Parts for your 1998 Mitsubishi Pajero-Crank angle sensor

1998 Mitsubishi Pajero crank angle sensor — what it does and how to look after it

Yes, the 1998 Mitsubishi Pajero uses a crank angle sensor (also called a crankshaft position or CKP sensor). This is documented in technical sources including the Mitsubishi Pajero/Montero Factory Service Manual for 1997–1999 (Engine Electrical section), common Australasian workshop data (e.g., Autodata), and the Mitsubishi ASA electronic parts catalogue. On petrol V6 models, the signal may be generated by a sensor within the distributor on SOHC variants or by a separate CKP on DOHC engines. On the 4M40 2.8 turbo‑diesel, a dedicated CKP is mounted at the timing case reading a trigger wheel on the crank.

The crank angle sensor tells the ECU exactly where the crankshaft is and how fast it’s spinning. That live signal lets the ECU fire the coils and time the injectors properly for clean starts, smooth idle, good power and decent fuel economy. If the signal drops out or gets noisy, the Pajero can be hard to start, stall when hot, misfire, log fault codes (often P0335/P0336), and show an erratic tacho.

While it’s not a scheduled service item, it’s smart to check it as part of major servicing on an older Paj. Heat, oil vapour and vibration can fatigue the sensor and its wiring after a couple of decades.

• Inspect the connector and loom near the front of the engine (diesel) or at the distributor/front cover (petrol). Look for brittle insulation, green corrosion or oil ingress.
• If accessible, make sure the reluctor/trigger wheel is clean and free of metal fuzz. Don’t bend the wheel.
• If the engine has a set air gap, verify it with a feeler gauge per the workshop manual. Don’t guess the gap.
• If replacing, use a quality sensor and renew any O‑ring. Route the harness exactly like factory to avoid heat and rub points.

1. Confirm the fault first: scan for codes, check live RPM while cranking, and, if available, scope the CKP waveform.
2. Disconnect the negative battery terminal.
3. Access the sensor: V6 SOHC often inside the distributor, V6 DOHC typically on the block/bellhousing, 4M40 diesel at the timing case near the crank pulley.
4. Remove the retaining fastener, withdraw the sensor gently, wipe the mounting face, and install the new unit.
5. Reconnect, clear codes, and road test. Some petrol variants may require a base‑idle/timing learn procedure as outlined in the FSM.

If any of that sounds like a pain under the bonnet, an auto sparky can sort it quickly with the right test gear. Sticking to genuine specs from the factory manual will keep the old girl starting and running sweet for many more kilometres.

FAQs

Where is the crank angle sensor on a 1998 Pajero?

On many petrol V6 SOHC models, the crank angle signal is generated inside the distributor. On DOHC V6 variants it’s a separate sensor at the front or rear of the engine. On the 4M40 2.8 turbo‑diesel it’s typically mounted on the front timing case reading a toothed wheel on the crank. Exact location can vary by engine and market, so check the VIN and the Factory Service Manual.

Can a failing crank angle sensor cause intermittent stalling?

Absolutely. Heat‑soak can make a weak sensor drop out after a few minutes, then work again once it cools. Common clues are a no‑start when hot, cutting out at idle, an erratic tacho, and codes like P0335. Checking live RPM during cranking or scoping the signal helps confirm it before replacing parts.

Do I need to re‑time the engine after replacing the sensor?

The ECU handles spark and injection timing from the sensor signal, so there’s no mechanical re‑timing on most setups. If your V6 uses a distributor‑mounted sensor, you may need to follow the FSM procedure to set base timing/idle using a scan tool or timing light. Always follow the factory steps to avoid drivability issues.