1975
Some trucks featured rear timing holes in the bellhousings. Valve bodies were changed to reduced part throttle downshift sensitivity.
1976
A new valve body filter prevented regulator valve sticking. The A-727 output shaft front planetary spline angle changed from 45 degrees to 37.5 degrees. The A-904 thrust washer between input and output shaft changed to steel-backed bronze; all A-904s had a Teflon seal ring on the input shaft. The A-727s received tin-nickel-plated front clutch seal rings, the rear servo piston lip seal changed to Viton, and front clutch inner and outer seals changed from lathe cut to molded. Use of redesigned converters began.
1977
An A-904 was released for Colts and Arrows and a 1978 transmission design “built out” 1977 compact trucks.
1978
Lock-up converter-equipped A-904s and A-727s received new pumps, reaction shaft supports, input shafts, and valve bodies. The A-727 was equipped with a tabbed thrust washer between input and output shaft, the neutral start switch was shortened, and magnets were placed in oil pans. A-998s and A-999s received controlled-load kickdown servos.
1979
The A-904 received a controlled-load kickdown servo and a thin, polished-steel thrust plate for the third thrust washer. The A-727 case was modified to accept lock-up valve bodies and they were changed to improve converter lock-up. The A-998s and A-999s had check balls added in the transfer plate and other changes to eliminate “reverse squawk.”
1980
Wide-ratio gear sets for A-904s and flexible kickdown bands for standard and wide front clutch retainers were introduced. An AMC four-wheel-drive A-904 version was used and truck extension housings were strengthened. The governor weight body diameter was increased by .070 inch to allow common tooling. A-998 and A-999 valve bodies had 1–2 and Neutral-to-Drive quality improvements. Six cylinder applications had revised lock-up springs.
1981
The A-904 and A-727 cases were changed for shift quality improvements.
1982
The AMC and MMC A-904s featured wide-ratio gear sets. Minor case changes occurred and a Viton rear servo piston seal was introduced for fleet A-904s.
1983
The A-999 had the lock-up speed increased in vehicles with 2.2:1 rear axles. Slant-6, non-lock-up A-727s were released for California. All A-904s had Viton rear servo piston seals.
1984
A non-lock-up A-999 was released for high-altitude (car) use. The A-727 truck transmissions for 318 and 360 with high-stall converters received four-pinion front planetaries, four-disc front clutch retainers, and a special Borg Warner kickdown bands. A new A-904 case went into production for postal trucks.
1985
A-904s for AMC diesels were released. Vans and wagons had standard, long A-727 extension housings instead of the heavy-duty truck version.
1986
Part throttle converter unlock was used across the board for all 318 (A-999) and 225 (A-904) lock-up transmissions. A threaded hole was added for the lock-up solenoid connector on the A-904 case along with other changes to the valve body due to the solenoid. A-999s and A-904s received heavy-duty extensions for long wheelbase trucks.
1987
Some truck A-727 transmissions were released with a stronger rear bearing. The Dakota’s A-998 received new exhaust support mounting locations; a new four-wheel-drive transmission was produced. Reverse bands for A-904s and A-727s were changed to a (non-asbestos) Kevlar material. Mitsubishi 1.6-liter vehicles received an A-904.
1988
The overrunning clutch changed from a 10-roller to a 12-roller design in the A-904 family.
1989
The A-727 reaction shaft was modified to increase oil flow to the number-3 thrust washer, and the reaction shaft support was heat treated and polished. The A-727 non-lock-up transmissions were modified for Cummins diesels.
1990–1993
The Park sprag was widened and the number-3 thrust washer was made more durable. Material was removed from all input shafts and A-727 output shafts. The A-727 reverse band anchor strut and link assembly were modified to accommodate reinforced band lugs. The A-999 sun gear shell thickness was increased by .035 inch and the thrust plate’s thickness was decreased. A-998s and A-999s were used in 3.9- and 5.2-liter trucks. A-998 and A-999 front clutch retainers added a rear bushing. The A-904 family oil pumps switched from tabs to flats on inner gear rotors. Some 1991 and later A-727s had 14-roller-overrunning clutches.
1994–1996
The A-904 was renamed to the 30RH; the A-998 was 31RH; A-999 was 32RH and A-727s were known as a 36RH in 5.2-liter trucks. Rear planetaries received five pinions on some A-727s and steel front planetaries with five pinions went into some HD trucks.
1997–1999
The 36RH continued use in the AB-van. The speedometer gear was replaced with a vehicle speed sensor.
2000–2003
In 2001, the 32RH replaced the last 36RH for AB-vans until production of the 3-speed TorqueFlite ended (2003).
CHAPTER 2
TORQUEFLITE COMPONENTS AND OPERATION
It is easier troubleshooting, repairing, or modifying any assembly when you know how it works; TorqueFlites are no different. Unlike some of the other common 3-speed transmissions, a TorqueFlite shifts from a one-way roller clutch to a band, releases the band, and adds another clutch. This band-to-clutch shifting requires critical timing. This method makes TorqueFlites lighter, easier to work on, and often cheaper to repair.
TorqueFlites were used in some unique muscle cars. This 34,000-mile 1970 AAR Cuda 340 6-barrel has an automatic and TA Challenger engine decals.
To become familiar with the TorqueFlite’s parts, Chrysler’s part names are used throughout, and the part’s purpose, location, and relationship to others is explained in this chapter to make the disassembly and reassembly logical and understandable. And, even though most know the positions identified on the push-button display, steering column, or console as “1, 2, 3” or “First, Second, Third,” or maybe “Low, Second, Drive,” the Chrysler names of “Drive Breakaway, Drive Second, and Drive Direct” are commonly used.
Please note that when the A-904 is discussed, the A-998 and A-999 (and the later numerical-alphabetical codes) are usually being referenced. The A-727 and its later alphanumeric coded versions are usually discussed together as well.
The Components
The A-904 and A-727 have about the same amount and style of components. The only real difference is their size and credit goes to the designers for reducing the size rather than altering their great design.
Torque Converter
A