A push-button shift module controlled early TorqueFlites. This 1962 Dart has a manual valve body and its buttons get pushed a lot!
The module controls the valve body/park mechanism through the gearshift control cable and a parking lock cable.
These small cables transfer driver signals to the valve body.
The mechanism consists of plates, levers, and springs that advance or retract the gearshift control cable. A separately activated Park lever “cancels” all gears and moves the parking lock cable.
A tab on the reverse plate actuates the reverse switch. When the tab pushes forward, it moves the “V”-shaped linkage to hit the switch and turn on the reverse lights.
This end of the cable fits in the case. The large ring (control cable adjusting wheel) rotates on the threaded ferrule to pull/push the gearshift control cable.
In the park cable housing, an adapter hooks on the park lever to pull it on or off.
TorqueFlites with small-block engines have 7.75 inches between these top two holes.
A-727s for big-blocks and HEMIs have about 6.25 inches between the holes.
Beginning in 1969, a pad on the bellhousing in front of the dipstick tube was stamped with an abbreviated version of the Vehicle Identification Number (VIN): eight numbers match the last eight on the VIN.
Some torque converters are identified by a stamped four-digit date code and the last three digits of its part number; these are located on the crowned surface of the converter close to the weld seam.
Early A-904s were manufactured for 6-cylinders and small V-8 (small-block) engines. A-727s were produced for 6-cylinders, small-blocks, and big-blocks including the Hemi. To determine which engine they fit, measure the space between the top two holes on the bellhousing. Small-block TorqueFlites have about 7.75 inches between the bolts, big-blocks have about 6.25 inches, and 6-cylinder TorqueFlites have the starter high on the bellhousing.
Production Numbers and Transmission Identification
Appendix A lists the available production numbers and usage information for A-904s and A-727s.
Evolution of the TorqueFlite A-904 and A-727
All of the 3-speed TorqueFlites are very similar and incremental changes occurred yearly to make them stronger, smoother, and more efficient. It would take a very large chapter to detail all of the changes made, so a very abbreviated list of key, year-to-year engineering and production changes is provided.
1960
Production of the A-904 for Slant-6 engines in lightweight cars occurs.
1961
The A-904 was modified for the torque of the 225-ci Slant-6.
1962
The A-727s for V-8 applications were manufactured and strong versions were used with the powerful 413-ci engines. Trucks received their first A-727s.
1963
A heavy-duty A-904 went into Police cars and Taxis and a stronger A-727 found its home in the 300J Chrysler. A-727 Truck usage expanded to include the Forward Control A-100.
1964
Minor updates were made to the A-904 and the 413-ci, the 426-ci Wedge, and the 426 Hemi received robust A-727s. Six-cylinder versions went into trucks.
1965
The A-904 was strengthened and a high-performance version with a higher-shifting governor went into 273 4-barrel A-bodies. Highperformance big blocks and Street Hemis got a beefed-up A-727. The bolt-on yoke changed to a sliding yoke.
1966
The rear pump was eliminated from A-904s and A-727s and both got rod-operated shift linkage, eliminating use of shift cables. A more positive Park lock mechanism was introduced.
1967
A part-throttle kickdown circuit was used in 6-cylinder A-904s. The rear servo piston changed and a “stiff spring-integral cushion” went into A-904s and A-727s. The A-727 got an enlarged input shaft; and 440s and Hemis got high-strength shafts identified with a yellow paint stripe and a groove. Four-pinion planetaries were used in high-performance A-727s.
1968
The A-904 was strengthened for the new 318 by incorporating a larger input shaft and other changes. The output shaft front spline diameter increased and a one-hole filter was adopted for the A-904 and A-727.
1969
The single terminal neutral start switch picked up two more terminals to control reverse lights. Valve bodies were modified for the new switch and they received a “reverse pressure” relief ball. A VIN pad was added to the case and the bolt-on oil fill tube was changed to a push-in design.
1970
A-904s and A-727s for new E-bodies received a shift control linkage boss on the left side. The 1–2 shift valve governor plug was changed to speed up the manual 1–2 shift. The A-727 for 440 6-barrel cars received the 426 Hemi TorqueFlite internals. An A-727 was released for the 413 truck engine.
1971
A-904s were modified for economical 1.6- and 1.8-liter Simcas. Part throttle downshift circuits were introduced for A-904s and A-727s. The A-727 had a running change/introduction of the wide bushing front clutch retainer, a reaction shaft support with new sealing rings, and the front clutch retainer shorter lip seals.
1972
The A-904 received short lip seals in the front clutch retainer. The A-727 rear clutch spacer ring changed from steel to nylon. A heavy-duty extension for truck A-727 was added. AMC and International Harvester adopted TorqueFlites. A-727 extensions on Imperials were fitted with dampener weights.
1973
Valve bodies received revised throttle and line-pressure adjusting brackets, enabling “computerized” pressure adjustments during assembly. The oil filter was enlarged by 50 percent. Part-throttle kickdown circuits went into trucks. The flexible A-727 (flex) kickdown band arrived.