft pin holes. Drive
spring pins into position, with slit area upward. Reverse removal
procedure to complete installation. Check pedal height and free play.
Adjust if necessary. See CLUTCH PEDAL HEIGHT and
CLUTCH PEDAL FREE PLAY under ADJUSTMENTS.
Removal (4WD Models)
1) Remove transmission. See CLUTCH ASSEMBLY. Remove return
spring or clips, and remove release bearing.
2) Slide release fork toward outside of transmission and
disengage from fulcrum ball. DO NOT slide release fork toward inside
of case, or damage to fulcrum ball clip will result. Remove release
fork boot.
Installation
To install, reverse removal procedure. Apply grease to
fulcrum ball contact area of release fork before installing. Fill
groove of release bearing inside diameter with grease before
installing. See Fig. 5.

as matched set. Side gears and pinion gears must be replaced as
matched set.
Reassembly & Adjustment
1) Install thrust spacers, side gears, pinion washers and
pinion gears in differential case. DO NOT install thrust block (if
equipped) at this time.
2) Install pinion shaft without lock pin. Check pinion and
side gear backlash. Install wooden wedge to lock side gears. See
Fig. 8 . Using dial indicator, measure gear backlash. Backlash should
be .0004-.0030" (.010-.080 mm). Service limit is .008" (.20 mm).
3) Adjust backlash by using different side gear spacers.
Ensure both sides are equally shimmed. Install thrust block (if
equipped) once correct backlash is obtained. Install pinion shaft lock
pin from ring gear side of carrier housing. Securely stake pin in 2
places. Ensure adhesive is removed from ring gear mounting bolts and
gear mounting surface. Clean internal threads with tap.
4) Ensure alignment marks on differential case and ring gear
align. Apply Loctite 271 to bolts, and install ring gear on
differential case. Tighten bolts in diagonal sequence to
specification. See TORQUE SPECIFICATIONS . Using appropriate adapter,
press on carrier side bearings.
DIFFERENTIAL ASSEMBLY (LIMITED SLIP)
NOTE: Manufacturer does not provide disassembly or reassembly
procedures for locking type differential. Use illustrations
for exploded views of assembly. See Figs. 11 and 12.
NOTE: See PRE-DISASSEMBLY INSPECTION under
DIFFERENTIAL ASSEMBLY (CONVENTIONAL) before disassembling
carrier assembly. For carrier assembly and drive pinion
removal, see DIFFERENTIAL ASSEMBLY (CONVENTIONAL) .
Disassembly
1) Once ring gear is removed, loosen carrier housing screws
in diagonal pattern. Separate cases and remove components. See Fig. 10
. Maintain parts in order of disassembly. Clean all parts in new
solvent.
2) Inspect condition of friction and spring plates and
friction discs. Replace disc and/or plates if worn or heat damaged.
Distortion of discs will cause incorrect clutch pressure. Scratches,
nicks or burrs on components can be repaired with an oil stone.
3) Discs must be flat and free of distortion. Check discs on
surface plate with dial indicator. Maximum warpage of friction plate
or disc is .003" (.08 mm). Inspect thickness of discs and plates.
Thickness limit between discs and plates is .004" (.10 mm).
Fig. 10: Exploded View Of Limited Slip Differential
Courtesy of Mitsubishi Motor Sales of America.

FLANGES
FLEX PLATES
FLUID LEVEL INDICATORS
FLUIDS AND LUBRICANTS
FLYWHEELS
FORCE MOTORS
GUIDES
HALF SHAFTS
HOSES, LINES AND TUBES
HOUSINGS (BELL, CASE, TAIL (EXTENSION) AND AUXILIARY)
INTERMEDIATE SHAFT SUPPORT BEARINGS
KEY INTERLOCK SYSTEMS
LIMITED SLIPS
LINES
LINKAGES (EXTERNAL)
LOCKING HUB ASSEMBLIES
LOCKING HUB CONTROL KNOBS
LUBRICANTS
METAL-CLAD SEALS
METALASTIC JOINTS
MODULATOR PINS
MODULATORS
MOUNTS (ENGINE, TRANSAXLE AND TRANSMISSION)
ODOMETER DRIVES (MECHANICAL)
ODOMETER HEADS (MECHANICAL)
OIL PANS
PANS
PILOT HOLES
PRESSURE PLATES
PRESSURE SWITCHES
RACES
RUBBER JOINTS (METALASTIC)
SCREENS
SEALS
SEALS (METAL-CLAD)
SELECTOR INTERLOCK SYSTEMS
SERVOS
SHIFT INTERLOCK SYSTEMS (SELECTOR AND KEY INTERLOCK SYSTEMS)
SENSORS
SIDE COVERS
SLIP YOKES
SOLENOIDS
SPEED SENSORS (ELECTRONIC WHEEL AND VEHICLE)
SPEEDOMETER-DRIVEN GEAR HOUSINGS
SPEEDOMETER/ODOMETER DRIVES (MECHANICAL)
SPEEDOMETER/ODOMETER HEADS (MECHANICAL)
SPEEDOMETERS AND ODOMETERS (ELECTRONIC)
SWITCHES
TONE WHEELS
TOOTHED RINGS (TONE WHEELS)
TORQUE CONVERTERS
TRANSAXLE MOUNTS
TRANSDUCERS (TRANSMISSION)
TRANSMISSION COOLERS
TRANSMISSION MOUNTS
TRANSMISSION PANS
TRANSMISSION RANGE INDICATORS (PRNDL)
TUBES
UNIVERSAL JOINTS (CARDON OR CROSS TYPE)
VACUUM CONTROLS
VACUUM HOSES
VACUUM MOTORS
VACUUM-OPERATED SWITCHES

CLUTCH DISCS (MANUAL TRANSMISSION)
CLUTCH DISC (MANUAL TRANSMISSION) INSPECTION








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Condition Code Procedure
Backing plate cracked ... A ............ Require replacement.
Broken .................. A ............ Require replacement.
Contaminated with oil ... A ............ Require replacement.
Damper cushion broken ... A ............ Require replacement.
Damper cushion
collapsed .............. A ............ Require replacement.
Damper spring collapsed . A ............ Require replacement.
Damper spring missing .. C ........ ( 1) Require replacement.
Friction material cracked
through ................ B ............ Require replacement.
Friction material flaking
or chunking ............ B ............ Require replacement.
Friction material surface
cracking ............... B ......... No service suggested or
required.
Grooved ................. B ......... No service suggested or
required unless the pressure
plate or flywheel is being
resurfaced or replaced. In this
case, replacement of clutch
disc is required.
Ridged .................. B ......... No service suggested or
required unless the pressure
plate or flywheel is being
resurfaced or replaced. In this
case, replacement of clutch
disc is required.
Splines worn, affecting
performance ............ A ............ Require replacement.
Warped .................. A ............ Require replacement.
Wear exceeds
specifications (where
applicable) ............ B ............ Require replacement.
Worn close to the end of
its useful life ........ 1 ............ Suggest replacement.
Worn, affecting
performance ............ A ............ Require replacement.
( 1) - Not all clutch discs have springs in all spring
chambers on the disc.









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CLUTCH FORKS
CLUTCH FORK INSPECTION








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Condition Code Procedure
Bent .................... B ............ Require replacement.
Broken .................. A .. Require repair or replacement.
Cracked ................. B .. Require repair or replacement.
Worn close to the end of
its useful life ........ 1 ............ Suggest replacement.
Worn, affecting
performance ............ A ............ Require replacement.









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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.
Broken .................. A ............ Require replacement.
Leaking (hydraulic
mount) ................. A ............ Require replacement.
Mounting hole worn,
affecting performance .. A ............ Require replacement.
Mounting hole worn, not
affecting performance .. .. ........ No service suggested or
required.
Rubber deteriorated,
affecting performance .. A ............ Require replacement.
Rubber deteriorated, not
affecting performance .. .. ........ No service suggested or
required.
Threads damaged ......... A .. Require repair or replacement.
Threads stripped (threads
missing) ............... A ............ Require replacement.









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ODOMETER DRIVES (MECHANICAL)
See SPEEDOMETER/ODOMETER DRIVES (MECHANICAL) .
ODOMETER HEADS (MECHANICAL)
See SPEEDOMETER/ODOMETER HEADS (MECHANICAL) .
OIL PANS
See TRANSMISSION PANS .
PANS
See TRANSMISSION PANS .
PILOT HOLES
See DOWEL PINS, GUIDES AND PILOT HOLES .
PRESSURE PLATES
PRESSURE PLATE INSPECTION








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Condition Code Procedure
Balance weight missing .. C ............ Require replacement.
Broken .................. A ............ Require replacement.
Contact surface
distorted .............. B ............ Require replacement.
Cracks .................. B ............ Require replacement.
Fingers bent ............ A ............ Require replacement.
Hard spots .............. B ............ Require replacement.

HO2S detects oxygen content in exhaust gas and sends this
information to PCM. PCM uses input signals from HO2S to vary duration
of fuel injection. HO2S heater stabilizes sensor temperature
regardless of exhaust gas temperature to allow for more accurate
exhaust oxygen content readings.
Idle Air Control (IAC) Valve Position Sensor
Sensor is incorporated in IAC motor. Sensor senses IAC motor
plunger position and sends electrical signal to PCM.
Ignition Timing Adjustment Terminal
Used for adjusting base ignition timing. When terminal is
grounded, PCM timing control function is by-passed, allowing base
timing to be adjusted.
Intake Air Temperature (IAT) Sensor
IAT sensor is incorporated into airflow sensor assembly. This
resistor-based sensor measures temperature of incoming air and
supplies air density information to PCM.
Knock Sensor (KS)
KS is located in cylinder block and senses engine vibration
during detonation (knock). KS converts vibration into electrical
signal. PCM retards ignition timing based on this signal.
Manifold Differential Pressure (MDP) Sensor
MDP sensor converts negative air pressure in intake manifold
plenum into voltage signals sent to PCM. PCM monitors Exhaust Gas
Recirculation (EGR) system using these signals.
Park/Neutral Position (PNP) Switch (Automatic Transmission)
PNP switch senses position of transmission select lever,
indicating engine load due to automatic transmission engagement. Based
on this signal, PCM commands IAC motor to increase throttle angle,
maintaining optimum idle speed.
Power Steering Oil Pressure Switch
Switch detects increase in power steering oil pressure. When
power steering oil pressure increases, switch contacts close,
signaling PCM. PCM commands IAC motor, raising idle speed to
compensate for drop in engine RPM due to power steering load.
Throttle Position (TP) Sensor
TP sensor is a variable resistor mounted on throttle body.
PCM uses voltage signal from TP sensor to determine throttle plate
angle.
Vehicle Speed Sensor (VSS)
Mounted on transaxle/transmission, VSS sends a pulsing signal
to PCM for vehicle speed calculation. PCM uses this calculation for
cruise control and fuel cut-off.
Volume Airflow (VAF) Sensor
Incorporated into airflow sensor assembly, VAF sensor
measures intake airflow rate. Intake air flows through tunnel in
airflow sensor assembly. VAF sensor sends frequency signal to PCM. PCM
uses signal to adjust fuel injection rate.
OUTPUT SIGNALS
NOTE: Vehicles are equipped with various combinations of
computer-controlled components. Not all components listed
below are used on every vehicle. To determine component

usage on specific models, see appropriate wiring diagram in
L - WIRING DIAGRAMS article. For theory and operation on each
output component, refer to system indicated after component.
Data Link Connector (DLC)
See SELF-DIAGNOSTIC SYSTEM .
EGR Control Solenoid Valve
See EXHAUST GAS RECIRCULATION (EGR) CONTROL under EMISSION
SYSTEMS.
Fuel Injectors
See FUEL CONTROL under FUEL SYSTEM.
Fuel Pressure Control Solenoid Valve (Turbo)
See FUEL DELIVERY under FUEL SYSTEM.
Fuel Pressure Regulator
See FUEL DELIVERY under FUEL SYSTEM.
Idle Air Control (IAC) Motor
See IDLE SPEED under FUEL SYSTEM.
Malfunction Indicator Light
See SELF-DIAGNOSTIC SYSTEM .
Power Transistor(s) & Ignition Coils
See IGNITION SYSTEMS .
Purge Control Solenoid Valve
See EVAPORATIVE CONTROL under EMISSION SYSTEMS.
Wastegate Control Solenoid Valve
See TURBOCHARGED ENGINES under AIR INDUCTION SYSTEM.
FUEL SYSTEM
FUEL DELIVERY
Electric fuel pump, located in gas tank, feeds fuel through
in-tank fuel filter, external fuel filter (located in engine
compartment) and fuel injector rail.
Fuel Pump
Fuel pump consists of a motor-driven impeller. Pump has an
internal check valve to maintain system pressure, and a relief valve
to protect fuel pressure circuit. Pump receives voltage supply from
MFI control relay.
Fuel Pressure Control Solenoid Valve (Turbo)
Valve prevents rough idle due to fuel percolation. On engine
restart, if engine coolant or intake air temperature reaches a preset
value, PCM applies voltage to fuel pressure control solenoid valve for
2 minutes after enginerestart. Valve will open, allowing atmospheric
pressure to be applied to fuel pressure regulator diaphragm. This
allows maximum available fuel pressure at injectors, enriching fuel
mixture and maintaining stable idle at high engine temperatures.
Fuel Pressure Regulator
Located on fuel injector rail, this diaphragm-operated relief
valve adjusts fuel pressure according to engine manifold vacuum.
As engine manifold vacuum increases (closed throttle), fuel

pressure regulator diaphragm opens relief valve, allowing pressure to
bleed off through fuel return line, reducing fuel pressure.
As engine manifold vacuum decreases (open throttle), fuel
pressure regulator diaphragm closes valve, preventing pressure from
bleeding off through fuel return line, increasing fuel pressure.
FUEL CONTROL
Fuel Injectors
Fuel is supplied to engine through electronically pulsed
(timed) injector valves located on fuel rail(s). PCM controls amount\
of fuel metered through injectors based on information received from
sensors.
IDLE SPEED
Air Conditioning (A/C) Relay
When A/C is turned on with engine at idle, PCM signals IAC
motor to increase idle speed. To prevent A/C compressor from switching
on before idle speed has increased, PCM momentarily opens A/C relay
circuit.
Idle Air Control (IAC) Motor
Motor controls pintle-type air valve to regulate volume of
intake air at idle.
During start mode, PCM controls idle intake air volume
according to Engine Coolant Temperature (ECT) sensor input. After
starting, with idle position switch activated (throttle closed), fast
idle speed is controlled by IAC motor and fast idle air control valve
(if equipped).
When idle switch is deactivated (throttle open), IAC motor
moves to a preset position in accordance with ECT sensor input.
PCM signals IAC motor to increase engine RPM in the following
situations: A/T (if applicable) is shifted from Neutral to Drive, A/C
is turned on, or power steering pressure reaches a preset value.
IGNITION SYSTEMS
DIRECT IGNITION SYSTEM (DIS)
Depending on number of cylinders, ignition system is a 2 or
3-coil, distributorless ignition system. On Eclipse (Turbo) and DOHC
V6 engines, Camshaft Position (CMP) sensor is located beside camshaft,\
in front of engine. On all other engines equipped with DIS, CMP sensor
is a separate unit mounted in place of distributor. On DOHC 4-
cylinder, DOHC V6 and 1.8L 4-cylinder engines with California
emissions, Crankshaft Position (CKP) sensor is located beside
crankshaft, in front of engine. PCM determines TDC based on pulse
signals received from sensors and then controls MFI and ignition
timing.
Power Transistors & Ignition Coils
Based on crankshaft position and CMP sensor inputs, PCM
controls timing and directly activates each power transistor to fire
coils. On 4-cylinder engines, power transistor "A" controls primary
current of ignition coil "A" to fire spark plugs on cylinders No. 1
and No. 4 at the same time. Power transistor "B" controls primary
current of ignition coil "B" to fire spark plugs on cylinders No. 2
and No. 3 at the same time. On V6 engines, companion cylinders No. 1
and 4, 2 and 5, and 3 and 6 are fired together.
On all models, although each coil fires 2 plugs at the same
time, ignition takes place in only one cylinder, since the other