Re: [AMC-List] Trans for 72 232 six (AW4 w/o EFI)

["Swygert, Francis G MSgt 436 CES/CECM" <Francis.Swygert3@xxxxxxxxxxxx>]

Mark, it doesn't take much to get an AW4 working with a stand-alone
controller (TC from now on). The stand alone controller was used from
87-95. In 96 the OBDII controller has the trans controller integrated
with it. 

The TC only uses one input from the EFI system -- the throttle position
sensor (TPS). The Renix system (87-90) uses a "piggyback" TPS -- one
unit on top of the other -- one for the engine computer and one for the
TC. The 91-95 models I believe use the same TPS. I assume there's some
diodes somewhere to prevent signal feedback, but the TC may use a
different type signal (resistance range) on the 87-90 systems. 

The wiring harness looks integrated, but it really isn't. My car started
out with a manual trans. When I switched to an auto I didn't swap wiring
harnesses. Instead, I took an auto trans harness apart in the area that
the auto trans connectors were. For some stupid reason the engineers
integrated the harness, but only the power and ground wires are spliced
in (I think the ground may not be, don't recall if it's on the block
connector with other wires or has it's own connector now). I simply
unraveled the wires after taking the harness cover off and separated
them from the main harness. I had to cut a few to get them out -- don't
know why the heck they're so twisted in -- then splice them. If the
harness wasn't so twisted up it could have been easily separated. After
the harness is separated you just have to provide switched power to the
controller and rig the TPS to your carb or throttle body. 

The only other problem is the flex plate. You need to run an AW4
flexplate and matching 4.0L starter. The TF flexplate MIGHT work if
redrilled, but I'm not sure. I know there can be problems using an AW4
flexplate with a TF converter. You have to make sure the converter isn't
pushed into the trans to far or you'll burn up the front pump. Keleigh
Hardy found that out the hard way, IIRC! The solution is to shorten the
"ears" on the hub or thin the threaded mounting lugs on the converter.
Or just use the correct flexplate and starter -- neither of which are
hard to find in salvage yards now. 

Well, there's a bigger problem I suppose -- finding a 2WD AW4 in a Jeep.
Not hard to do in the south, but in northern parts of the country
(including Pacific NW -- anywhere there's a reasonable amount of snow)
they are pretty hard to find. But there may be a solution! The AW4 is
also known as the A340 in Toyotas, but it's the same trans. The main
trans body should interchange on the Jeep bell housing. The only
difference I've seen is that some of the Toyotas (specifically the
Supra) use an electronic servo in place of the TV cable. From what I saw
the servo mounts in the same location as the cable, and should be
replaceable with a cable. The valve body is calibrated differently, but
valve bodies will interchange. The only drawback here is you'd likely
need to buy a Jeep 4x4 trans and a Toyota 2WD trans (trucks and SUVs,
Supra and others rear drive cars with the I-6 or V-6) for all the parts.
If the servo can indeed simply be replaced with a cable then you just
need the Jeep flexplate and bell. I'd use the converter that goes with
the trans, especially if the trans and/or converter are used. 

MV Automatics in Australia supposedly has a shift kit available for the
AW4/A340. There's a couple places that will alter your valve body if you
send it to them in the states, but they won't sell a kit and charge
dearly for it ($575!!). I can see that for a racing trans, but a mild
improvement can be made by changing springs and possibly drilling the
plate between the valve body halves. You just have to know what you're
doing, and no one will tell! This would make the trans suitable for mild
360 V-8s. 

I found a site where a modified A340 is used behind a Lexus V-8 that
makes 218 hp/206 lb-ft AT THE REAR WHEELS on a dyno (that's about
280-300 hp at the crank -- http://v8cressida.com/). That's enough to
push the near 3461# car (approximate -- don't know how he arrived at
that figure) to 13.6 seconds @ 105.8 mph in the quarter and 0-10 time of
5.2 seconds -- with photos of a G-tech screen to prove it. Still don't
think I'd stick it behind anything more than a mild 360 in a light car
though. Would be perfect for a near stock 360 in a Hornet/Gremlin et.
al. though!! 

-----Original Message-----
From: Mark Price [mailto:markprice242@xxxxxxxxxxxx] 
Sent: Tuesday, November 21, 2006 7:53 PM
To: amc-list@xxxxxxxxxxxx
Cc: Swygert, Francis G MSgt 436 CES/CECM
Subject: Re: [AMC-List] Trans for 72 232 six

For some reason the AW4 always slips my mind!
If I was doing an automatic swap I would indeed use it.
They are, as far as I'm concerend, One of the most reliable automatic
trans out there. It's not at all unusual to see one pass 200K without a
whimper. They have a nice gear spread and work well too. 
   Anyone put one behind a non EFI six yet? Just curious of what it
would take to get the trans controller up and working. I know The manual
controllers like Franks can be built or bought, but an true automatic
function would be more fitting.
  I neverless still have the free 73 904 should anyone want it :]
--
Mark Price
markprice242ATadelphia.net
Morgantown, WV


---- "Swygert wrote: 
> Butch, note that you can use ANY 1972-2006 AMC six cylinder
transmission
> as long as you use the flexplate and torque conveter made for that
> trans. That includes the AW-4 used behind the 4.0L and lock-up
converter
> transmissions. You must use a lock-up converter with a lock-up
> transmission unless the trans is internally modified though. 
> 
> _______________________________________________
> AMC-List mailing list
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