There are differences, but they are not great until you go to the 3x expansion board.

The 3 has a faster processor, and with more I/O, it allows for the use of more "tricks", such as boost by gear, boost by speed, better boost control algorithms, no "burn stumble", a true 2 step, and a few other things I can't remember right now.

Going to the 3x board give even more I/O, and allows for sequential injection and spark. This does however require more wiring to the injectors, as they won't batch fire, and individual ignition coils. Oh, and don't forget about the cam angle sensor....

 

It's happening today. Getting the trans controller hooked up. TunerStudio in conjunction with my modified MS2 will allow me to tune the shift patterns and control converter lockup. I can also control the trans manually (kinda) using paddle shifters or other means of switching.
My high stall converter is also here now and is almost ready for installation. This should allow the turbo to spool quicker out of the hole, even with the bigger back housing. I'm hoping for somewhere around a 3000 stall, but it's hard to guess with these engines because no one that I can find has gone through the trouble of setting one up with an a340e auto trans.
The higher stall should also allow me to build boost on the stall for better power from the dig.
Should be interesting.

 

Got the controller partially wired yesterday. It was a long day, but still need to determine the correct pin outs for the shift selector indicator. Should be shifting automatically today.

I had to drive it home in test mode last night, shifting manually using the track pad and arrow on the laptop. I now have carpel tunnel.

 

The cool thing about the new controller is that with the ABS speed sensor on the tailshaft of the trans, I now have speed input to both the MS2 and the MS3 through CAN. Since they both have speed data, the MS3 allows me to control boost by gear, do horsepower, torque, and mileage calculations on the fly.

 

Finished making the spacers for the new High Stall converter last night. Should be installing that converter tomorrow. Then, it's about wrapped up for now. Everything is running great so far.

 

I've had four different aluminum radiators. The first two were from eBay, the next two from Champion Radiator. Near as I can tell they the exact same and all leaked from the same areas.
I'm running the last one I installed, with a small drip here and there. I'm not happy about it, but have decided to build my own when I get time.

No bueno.

 

Headed to my buddy's shop today to try to finish up the MS2 trans controller install. The shift indicator switch outputs have been a bit of a puzzle to get translated into a viable input to the MS controller. The a340e uses the same outputs as the A43d, so it works with the factory stuff, but the switch logic converter took some time to figure out.



This is what I came up with. Don't pick too much at my solder work.
The next thing to do is get the VSS output from the MS2 to the cluster to work the speedo. The factory vehicle speed sensor isn't cooperating any longer, so rather than trying to sort that out, I'll just use the new processor to do that job.

I'm also installing the 3x expansion board today which will open up a whole new realm of possibilities with sequential injection and spark.

 

It is running and driving, BTW. It puts so much more power down to the road now in the lower gears.

I absolutely love the wheel chirp when shifting from first to second. I'll try to get a video of it with a decent pull soon.

 

Well not exactly. But yes?

I've pulled the torque converter again to have it built finally. FTI converters is building me a custom converter with a higher stall.

I also have a set of Injector Dynamics' ID1000's coming for it. My little 470's have been maxed out for some time now, and I really wanted to turn the boost back up with this bigger turbo. I haven't run the full 18 pounds that I was running with the smaller turbos because the injector duty cycle was too high.

I'm also building a new head for it. I had a spare, so I've done some research and figured out how to port it to an LC "Stage 5" equivelant.

 

You know I will. I'll get some pics soon.

 

Oh yeah... I will also tell you that my new horsepower goal is high.

I want to get 400 wheel on a reliable daily driver. I think I've figured out the proper configuration to make that happen.

 

Picked up a set of LSx coils. I'm going to machine a mount that will attach where my current spark plug wire loom is. They will sit over the valve cover and run the short wires down to the plugs. Should fit nicely. I'll have to build a plug for the distributor hole, but that should be simple.

 

She's been hanging here for over a month now....

Can't wait to get her back on the road.

 

This is when it stinks that your daily driver has been modded to this extreme. The converter core should be here tomorrow, then on to FTI converters for mods. They've been gracious enough to do the job while I wait, so I should save a few days shipping time. Their shop is only an hour away from here.

 

Alright! Update time.

I pulled the converter out over a month ago and sent it to FTI to have built. It was bad. Apparently when I put the converter in, I used bolts that were too long. This dimpled the back of the converter where the clutches for the lock up are. The clutch got ate up and no longer worked, which was part of the reason I pulled it.

So... I had to get a new core made. FTI only has cores for the V8 version of the a340 which have a 20 spline input shaft. The V6 a340 has 26 splines and one less clutch and plate for a couple of the gears. It also has a weaker bell and sprag, but all of those issues have been addressed in my trans.
The new core is from a 2000 Camry with a 4 cylinder, so the stall is around 2500 or so behind this engine setup. It's already been fitted with a snout for the a340 pump, as the Camry snout is shorter. It does however, need spacers made and welded on and the pilot needs extended approx. .187".
I'm going to take it over to FTI Converters personally on Thursday. We'll decide once I get there whether it also needs split and restalled. That was my hope originally, but after more research, I'm not sure I need a higher stall. the extra 500 rpms over the stock converter is enough to get me into boost brake stalling it, and once it hits boost, it instantly breaks the rear tires loose and climbs the revs quickly. So much fun....






I'm not making enough power to justify getting a billet anti-ballooning plate made, so it's relatively simple.