igotit

details ....2wd 93 toyota ext cab,v6....auto .
the 93 runs good,no smoke but is mixing water in the oil.(blown head gasket)

ill add more info as i get it!
gonna try to go pick her up today.
i had ideas about trying to convert her to 4x4 using the parts from my 81 spare parts truck,i have the complete driveline.
in the meantime ill identify the tranny....ect.see which model i have.
im wondering if the 4x4 auto tranny is the same tranny as the 2wd tranny...just different nose cones.












heres the 81 4x4 doner,drives great....tittle issues,rotten floor.

igotit

my tranny is the a340e auto.
the 4x4 version is the a340h....and a340f.

heres a short list of every vehicle that runs the a340 series.

A340H4 Speed Automatic Transmission (4x4)

Applications:

1988-1995 4x4 Trucks w/v-6
1990-1995 4Runner (4x4)
1998-2005 Toyota Altezza Gita Wagon (GXE15W and JCE15W)
(Gear ratios 1st-2.80, 2nd-1.53, 3rd-1.00, 4th-0.71, Rev.-2.39)

[edit] A340E (30-40LE)Applications:

1987-1992 Cressida (30-40LE)
1986-1998 Toyota Supra non-turbo
1987-1998 Toyota Supra turbo
1990-2000 Toyota Chaser/Mark II/Cresta 2.5 (1JZ-GE)
1995-1998 Toyota Tacoma 2.7L I4 (4WD), 3.0L V6, 3.4L V6
1993-1995 T100 3.0L V6
1993-1997 Previa 2.4L w/supercharger
1991-1997 Aristo 3.0L I6 Turbo
1992-2000 Lexus SC 300 3.0L I6
1990-1995 Crown Majesta 3.0L I6
1994-2000 Toyota Soarer 3.0L I6 (2JZ-GE)
1995-1997 Lexus LS 400 4.0L V8
1989-2002 4Runner
2001-2004 Sequoia (4x2)
2000-2004 Tundra (4x4)
2005-2007 TOYOTA COMMUTER 2.5L DIESEL
Ratios 1st:2.804 , 2nd:1.531 , 3rd:1 , 4th:0.705, Reverse: 2.393

[edit] A340FApplications:

1995-2003 4Runner (4x4)
2000-2004 Tundra (4x2)
1985-1988 4-Pickup (4x4)

info i gathered from the haynes manual.
the 340e and 340 f model are the same tranny with different nose cones.
the f has the 4x4 t case added in place of the cone.

so im assuming i can eaisly make my a340e into a 4x4 tranny.
buy an adapter plate that allows me to run my 81 t case on the a340 tranny.
then ill have a nice auto with the gear driven case.

please correct me if im wrong.

if i could find this adapter plate for the auto....id be happy.

http://www.trail-gear.com/v6-adapter-plate

igotit

ive contacted trailgear....trailgear states there are no adapter plates on the market to make my a340e accept any transfercase.

so does anyone have the a340f model....can you send me pics of the tranny and case for comparrison please!

found a bunch of info from another site.

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……..

igotit

Im currently on the side of the road, pretty sure i burnt the engine.
I drove it 20 miles with the radiator cap in the vent position.put fresh oil in before leaving on my journey.
About 18 miles into the trip i started losing power, could barely maintain 50 mph......then i hear a clattering getting louder, then she died quickly.
The temp gage stayed in the middle the entire ride, once i turned the key off, then back on the temp is pegged in the hot.
that would explain the broken faceplate over the temp gauge,guess the po just kept beating on the gauge face to get her reading properly.
So im blamming the temp gauge on this one.
Or i could man up take the blame, i knew about the bad head gasket and tried driving her anyway.bad gauge or not.....i burnt the 3slow.

guess engine swap is in the future now.
i have a great running 81 22r 4 speed with gear drive case sitting in my back yard.

edit...after sitting for awhile and cooling....she wont start,i can smell burnt oil during cranking.
she sputters like she wants to start....but just wont start.

let this be a lesson to everyone thats taking a chance on driving with a bad head gasket.....make sure your temp gauge is reading correctly.
i was foolish and burnt a good running motor.

igotit

she fired up today...lol.
went pickup my uncle,to drive it....so i can tow it in the back yard....to my amazement she fired up....knocked alot,slow acceleration....but she ran and idled.
drove to the backyard,shut her down.

these toyotas take a beating ....lol

igotit

slowly collecting valuable parts.

ive asked this question before.....can a a340 be converted to a a340 f by simply swapping out nose cones.people thought i was out of my mind to try a jeep case and adapter.....and to think it would fit on a toyota.
i was offered opinions to just pick up a a340f and save alot of headaches....ect.
parts cost me next to nothing.....lets try it!

picked up a 1998 np231 j case with adapter for the asian aw4 jeep tranny,which is based off the a340 series.
supposedly the aw4 case adapter will direct bolt in place of the tail cone on the a340 series,2wd and 4wd models.
all i need to get next is the aw4 end shaft that connects to the case input.
the toyota shaft has a different spline count.
didnt have the time to pull that shaft today.

putting the aw4 adapter opens up your tcase options.
but the aw4 case is a lefty,hopefully i can clock the case to a righty.
looks like i can clock it easily.

if what im trying to do works,you can build your easily available 2wd a340 to a 4wd a340f for under $200.

igotit

ok....ive clocked the adapter,the case is now a righty.
will running the case upside down affect operation/lubrication of the case?
only have to modify 2 studs to flip the adapter 180.
ill post up pics soon.

only external problems i can see...the vent line now becomes the drain,the drain becomes the vent.
and the shifter pattern will be backwards....no biggie,gotta fab up links anyway.

rattlewagon

Cool project!!

Ive heard about swaps similar to this with manuals, with the r150f and the ax15.

igotit

Bummer....there is an internal oil pump in the case.
Have to see if i can flip that as well.

i put a battery in the 93,hasent ran since i drove her home.
to my suprise....fired right up,accelarated nicely,no oil smell from the exhaust.
no water in the system.
i may just beable to get away with a head gasket job for now....untill i can deside on the engine i want to swap into it.
im considering the lexus sc 300-ls 400 engine,or a small diesel,maybe vortec 350....but id like to stick with a yota engine for now.
i do have a extra 98 vortec 350 that runs great collecting dust.
still not sure.

rattlewagon

I vote supercharged 3.4

igotit

i wanted the fj cruiser 4.0,but its too tall,and putting a passenger side drop case on the 4.0 would be pricy.
not to mention the 4 inch body lift required to close the hood.
but the ls 400 4.0 is a lower profile engine with good numbers,plenty potential.
from what ive read the ls 400 came with the a340e tranny already.
ill look into the 3.4 swap though.

igotit

lots of valued bell housing/engine compatability.

http://www.jeeps-offroad.com/archive...hp/t-4740.html

igotit

i guess ill go tear into the 3.slow,depending on what i find wrong will affect my decission to fix the 3.slow or swap in something better.

i may or may not put up pics.

igotit

some nasty...oily....watery goop in the tbi.
i hate working on this thing already,can take one of the cam bolts loose.
my badass inpact wont budge it.

igotit

its official....i....like many others hate working on the 3vze.
every electrical connection shattered in my hands,every rubber hose fell apart while carefully trying to remove them.
ive read everywhere that this engine was a pain to wrench on.
im a believer.
i have a lil over 18 years experience,never wrenched on a 3.slow....never again.
im still gonna continue on pulling down this one though.

between the broke hoses,injector connections,broke cam pully.
i cant see myself investing over $1000 for a proper overhaul for only 150 hp at best....stock!

the head gasket is rotten,all the gray material is falling off in a powder form,inside of the engine is littered with gray powder.
but she fires right up....lol.
not sure which engine route ill be taking,money is limited.

this is byfar the most aggrevating engine ive touched.....imagine if i was drinking and wrenching on this!

rattlewagon

WOAH, The broken connectors and rotted hoses are just because they are old, that how my 22re was when I got it. But holey hell on that cam gear. I always had a hard time with mine, but never broke one!

Good luck and dont give up yet!

igotit

im calm brother.....i speak my mind as clearly as possible.its kinda hard to get emotion across through text.
i just looked at the exhaust manifold bolts.....even worse than the i thought.
ive never pulled a motor that drove me to give up,some aggrevation on this one though.
to make matters worse....budlight time!
valve cover and cams are off,next is the alt,power steering pump,a few misc items ....then the exhaust manifolds followed by the heads.

igotit

pulling down the front suspesion,cleaning her up for the sas swap.
fighting the ball joints at the moment.
gonna just pull the entire engine and tranny out.
i have a 2.3 liter diesel i may try to put in there.

will my thread now be move to the build section...sas section....engine swap section...where?

igotit

with the 81 axels
would i have to use my 93 steering box and arm setup....or the 81's steering box and arm?
or do i use the 93 box with after market arm?

vital22re

iTrader: (2)

If you want help from a Moderator then pm us. Don't whine and bitch in a thread where no one will see it unless they are looking for it. Thread is cleaned up and I moved your thread to the build up section. Next time use a title that is descriptive of what you're doing and post it in the correct section from the start.