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What the MD320622 Is and What It Fits

The Camshaft Position Sensor for Mitsubishi Montero & Montero Sport 3.5L (MD320622) is a direct-fit Hall-effect sensor built under IATF 16949:2016 certified processes. It feeds camshaft position data to the ECM over the CAN bus, following ISO 15765-4 diagnostic protocols and SAE J1939-76/77 communication standards. The hermetically sealed solid-state design meets ISO 20653:2023 ingress protection benchmarks.

It covers two engine families: the 6G74 (3.5L DOHC/SOHC 24V) and the 6G72 (3.0L SOHC 24V). Fitment runs 1994–2004 across the Montero, Montero Sport, 3000GT, and Diamante. By 2026, Mitsubishi, Toyota, GM, and Ford have all settled on Hall-effect architectures for their OBD-II-compliant powertrains, so this is the industry-consensus design for phase detection across all RPM ranges.

Specification Matrix

The cross-reference list matters for supply: J5T25082A, J005T25082A, 5S1356, and SU4222 are confirmed for multi-brand interchange, including Ford, GM, and Toyota aftermarket distribution channels. If a parts counter quotes one of those numbers, it maps to this sensor.

Build Quality: Housing, Sealing, Heat

PPS Housing and the 180°C Rating

The housing is glass-fiber-reinforced PPS (polyphenylene sulfide), rated for continuous operation at up to 180°C. That rating matters on the 6G74 because the sensor sits in the cylinder head valley, a zone with heavy thermal soak after shutdown. The lightweight composite also aligns with 2026 CAFE-driven weight reduction targets.

Legacy phenolic-resin sensors are prone to micro-cracking after 80,000+ miles of thermal cycling. This formulation resists thermal cycling fatigue and is projected at 150,000+ miles over 10 years, a 2026–2030 lifecycle figure from accelerated durability testing.

Inside the Sensor

A rare-earth neodymium magnet paired with a precision Hall IC generates a clean 0–5V square wave. Cam-to-crank correlation holds within ±0.5° across the full RPM band, from idle to the 6,500 RPM redline.

That stability removes the signal drift common in the variable-reluctance sensors fitted to 1994–1997 6G74 applications. Consistent phase data is what keeps P0016 and the P0340-P0344 code family from returning.

Spot the Genuine PPS Housing

Confirm the >PPS-GF30< marking molded into the sensor body. That is the ISO 1043-1 designation for the specified glass-fiber composite, produced with materials conforming to SAE J1344 thermoset polymer classification. Budget sensors using legacy phenolic or Bakelite formulations will not carry the marking.

DTC Coverage and Diagnostic Behavior

The MD320622 directly addresses the P0340-P0344 family: camshaft position sensor "A" circuit malfunction, range/performance, low input, high input, and intermittent signal. On engines with bank-specific monitoring, such as 3000GT DOHC applications, it also covers P0345-P0349 Bank 2 circuit codes when installed in the corresponding bank position.

Correlation codes respond too. A healthy output lets the ECM clear P0016 (crankshaft/camshaft correlation, Bank 1 Sensor A) and P0011 ("A" camshaft timing over-advanced). If the cam signal drops entirely, the ECM fires injectors through the wrong window and P0300 random misfire with fuel trim deviation follows.

Under 2026 OBD-II strategies, the ECM runs camshaft position rationality monitoring through Mode $06 Test IDs $81-$85. A properly functioning MD320622 clears all Test ID thresholds within one drive cycle. Early signal dropout events land in Mode $07 pending memory before the MIL ever lights.

Failure Progression in the Field

2026 field data aggregated across Mitsubishi technical service networks shows a four-stage pattern:

• Stage 1: intermittent extended crank of 3–5 seconds, worst on hot-soak restarts, while the ECM defaults to crankshaft-only timing until the cam signal validates.
• Stage 2: pending P0340 or P0344 stored in Mode $07 memory with no MIL.
• Stage 3: hard start or no start, MIL illuminated, stored P0340-P0344 codes. The ECM has lost the camshaft phase reference entirely.
• Stage 4: P0300 random misfire with fuel trim deviation from the lost injector synchronization window.

ECM and Scan Tool Compatibility

The sensor is plug-and-play for all Mitsubishi ECM part numbers in the MD3xxxxx and MR5xxxxx series used across 1994–2004 6G72 and 6G74 applications. No ECM reflash or calibration update is required.

The 0–5V square wave works with every OBD-II scan tool from 1996 through the 2026 model year, including Bluetooth and Wi-Fi dongles running ISO 15765-4 on CAN 11-bit or 29-bit. The ECM decodes the signal into SAE J1979 Mode $06 and Mode $09 data, so any tool that reads camshaft position PIDs reports accurately. That covers Autel, Snap-on, Launch, and OEM-level Mitsubishi MUT-III/IV platforms.

Related Parts for the Same Platforms

A camshaft sensor is rarely the only aging part on a 1994–2004 Mitsubishi. If throttle response has also gone lazy on your Diamante or Montero Sport, the Throttle Position Sensor MD614736 for 1999-04 Mitsubishi Diamante Montero Sport covers that circuit on the matching model years.

For the US-market trucks, Koeep lists the same MD614736 as a Throttle Position Sensor for 2002 2003 Mitsubishi Montero Sport 3.0L US, so you can match the OEM number printed on your old part before you order.

For a wider refresh, the Engines & Engine Parts collection at Koeep holds the full catalog of engine sensors and components. If your Pajero or Montero also shows transfer case warning lights, the MR580151 Transfer Case Switch diagnostic guide covers that repair in the same format.

Ordering and Support

Frequently Asked Questions