The scope for Chapter 9 was to discuss street and mild strip/semi-heavy-duty applications and not get into “extreme” TorqueFlites. I did this for a good reason: to build SAFE and severe-duty transmissions requires the right combination of parts and technologies. I strongly suggest talking with reputable builders and the ones I listed (along with many others) know what to do to TorqueFlites to prevent catastrophic failure. Please be safe and use their expertise.
Appendix A is a relatively comprehensive list of TorqueFlite transmission numbers from beginning to end. All numbers came from Chrysler sources but while assembling it, I found variations and omissions. (Numbers of remanufactured Torque-Flite were omitted.) I ask that if you have updates, additions, or corrections, please contact me through CarTech so the changes can be made.
Appendix B lists specifications for assembly and adjustment. Troubleshooting charts are provided along with torque converter specifications.
Appendix C has modification suggestions from industry-leading TorqueFlite experts, experienced transmission mechanics, and Mopar enthusiasts. The Source Guide has contact information for companies and several prominent individuals in the world of TorqueFlites. (There are many others in this field and no ill will is intended by their omission.)
In today’s age of rapidly advancing technology, Internet sources are often used exclusively, which may cause books to be overlooked. I hope that after reading this CarTech offering on TorqueFlites, you refer to it often for general and specific information on this amazing transmission.
This 1962 Dodge has a 1965 A-727 case and geartrain, performance-lined rigid kickdown band, 1971 pump and clutch retainers, and a TransGo TF-3 valve body.
CHAPTER 1
HISTORY, IDENTIFICATION AND EVOLUTION OF THE A-904 AND A-727 TORQUEFLITE
The TorqueFlite transmission, introduced in the mid-1950s, was a simple, yet advanced, engineering masterpiece. Compared to its contemporaries it was exceptionally well designed, functional, robust, lightweight, and adaptable to different torque levels. In 1956, the relative of the A-904 and A-727, the A-466, was an option in Chrysler Imperials. The A-466 had a cast-iron body, aluminum converter housing, and aluminum tail shaft housing. The forward-gear ratios were 2.45:1 (low), 1.45:1 (second), and 1.00:1 (direct); reverse was 2.21:1. The A-466 Torque-Flite transmission was offered in 1957 Imperials and other Chryslers. Prominent ads and reviews heralded the A-466 as “the best automatic in the world.” This TorqueFlite, like later versions, had a three-element torque converter coupled to an automatically shifted 3-speed Simpson gear set operated by two bands, two multi-disc clutch assemblies, and a one-way clutch. The aluminum case A-904 TorqueFlite was introduced in 1960 and the A-727 in 1962. With its torque converter, the A-727 weighed about 160 pounds.
The A-727 has been used in thousands of cars, trucks, vans, and SUVs since its 1962 introduction.
Around 1965, the bolt-on driveshaft yoke changed to a slip yoke and the push-button shifter changed to a traditional column or console shift. In addition, because Chrysler products had become so reliable, the necessity for a push-starting system disappeared, eliminating the need for the output shaft-rotated rear oil pump.
After these major design changes occurred, the TorqueFlite stayed fairly consistent; it enjoyed a long run and the A-904 lived until 2003. Anyone who inspects the first and last one can see that they are essentially the same transmission. A 43-year run for any car part is unheard of, but because of the great design by Bert Cartwright, Erv Miller, and Teno Iavelli, the TorqueFlite experienced it.
A tour of the Kokomo plant provided memories and these drink holders.
The TorqueFlite used in some trucks was called a LoadFlite and those in AMC vehicles were called Torque Commands; for consistency in this book, TorqueFlites will be referred to as A-904s and A-727s.
The Manufacturing Facility
The first cast-iron TorqueFlites were built at the Kokomo Transmission plant in Kokomo, Indiana. After a run of cast-iron units, production of the first aluminum A-904s began around 1959 and in 1962, the aluminum A-727 went into full production. Around 1977, the Kokomo plant began the lock-up converter-equipped TorqueFlites and the front-wheel-drive TorqueFlites went into production.
Identification
Most A-904s and A-727s have a number stamped on the pan rail above the oil pan on the driver’s side. This transmission assembly number usually had a “PK” followed by seven digits. The seven-digit number (used until around 1990) was sometimes followed by an alphabetical plant code, a warranty date code, and a four-digit daily production number based on a 10,000-day calendar. Reported data indicates the 10,000-Day Date Correlation numbers started in 1962. For example, January 1, 1972, is a 3812 and January 1, 1982, is 7462. The first 10,000-day date calendar concluded in the late 1980s.
Many think this 1962 Dart (with a Polara grille) is out of the ordinary; with a big-block, 4-barrel, and new-for-1962 A-727, it was.
This historically significant A-727 transmission case (PK1942275) was cast in 1961.
The last three part number digits were stamped on some converters. This is a 1977 high-stall, non-lock-up converter.
Late TorqueFlites had eight-digit part numbers. This lock-up (PK52118017) had a high-stall converter and was used in a 3.9-liter-powered 1994–1996 truck.
Along with a three-digit number, some converters had a four-digit date code. This 6093 possibly came from a late 1977 production run.
The Pushbutton and Cable-Shift Mechanism
The early TorqueFlites were shifted by an ingenious push-button mechanism. Each button moved a lever/plate that controlled a cable connected to the valve body. The reverse plate had a tab to trigger and