1998 MITSUBISHI MONTERO oil type

SCHEDULED SERVICES
1998 Mitsubishi Montero
1997-98 MAINTENANCE
Mitsubishi Maintenance & Service Intervals
Mitsubishi: Montero
* READ THIS FIRST *
Before preforming maintenance on vehicle, ensure that all
cautions and warnings have been observed to prevent vehicle damage or
personal injury. See CAUTIONS & WARNINGS in MAINTENANCE INFORMATION
article in this section.
Introduction
The frequency of scheduled inspection and maintenance
services in this article are based on "normal" vehicle usage. They DO
NOT take into account the following "severe" conditions:
* Driving In Dusty Conditions
* Trailer Towing, Police, Taxi, commercial Type Operation
* Extensive Idling, Driving In Stop-And-Go Traffic
* Short Trip Operation At Freezing Temperatures (Engine Not
Thoroughly Warmed Up)
* Driving In Sandy Areas
* Driving In Salty Areas
* More Than 50% Operation In Heavy City Traffic Or At Sustained
High Speeds During Hot Weather Above 90
F (32C)
* Driving On Off-Road
If any of these severe conditions exist, the "normal" service
schedule frequency for some service items is inadequate and must be
supplemented. See the following section for specific details,
SEVERE SERVICE CONDITIONS/ACTIONS .
SEVERE SERVICE CONDITIONS/ACTIONS
The following table identifies eight "severe" conditions that
cause faster-than-normal wear. Each condition lists affected service
item(s) and their revised (more frequent) service interval.
If any severe condition(s) is applicable, its revised service\
interval(s) supersede those found in the "normal" schedules. Depending\
on the specific mileage/time, the revised interval(s) may overlap a
normal schedule (in which case they can be done together). If not, it
must be performed outside of the normal schedule.
SEVERE SERVICE CONDITIONS/ACTIONS TABLE

\
\
\
\
\
\
\
 
Condition  Action  Item  Perform Every (1) 
\b
\
\
\
 \
 \
\
\



Driving In Dusty  Replace  Engine Oil  3,000 Mile (4800 KM) 

Conditions    Or 3 Months 

\b
\
\
 \
\
\



 Replace  Oil Filter  6,000 Mile (9600 KM) 

   Or 6 Months 

\b
\
\
 \
\
\



 Replace  Air Cleaner  15,000 Mile (24,000 KM) 

  Filter  

\b
\
\
 \
\
\



 Inspect  Disk Brake  6,000 Mile (9,600 KM) 

  Pads  Or 6 Months 

\b\
\
\
 \
 \
\
\



Trailer Towing Or  Replace  Engine Oil  3,000 Mile (4800 KM) 

Police, Taxi Or    Or 3 Months 

Commercial Type \b
\
\
 \
\
\



Operation  Replace  Oil Filter  6,000 Mile (9600 KM) 

   Or 6 Months 

\b
\
\
 \
\
\



 Replace  Spark Plugs  15,000 Mile (24,000 KM) 

\b
\
\
 \
\
\



 Replace  Manual  30,000 Mile (48,000 KM) 

 Transmission  

  Oil  

\b
\
\
 \
\
\



 Replace Transfer Oil  30,000 Mile (48,000 KM) 
\b
\
\
\
 \
 \
\
\



Extensive Idling  Replace  Engine Oil  3,000 Mile (4800 KM) 

Driving in Stop &    Or 3 Months 

Stop & Go Traffic    

\b
\
\
 \
\
\



 Replace  Oil Filter  6,000 Mile (9600 KM) 

   Or 6 Months 
\b
\
\
\
 \
 \
\
\



Short-trip  Replace  Engine Oil  3,000 Mile (4800 KM) 

Operation at    Or 3 Months 

Freezing \b
\
\
 \
\
\



Temperatures  Replace  Oil Filter  6,000 Mile (9600 KM) 

(Engine not    Or 6 Months 

thoroughly warmed)\b
\
\
 \
\
\



 Replace  Spark Plugs  15,000 Mile (24,000 KM) 
\b
\
\
\
 \
 \
\
\



Driving In  Replace  Air Cleaner  15,000 Mile (24,000 KM) 

Sandy Areas   Filter  
\b
\
\
\
 \
 \
\
\



Driving In  Inspect  Disc Brake  6,000 Mile (9,600 KM) 

Salty Areas   Pads  Or 6 Months 
\b
\
\
\
 \
 \
\
\



More than 50 %  Replace  Engine Oil  3,000 Mile (4800 KM) 

Operation in Heavy   Or 3 Months 

City Traffic Or \b
\
\
 \
\
\



At Sustained High  Replace  Oil Filter  6,000 Mile (9600 KM) 

Speeds During Hot    Or 6 Months 

Weather Above \b
\
\
 \
\
\



90 F (32 C)  Replace  Manual  30,000 Mile (48,000 KM) 

 Transmission  

  Oil  

\b
\
\
 \
\
\



 Replace Transfer Oil  30,000 Mile (48,000 KM) 
\b
\
\
\
 \
 \
\
\



Driving On  Replace  Manual  30,000 Mile (48,000 KM) 

Off-Road  Transmission  

  Oil  

\b
\
\
 \
\
\



 Replace Transfer Oil  30,000 Mile (48,000 KM) 
\b
\
\
\
\
\
\
\





(
1) - Perform these services at the mileage or number of months 

(since the last time), WHICHEVER COMES FIRST. 
\f
\
\
\
\
\
\
\


7,500 MILE (12,000 KM) NORMAL SERVICE
7,500 MILE (12,000 KM) NORMAL SERVICE

STARTER
1998 Mitsubishi Montero
1998 STARTING & CHARGING SYSTEMS
Mitsubishi - Starters
Diamante, Eclipse, Galant, Mirage, Montero, Montero Sport,
3000GT
DESCRIPTION & OPERATION
Starter is a conventional 12-volt, 4-pole brush-type motor,
with direct or gear reduction drive. Starter-mounted solenoid shifts
overrunning clutch and pinion into flywheel when starter is energized.
TROUBLE SHOOTING
NOTE: See TROUBLE SHOOTING article in the GENERAL INFORMATION
section.
ON-VEHICLE TESTING
TROUBLE SHOOTING
1) If starter motor does not operate at all:
* Check starter coil.
* Check electrical connections.
* Check clutch pedal position switch (M/T).
* Check starter relay (M/T).
* Check park/neutral position switch (A/T).
2) If starter motor does not stop, check starter magnetic
switch solenoid.
STARTER RELAY
Diamante, Galant & Montero
1) Remove starter relay. See STARTER RELAY LOCATIONS table.
With no power supplied to any relay, continuity should exist between
relay terminals No. 1 and 2. See WIRING DIAGRAMS.
2) Connect a jumper wire from positive battery terminal to
relay terminal No. 1 and another jumper wire from negative battery
terminal to relay terminal No. 2. Continuity should exist between
relay terminals No. 3 and 4. Replace relay as necessary.
Eclipse (A/T With Theft Alarm)
1) Remove starter relay. See STARTER RELAY LOCATIONS table.
With no power supplied to any relay, continuity should exist between
relay terminals No. 1 and 2. See WIRING DIAGRAMS.
2) Connect a jumper wire from positive battery terminal to
relay terminal No. 1 and another jumper wire from negative battery
terminal to relay terminal No. 2. Continuity should exist between
relay terminals No. 3 and 4. Replace relay as necessary.
Eclipse (A/T Without Theft Alarm)
1) Remove starter relay. See STARTER RELAY LOCATIONS table.
With no power supplied to any relay, continuity should exist between
relay terminals No. 1 and 3. See WIRING DIAGRAMS.
2) Connect a jumper wire from positive battery terminal to
relay terminal No. 1 and another jumper wire from negative battery

smoothly. See STARTER NO-LOAD TEST SPECIFICATIONS table.
Fig. 2: Performing Starter No-Load Test
Courtesy of Mitsubishi Motor Sales of America
STARTER NO-LOAD TEST SPECIFICATIONS TABLE









\









\









\









\









\









\






(1) Starter Test Maximum Amps @
Application Type Voltage Minimum RPM
Diamante ............... GR .... 12.0 ..... 110 @ 5000
Eclipse
2.0L Non-Turbo ....... DD .... 11.5 ............ ( 2)
2.0L Turbo & 2.4L .... GR .... 11.0 ...... 90 @ 3000
Galant, Montero
& 3000GT .............. GR .... 11.0 ...... 90 @ 3000
Mirage
1.5L & 1.8L M/T ...... DD .... 11.5 ...... 60 @ 6000
1.8L A/T & M/T ....... GR .... 11.0 ...... 90 @ 2800
Montero Sport .......... GR ..... 12 ............. ( 2)
( 1) - DD indicates direct drive. GR indicates gear
reduction.
( 2) - Information is not available from manufacturer at time
of publication.









\









\









\









\









\









\






PULL-IN COIL TEST
1) Disconnect field coil wire from terminal "M" at starter
solenoid. See Fig. 3. Connect jumper wire between positive battery
terminal of 12-volt battery and terminal "S" of solenoid.
2) Connect a second jumper wire from negative battery
terminal and touch terminal "M" of starter solenoid. If solenoid
plunger moves inward, solenoid is good. If solenoid plunger does not
move inward, replace solenoid.

STEERING SYSTEM - POWER RECIRCULATING BALL
1998 Mitsubishi Montero
1997-98 STEERING
Mitsubishi - Power Recirculating Ball
Montero, Montero Sport
DESCRIPTION & OPERATION
STEERING GEAR
The power steering gear displaces fluid to provide hydraulic
pressure assist while turning. A one-piece rack piston nut is geared
to cross shaft. Backlash is adjusted with an adjusting screw.
STEERING LINKAGE
Linkage consists of an idler arm, relay rod, steering
knuckles and adjustable tie rods. Components are connected by ball
joints. Linkage assembly is connected to steering gear by pitman arm.
LUBRICATION
FLUID TYPE
Recommended fluid type is Dexron-II ATF.
FLUID LEVEL CHECK
Place vehicle in level position. Start engine and let idle.
Turn steering wheel left and right. Replace fluid if it has bubbles or
has become White. Fluid level should be between MIN and MAX marks on
dipstick. Fill to proper level.
FLUID REPLACEMENT
CAUTION: DO NOT crank engine for more than 15-20 seconds at a time.
1) Remove reservoir cap. Disconnect return hose at reservoir.
Drain fluid. Disconnect coil high tension wire. Raise and support
vehicle.
2) Turn steering wheel lock-to-lock several times while
cranking engine to drain fluid from steering gear. Reconnect hose.
Fill power steering system with fluid. Bleed system. See
HYDRAULIC SYSTEM BLEEDING .
HYDRAULIC SYSTEM BLEEDING
CAUTION: DO NOT crank engine for more than 15-20 seconds at a time.
Add fluid as needed during procedure to prevent reservoir
level from dropping.
1) Ensure reservoir is filled before bleeding. Add fluid (if
necessary) during bleeding. Raise and support front of vehicle.
Disconnect coil high tension wire.
2) While cranking engine, turn steering wheel lock-to-lock 5
or 6 times. Lower vehicle. Connect coil wire. Start engine and let
idle. Turn steering wheel lock-to-lock until no more bubbles appear in
oil reservoir.

SUSPENSION - REAR
1998 Mitsubishi Montero
1997-98 SUSPENSION
Rear - RWD & 4WD
Montero, Montero Sport
DESCRIPTION
NOTE: For testing and diagnosis information on electronically
controlled shocks, see ELECTRONIC - Montero article.
Montero
Rear suspension system is multi-link type with shock
absorbers, coil springs, lateral rod and stabilizer bar. See Fig. 2.
Montero Sport
Rear suspension system is a leaf spring type with shock
absorbers and stabilizer bar. See Fig. 2.
Fig. 1: Exploded View Of Rear Suspension (Montero Sport)
Courtesy of Mitsubishi Motor Sales of America.

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

3800 engines were suffering from exactly this. The point is that a
lack of detail could cause misdiagnosis.
As you might have guessed, a lab scope would not miss this.
RELATIONSHIP BETWEEN DWELL & DUTY CYCLE READINGS TABLE (1)









\









\









\









\









\









\







Dwell Meter (2) Duty Cycle Meter
1
.................................................... 1%
15 .................................................. 25%
30 .................................................. 50%
45 .................................................. 75%
60 ................................................. 100%
( 1) - These are just some examples for your understanding.
It is okay to fill in the gaps.
( 2) - Dwell meter on the six-cylinder scale.









\









\









\









\









\









\







THE TWO TYPES OF INJECTOR DRIVERS
OVERVIEW
There are two types of transistor driver circuits used to
operate electric fuel injectors: voltage controlled and current
controlled. The voltage controlled type is sometimes called a
"saturated switch" driver, while the current controlled type is
sometimes known as a "peak and hold" driver.
The basic difference between the two is the total resistance
of the injector circuit. Roughly speaking, if a particular leg in an
injector circuit has total resistance of 12 or more ohms, a voltage
control driver is used. If less than 12 ohms, a current control driver
is used.
It is a question of what is going to do the job of limiting
the current flow in the injector circuit; the inherent "high"
resistance in the injector circuit, or the transistor driver. Without
some form of control, the current flow through the injector would
cause the solenoid coil to overheat and result in a damaged injector.
VOLTAGE CONTROLLED CIRCUIT ("SATURATED SWITCH")
The voltage controlled driver inside the computer operates
much like a simple switch because it does not need to worry about
limiting current flow. Recall, this driver typically requires injector
circuits with a total leg resistance of 12 or more ohms.
The driver is either ON, closing/completing the circuit
(eliminating the voltage-drop), or OFF, opening the circuit (causing \
a
total voltage drop).
Some manufacturers call it a "saturated switch" driver. This
is because when switched ON, the driver allows the magnetic field in
the injector to build to saturation. This is the same "saturation"
property that you are familiar with for an ignition coil.
There are two ways "high" resistance can be built into an
injector circuit to limit current flow. One method uses an external
solenoid resistor and a low resistance injector, while the other uses
a high resistance injector without the solenoid resistor. See the left
side of Fig. 1.
In terms of injection opening time, the external resistor
voltage controlled circuit is somewhat faster than the voltage
controlled high resistance injector circuit. The trend, however, seems
to be moving toward use of this latter type of circuit due to its
lower cost and reliability. The ECU can compensate for slower opening