A C340 PLT; UNFAMILIAR WITH RECENTLY INSTALLED GLASS AVIONICS AND GPS; TRACKS WRONG DIRECTION ON DEP.

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AFTER TKOF; I RECEIVED VECTORS TO JOIN V23 ENRTE TO THE YOUNGSTOWN VOR. AFTER A NUMBER OF CTLR EXCHANGES AND A RETURN TO SOME VERY FUNDAMENTAL INSTRUMENT NAVIGATION SKILLS I FINALLY GOT STRAIGHTENED OUT BUT I WAS EXTREMELY DISAPPOINTED IN MY PERFORMANCE AND THE FACT THAT I ESSENTIALLY JOINED V23 HEADED 180 DEGS OPPOSITE THE DIRECTION WHICH I HAD INTENDED (AND HAD BEEN CLRED) TO FLY. IN OTHER WORDS; AFTER INTERCEPTING THE AIRWAY I PROCEEDED BACK TOWARDS CAK VERSUS HEADING TOWARDS YOUNGSTOWN. I BELIEVE THAT A NUMBER OF FACTORS CONTRIBUTED TO THIS CONFUSION: OUR ACFT HAD ONLY RECENTLY HAD THE FOLLOWING EQUIP INSTALLED IN THE INSTRUMENT PANEL: AN MX-20; A GNS-480; AND AN SL-30. I HAD FLOWN WITH THE SET UP DESCRIBED ABOVE FOR LESS THAN 9 HRS PREVIOUS TO THIS INCIDENT AND ALL OF THAT WAS ON A SERIES OF CROSS COUNTRY FLTS. THIS IS THE FIRST PANEL WITH WHICH I HAVE USED A CIVILIAN MPD OR A LATE MODEL GPS (MY ONLY OTHER EXPERIENCE WITH A GPS WAS WITH THE 'DIRECT TO' FUNCTIONS OF AN EARLY KLN AND APOLLO SYSTEM). TOWARDS THE END OF THE PREVIOUS FLT; I HAD RECONFIGURED THE MFD TO DISPLAY 'TRACK UP' VERSUS 'NORTH UP' AND I WAS WAY BEHIND IN MY ABILITY TO RECONCILE THE DIFFERENCE BETWEEN WHAT ORIENTATION THE MPD WAS SHOWING; THE ORIENTATION THE 480 MOVING MAP WAS SHOWING; AND THE VIEWING SCALES THAT I HAD SELECTED. PRIOR TO TKOF; I HAD NOT PROGRAMMED A FLT PLAN INTO THE GPS AND FOR REASONS THAT I AM STILL REFLECTING ON -- I WAS SLOW TO REVERT TO BASIC CHART READING IN ASSOCIATION WITH MY FAMILIAR HSI.