I presume he's asking about this Montero. <img src="/forums/images/graemlins/wink.gif" alt="" />

Second, I can only answer for the Gen I at this time, having no Gen IIs around me. I did not specify, my bad. <img src="/forums/images/graemlins/kewl.gif" alt="" />

Over here in OZ CASTROL VMX-M 75W/85 is recommended for the manual transmission. Lots of kudos. The #2 synchro is un-necessarily complex and has a tendency to fail. The CASTROL VMX-M 75W/85 lube has helped lots of folks with notchy transmissions.

Check the hoses. I've blown them all over the years (blew another one today). Absolutely do not think you can make it a little further hot. Shut down immediately.

If it doesn't use oil, it will last a long time if you change the oil and filter religiously.

I have had several Gen1s and one Gen2. The Gen2 is larger, heavier, not as quick and not as much fun. I'm planning to sell it and look for another Gen1 SWB to replace it. I'll probably have to get a diesel since I don't believe the 3L was available in Japan or Australia in a SWB in '88 or '89. I'd prefer the 3L, but I'm limited to importing a auto manufactured in '88 or earlier here.

Great info! To summarize what I think I'm understanding is that the 3L V6 is ok with no major weaknesses, although it may develop a lifter tick, much like the Isuzu 3.2L SOHC V6s. Is the same 3L V6 used on both the Gen 1 and Gen 2? The manual trans on the Gen 1 and Gen 2 V6s is very durable, but there may be problems with the manuals used on the 4 cyl models. Diffs and transfer cases are durable. On some models, the rear diff may have a l/s (Gen 1) or rear locker (Gen 2).

Any problems with obtaining certain parts for the Gen 1 models?

Thanks!

All the Mitsu V6 engines have a crankshaft pulley bolt issue - it needs to be replaced with an updated bolt and tightened to the updated torque value or it can come loose and damage the crankshaft.

All the engines tend to have issues with the valve stem seals leaking resulting in bluish smoke out the exhaust, especially prevalent on take-off after idling for a while. Lifter tick due to clogged or failed hydraulic valve lash adjusters is also common on all the engines.

The 3.5 DOHC has an issue with the throttle butterfly valves in the variable intake manifold - the bushings in the shaft wear out causing a vacuum leak and vibrations in the shaft itself. If left unrepaired for long enough the butterfly plates can come loose or break and be ingested by the engine, causing all sorts of damage.

The 3.0 SOHC 12 valve V6 was available on both the Gen 1 & Gen 2 models, but the Gen 2 also had a 3.0 DOHC 24 valve engine available.

Limited slips were available in various models on both Gen 1 & Gen 2 Monteros, but the air locking diff was only found in the higher trim level Gen 2's. The Gen 2 locking rear axle is a pretty simple swap into a Gen 1, providing a beefier rear axle and rear disc brakes - the stronger rear trailing arms are often swapped at the same time and it's more or less a bolt-on upgrade (some wiring is necessary for the air pump).

3.0 sohc 24v I think it was. Don't think the dohc 24v head was used on anything but the 3.5 early model and the Stealth n/a and turbo motor 3.0's. Late 3.5's, all 3.8's and I'm pretty sure all 3.0 24v's were sohc.

I think early gen2 3.0's were all 12v, too, but not dead sure.

For me beating the hell out of it was a matter of boost level. I kept my five speed at 12 PSI and it lasted a long time. Jason A ran the same unit with 15+ PSI, taller tires towing a trailer. That will break the the 4 cyl five speed. If you work within those limitations, it puts up with a lot.

my 88 gen1 raider with a 2.6 5 speed has taken a beating its entire life, and the body shows for it. Original tranny, and it still shifts just fine.

The survivability of the 5spd tranny behind the 2.6L is a matter of how you abuse it and maintenance.
I would love to find a bullet proof replacement but at 417,000 miles and no problems I think I can assure you that they are not [email]cr@p[/email] and could be reliable too.

Javy