Parts for your 1999 Mitsubishi Pajero-Crank angle sensor

1999 Mitsubishi Pajero crank angle sensor — what it does and when to service it

Technical sources confirm the 1999 Mitsubishi Pajero does use a crank-angle-sensing system. Factory literature for the Pajero/Montero V20 series (1997–1999) and early NM notes a dedicated crankshaft position (CKP) sensor on many 6G74 3.5 petrol variants, while 6G72 petrol models commonly integrate an optical/cam signal inside the distributor that the ECU uses as the crank angle reference. The 4M40 2.8 diesel with electronic control uses an engine speed/TDC sensor for the same role. References: Mitsubishi Pajero/Montero Workshop Manual (V20, Group 13A/13B Engine Electrical), Mitsubishi 4M40 Engine Workshop Manual (Engine Electrical/EFI), Mitsubishi ASA electronic parts catalogue, and Autodata service information.

On a 1999 Pajero, the crank angle sensor tells the ECU exactly where the crankshaft is, so it can fire the spark and inject fuel at the right moment. Without a clean signal, the engine can be hard to start, stumble under load, or just die at the lights. It also underpins misfire detection and keeps the timing rock solid across Aussie and Kiwi conditions—from cold mornings to scorching highway runs.

There’s no set replacement interval, it’s a “when needed” item. As part of routine servicing, it’s smart to inspect the sensor connector, check for oil ingress or corrosion, and make sure the wiring loom isn’t chafed near the front timing cover or bellhousing. If the Check Engine light’s on with codes like P0335/P0336, or there’s an intermittent no-start when hot, the sensor or its wiring is a prime suspect.

Replacement advice varies slightly by engine:

• 6G74 3.5 (DIS/coil-on-plug): CKP often sits by the crank pulley or rear of the block/flywheel. Expect a small flange-mounted sensor with a thin harness—keep the tip clean and set the air gap to spec.
• 6G72 3.0 (distributor): The timing signal is inside the distributor, service may involve replacing the distributor pickup/optical module or the whole distributor if wear is present.
• 4M40 2.8 diesel (EDC): An engine speed/TDC sensor provides the reference, treat it like a CKP in testing and replacement.

Handy tips:

• Use quality OEM-equivalent sensors, cheapies can drop out when hot.
• Before condemning the sensor, scope the signal if possible and tug-test the loom under the bonnet, heat-soak faults are common.
• If the crank pulley’s harmonic balancer is perished and wobbling, fix that first—bad runout can scramble the reading.

Symptoms pointing to attention include a dead crank/no start with fuel and spark missing, sudden stalling, erratic tacho, long crank when warm, and fuel economy going pear-shaped.

Popular questions

Where is the crank angle sensor on a 1999 Pajero?
On many 3.5L 6G74s it’s mounted near the crank pulley or at the bellhousing reading the flywheel. On 3.0L 6G72 distributor models, the timing signal lives inside the distributor instead of a separate CKP. The 4M40 diesel uses an engine speed/TDC sensor on the timing case or bellhousing area.

What are the signs the sensor is failing?
Common clues are intermittent no-start when hot, random stalling, rough idle, surging, and fault codes like P0335. If wiggling the harness changes the symptom, suspect wiring or the connector rather than the sensor itself.

Should it be replaced during routine servicing?
It’s not a scheduled item. During regular services, check the loom and connector, clean away oil or dust, and verify no pulley wobble. Replace the sensor only if testing points to a weak or missing signal.