• NAXJA is having its 18th annual March Membership Drive!!!
    Everyone who joins or renews during March will be entered into a drawing!
    More Information - Join/Renew
  • Welcome to the new NAXJA Forum! If your password does not work, please use "Forgot your password?" link on the log-in page. Please feel free to reach out to [email protected] if we can provide any assistance.

Auto trans tech for the geeky engineer types (like me)

CRASH

NAXJA Forum User
NAXJA Member
Location
Foresthill, CA
I've always been curious as to the interchangeability of Jeep AW4 parts and aisin A-340 parts. As it turns out, they have alot in common, including the ability to swap tailhousings and output shafts. In fact, it would be very easy to use a Toyota 7MGTE motor, with an A340 auto, and then hook it to an NP231 or 300, or Atlas, just by using an AW4 tailhousing and output shaft. The thing that has me interested right now is hooking an A340 to an 80 series T-case, which would allow me to use the 7MGTE in my buggy, which has 80 series axles.

Enough blathering, on to the article from TransTec.

CRASH

The Evolution of the A340

Don Cottrell, TransTec Product Technician
Aisin Warner has produced the
A340 series transmission for
over a decade. It was first introduced
in 1985 for the Toyota Pickup and 4-
Runner line. In a two-wheel drive
version, its designation is A340E. Its
four-wheel drive version used from
1985-94 is designated A340H. The
“H” suffix led some builders to think it
stood for hydraulically-shifted transmission,
but what it really represents is
that it is coupled to a hydraulic transfer
case, instead of a mechanical one. The
transmission is electronically shifted in
both the A340E and the A340H.
Pleased with the durability of the
Aisin Warner A340E transmission,
Toyota added it to the Supra line in
1986. Aisin Warner felt so successful
with the performance of their transmission
that they began to market it to
other automakers.
The first auto manufacturer in the
states that started fitting the A340
series into their own line of trucks and
sport utilities was Chrysler Corporation.
The A340 series of transmissions
produced for Chrysler was designated
AW-4. This unit was used in all 4.0
litre, two-wheel drive and four-wheel
drive Jeep Wagoneers, Cherokees,
Grand Cherokees and Comanches. The
only exception was the 1994-98 Grand
Cherokee, which used the A500.
Chrysler took a different approach
to their four-wheel drives. They went
with a mechanical transfer case instead
of a hydraulic unit like the 1985-94
Toyota four-wheel drives. This was
usually a less costly repair, because
you could separate the transfer case
from the transmission just by unbolting
it from the transmission’s adapter
housing. In Toyota four-wheel drives,
on the other hand, you had to disassemble
the transfer case to get to the
bolts that held it to the transmission. To
do the early Toyotas right, you have to
rebuild the transfer case as well as the
transmission, and add the cost of doing
this to the job.
Isuzu used the A340H in its Trooper
line since the Trooper’s inception in
1988, up through 1991 in vehicles with
a 2.6L inline 4-cylinder, and a 2.8L V6.
Isuzu, like Toyota, also had the
hydraulic transfer case that was capable
of true “shift on the fly.”
In 1990, Aisin Warner started
producing the sister to the A340E,
designated the A341E. Lexus was the
first automaker to use the A341E. It
debuted in the LS400 line in 1990, the
SC400 in 1992, the GS300 in 1993, and
the SC300 in 1998. Toyota used the
A341E in the 1993-98 Supra, paired
with the 3.0L twin cam turbo engine.
Volvo also used this unit with a
designation of AW 40 in its 960 series
from 1993-97, and its 90 series for
1998-up.
The A341E was only produced in a
two-wheel drive version. It is basically
a beefier A340E, with a shorter output
shaft and extension housing, and a bolton
flange yoke. These external characteristics
readily distinguish the A341E
from its sister, the A340E. Internally,
you will see numerous changes. There
is a different pump, clutch pack
changes, an added shift (line pressure)
control solenoid, and changes to the
valve body for line pressure modulation.
You will also notice that the lock-up
control solenoid went from an on/off
type to a pressure modulation type.
The 1993-98 Supra 3.0L turbo and
the 1998-up Lexus SC300 went one step
further on their A341E, and added a
throttle control solenoid that controls
hydraulic pressure to the back chamber
of the accumulators. This helps control
shift feel.
In 1995, Toyota decided to do away
with their hydraulic transfer case and go
with a conventional mechanical transfer
case. This was a welcome change to
most rebuilders and owners, since you
no longer had to disassemble the
transfer case and build it along with the
transmission. The new designation for
the four-wheel drive units with a
separate transfer case is “A340F.” This
unit was used in all of their four-wheel
drive vehicles from 1995-up, except for
the Landcruiser. Mitsubishi also used
the A340F in their 1995-98 Montero.
Another event that took place in
1995 was the addition of another version
of the A340 series. This new version
was designated A343F, and it was only
produced in a four-wheel drive version.
The only applications this was used in
were the high line four-wheel drives like
the Lexus LX450 and LX470, as well as
the 1995-up Landcruiser.
The 1995-97 A343F is basically an
A341E internally, with the exception of
the output shaft and some clutch pack
changes. It also uses the A340E type
valve body instead of the shift control
solenoid valve body like in the A341E.
In 1998, the A343F underwent a face lift
A
4
and had the shift control (line pressure)
solenoid added to the hydraulics, as
well as a throttle control solenoid.
All of the A340 series of transmissions
are generally very reliable. But
close attention is needed when doing a
rebuild. The valve body has had many
changes from model to model, and you
need to pay close attention to all the
check ball locations since they’ve been
moved around a lot.
One area of concern is that the
throttle position sensor on the Jeep
applications goes bad quite often,
causing what is generally described as a
neutralizing condition while at cruise.
Another weak point is the famous
“Toyota clogged shift solenoid syndrome,”
as well as problems with the
speed sensors going bad.
Several of the tech services have
good technical manuals available for
these units, and it is highly advised to
have them on hand when tackling one
of these for a rebuild.
If you think all this is confusing
enough, think again, because the latest
trend is not towards simplicity. The
new generation of 5-speed is here, and
there are two different versions out
already. The first is the A350E, and the
second is the A650E. But that’s another
story……..
 
Cool beans!

Thanks for that.

r@m
 
I know its a cool hop up motor for a car but is that really what you want for a buggy? I would be awesome on the jv desert races though. Or for mud boggin which we all know is your favorite :)

btw how would that turbo like being dumped in the cold water of fordyce creek?
 
IT's all a fantasy, I'll likely stay with the POS Chevrolet engine and SM465 both of which are rebuilt along with the T-18.

Here's the kicker, I have access to a FREE &MGTE long block and FREE A340.

Though I think if I bring home one more piece of crap, my wife is gonna hang me by my thumbs.

CRASH
 
Absolutely.

CRASH
 
CRASH said:
Though I think if I bring home one more piece of crap, my wife is gonna hang me by my thumbs.

By the thumbs? Lucky bastard, I went past that about 3 "project" vehicles ago.

Guess what's next!

LOL

r@m
 
mad maXJ said:
the real question is can we put dual Toy cases behind our AW4s :D ?

But what about there completly different bolt patterns? I mean crash, you have looked at them? There are really a "tall" tranny and tcase combo. Maybe you can explain to me why it would work.

matt
 
Scrappy said:
But what about there completly different bolt patterns? I mean crash, you have looked at them? There are really a "tall" tranny and tcase combo. Maybe you can explain to me why it would work.

matt

The tailhousing of the transmission must be swapped, along with the output shaft.

CRASH
 
CRASH said:
IT's all a fantasy........

Though I think if I bring home one more piece of crap, my wife is gonna hang me by my thumbs.

CRASH

If you don't get you're XJ finished and get your sweet wife out on the trail, she's going to do worse than that!!!! :twak: :hang: :explosion:

We'd all love a wife that couldn't wait 'till we got our Jeep done so she could hit the trail with us....... :lecture:




:D :D
 
I searched "Aisin Warner supra" in google, i got this as like the 4th or 5th result. I think my Jeep productivity would increase if i only used the Naxja search bar instead of google....
 
Wow, ancient thread bump.

Update:

The buggy parts were all sold except kept the Pre-smog CJ registration and tub.

XJ was finished in '05 and upgraded every winter since to finish annoying stuff I should have thought of the first time around.
 
A340, 93-up 30-40LE, A340E, A340F, A340E, JEEP AW4 all are basically the same.

Here is the only performance replacement I could find for the AW4. The last time I had an Automatic Transmission Rebuild here in Tampa it cost me around $3600 and that was 6 years ago.


TOYOTA / LEXUS PERFORMANCE AUTOMATICS
ES300, GS300, GS400, GS430, IS300, LS 400, LS430, LX450, LX470, RX300, RX330, SC300, SC400, SUPRA, CAMRY, 4 RUNNER, CELICA, LAND CRUISER, TACOMA, T100, RAV 4, TUNDRA, JEEP AW4, ISUZU 30-40LE

a340_small.jpg


REAR WHEEL DRIVE / 4 WHEEL DRIVE

* Valve body is custom calibrated to provide the ultimate in clutch application power and clamping force (The modifications performed by us are a proprietary design and are unavailable elsewhere)
* Virtually indestructible Raybestos Blue Plates are installed in all shifting clutches
* *NEW FEATURE* We have now developed the industry's only 6 friction disk C-2 clutch pack for a 50% increase in third gear holding capacity.
* New one way clutches (sprags) are installed in all locations
* Planetary splines are heat treated to prevent stripping
* Metalax treatment is applied to input shaft to eliminate stress related failure
* Sun shell is heat treated to prevent spline stripping
* New design high flow solenoid assemblies are installed
* Lube system is redesigned to provide increased flow and cooler operation
* Performance pressure regulator boost valve is installed to prevent sluggish line pressure rise and to increase clutch holding ability.

NOTE: This unit is the strongest configuration that can be achieved with this Toyota transmission. However, if you are running much faster than 9.99 we recommend the installation of a domestic three speed or Powerglide transmission. These units also enable you to enjoy the many benefits of a Trans Brake and 8", 9", or 10" torque converter. See our specialty RWD section or call us for details.

A340, 93-up 30-40LE, A340E, A340F, A340E, JEEP AW4: $3275
A341E and A340E, Lexus, Supra 2JZ-GTE: $3375
A340H (Early 4Runner type with integral transfer case) - call for pricing LEXUS A650E: $3875
TOYOTA A750E PERFORMANCE TRANSMISSIONS

Citation: http://www.importperformancetrans.com/toyotaauto.shtml

Below is the Quote for Modification to match or exceed Import Performance Trans in the Post above this one. So really the End Price of this highly Modified Performance A340/AW4 is $2927 minus Core Deposit (after Old Trans is received by them) or $2627 Shipped.

The Final Quote includes Shipping ($175) to here in Florida of their Performance A340/AW4 Transmission and the shipping back ($175) of the Core and the Core Deposit ($300) which is returned to you when they receive the old Transmission.

The Price for a Remanufactured A340/AW4 Transmission is $1295 plus Shipping back and forth of $350 and Core Deposit of $300.

Below is the Quote for Modification to match or exceed Import Performance Trans in the Post above this one. So really the End Price of this highly Modified Performance A340/AW4 is $2927 minus Core Deposit (after Old Trans is received by them) or $2627 Shipped.


http://prtrans.info/

Contact: Jay Taber

[email protected]

Premier Transmission
2855 S. Alma School Rd
Mesa, AZ 85210

Phone: (866) 823-6463 or (480) 820-6100

2csaur8.jpg


It is better to bypass the Radiator and go with a 40,000 GVW Transmission Cooler so that there is better flow and cooling of Fluid. (I used to have to change out my Fluid every 6 months because it is burnt. It's Extremely hot in Tampa, FL)

heatchrt.jpg


Here is info from: http://www.makcotransmissionparts.com/cooler-info.html

The most often asked question is should I bypass the radiator cooler when I install a auxillary cooler.
Most cooler manufactures and automobile manufactures information we have read, recommends installing the coolers In-Series with the factory radiator cooler for maxium cooling efficiency.
So unless the manufactures who have spent 1000's of hours testing different installations are wrong, the suggested cooler installation is in-series......
Transmission > Radiator cooler > Auxillary cooler > then Back to the transmission.
If you must bypass the radiator because the cooler tube is leaking or for other reasons, be sure to increase the size cooler you install by 1 to 2 sizes.

Mid-size trucks & full size cars
Towing up to 5,000 lbs.
# Coolers with GVW ratings of 18,000 to 24,000 lbs.

Pickup Trucks, SUV's
Towing up to 7,500 lbs.
# Coolers with GVW ratings of 22,000 to 26,000 lbs.

HD Trucks, Motor homes
Towing up to 10,000 lbs.
# Coolers with GVW ratings of 22,000 to 30,000 lbs.

Super Duty trucks
Large Motor homes
# Coolers with GVW ratings of 28,000 lbs. and UP

transcharttemps.gif


* Millions of automatic transmissions fail every year from overheating. If you tow a boat, trailer, camper or drive in Stop & Go traffic you risk overheating your transmission fluid.When your transmission fluid reaches 200o it starts breaking down.
* Transmission coolers help extend the life of your transmission fluid and can prevent transmission failure from overheating.
* At 240 degrees varnishes form and transmission life expectancy is cut in half.
* At 260 degrees the transmissions internal seals and rubber parts harden and major damage starts.
* Above 295 degrees you transmission start slipping, clutches burn out and carbon forms.
* With each 20 degrees drop in operating temperature, your fluid and equipment life doubles.
* Installing a cooler before damage starts and by reducing the transmission fluid temperature by as much as 60o can greatly extend the life of your transmission.
* Installing a transmission cooler can prevent transmission burnout.

Tru-Cool 4739 MAX with Thermal Bypass Valve TC-4739
For Vehicles with 3/8" Transmission Lines
YOUR COST: $143.00

Source: http://www.dieselsite.com/index.asp?PageAction=VIEWPROD&ProdID=205

The Thermostat is set at 90 degrees according to Tech Support.

http://www.transmissioncoolers.us/Merchant2/merchant.mvc?Screen=CTGY&Category_Code=trucool-MAX-cooler


# 4739 Tru-Cool MAX transmission cooler with external thermal bypass
The Thermostat is set at 90 degrees according to Tech Support.

Tru-Cool # LPD4739, 40,000 GVW rating, 45,000 BTU rating
8 1/2 x 22 3/4 x 1 1/4 inch
3/8 inverter flare (fittings are included for thread to hose barbs) Includes external thermal bypass for cold climates!

$140.00


# 47391 Tru-Cool MAX transmission cooler *No external cold weather thermal bypass

# LPD47391 Tru-Cool 40,000 GVW rating, 45,000 BTU rating
8 1/2 x 22 3/4 x 1 1/4 with 3/8 inverter flare (fittings are included for thread to hose barbs)
*No external thermal bypass*Great choice for southern states where the winters are mild.

$118.00

# 4921-1 Tru-Cool MAX transmission cooler (Medium Max)

3/8" hose barbs on side of cooler.
Size 6 x 23 x 3/4 inch
WITHOUT external thermal bypass!
12 plates, 30,000 GVW / 34,000 BTU ratings

$92.00

Hope this will help someone.
 
Back
Top