The ChryslerTorqueFlite transmission was Chrysler’s long term solution from its introduction in 1956 through the early 1990s, remaining in duty in modified form (for front wheel drive) through 2001 in the Caravan and Neon, and continuing even today with electronic controls for trucks. Long after the Vacamatic was discontinued.
Though the first TorqueFlite was the revolutionary model # A-488, called the best automatic transmission in the world, the most legendary Torqueflite model is the well known A-727, which it replaced it in 1962. Duties first assigned were for the most muscular engines, heavy duty applications, and trucks, the A-727 used an aluminum case (rather than the A-488’s cast iron case), in the early A-727 models, park was actuated by a lever (1962-64 models).
The first generation of iron TorqueFlites had a rear pump as well as a front pump, allowing the automatic-equipped cars to be push started! It probably wasn’t officially endorsed, but it worked in emergencies. For 1966, the rear pump was eliminated because the push-starting capability was rarely used.
Base model cars usually were to get the A-904 and, in later years, it became called the A998/999. The A-904 was a smaller, aluminum-cased version; and, it was very capable of handling the power of the slant six and 273 V8 (later, the 318). The difference between the 904, 998/999, and 727 was largely in d the amount of ‘beef’, and in the torque converters. Much of this confusion probably stems from Chrysler’s early general references to the 904 as “Torqueflite 6” and whichever Torqueflite was behind V8s at the time as “Torqueflite 8.” A V8 version of the 904 did not appear until 1964, when it came out behind the 273. And there was a slant-six version of the 727 for truck use.
AMC used Torqueflite automatics, both the 727 and 904, in different cases to match their individual vehicles (where they were called Torque-Command). Case size, length, drives-haft yoke, and other external parts differences based on their applications.. Chart
| 1960 automatic transmission tuning | TorqueFlite (V8) | TorqueFlite (I-6) | PowerFlite |
|---|---|---|---|
| Light throttle 1-2 shifts starting from… | 10 mph | 9 mph | 11 mph |
| Light throttle 2-3 shifts starting from… | 15 mph | 14 mph | No 3rd gear |
| Heavy throttle 1-2 shifts | 40 mph | 23 mph | 55 mph |
| Heavy throttle 2-3 shifts | 75 mph | 60 mph | No 3rd gear |
| Kickdown, 2-1, if speed is less than: | 25 mph | 22 mph | 50 mph |
| Kickdown, 3-2, if speed is less than: | 65 mph | 60 mph | |
| Low gear button operates at (maximum): | 25 mph | 22 mph | 50 mph |
The A-500 and A-518 truck transmissions were 727s and 904s with an overdrive added.
Several other automakers bought and used TorqueFlites, including AMC. AMC used GM’s Hydramatic in the 1950s (except for Packard Twin Ultramatics in Packard V8-powered cars), Borg-Warners from 1957 on and finally moved to the Torqueflite in 1972 for cars, and around 1979-80 for Jeeps, which had used Hydramatics due to a contract negotiated by Kaiser.
My AMC source, informed me that AMCs larger 1958-62 models may have been the only Borg-Warner transmissions with push-button shifting. Note: Borg-Warner was phased out of International Harvester in favor of the Torqueflite; using the 727 transmissions (with their own model numbers) across their entire light truck line, from the four cylinder Scout through to the one-ton pickup.
The various Torqueflites had the same internal gear ratios, despite their other differences. In 1980, they were relatively narrow, in and after 1980, a wide-ratio gear-set was introduced and used in most of the 998 and 999 transmissions. This ratio was 2.54 in first, 1.54 in second, and (as with the earlier Torqueflites) 1.00 in third. This gear-set, which uses a welded-steel planet cage, is noisier and less durable than the original ratio gear-set with its machined-aluminum planet cage, but the lower first and second gear helped cope with the tall rear axle ratios needed for gas mileage.
The basic TorqueFlite design continued long past the time when the transmissions were so labelled. In 1989 and 1991, integrated overdrives were added, resulting in the A-500 (based on the 3 speed A-904) and the A-518 (based on the 3 speed A-727). The engine computer controlled the electric overdrive unit built into the extension housing
In 1994, the transmissions were renamed, the 904 becoming the 32RH (three speeds, #2 torque rating, rear wheel drive, hydraulic control); and the A-518 (727 with overdrive) becoming the 46RH and soon the 46RE. Some years later, when electronic control was integrated into the system, (the the RE series was created, with the A-904 plus overdrive becoming the 42RE. Four speeds,”2” torque rating, rear wheel drive, electronic control.
Well that’s about it on Torqueflight transmissions. Now you are probably more confused. No need to be, with GotEngines.com as your guide in transmission replacement, all you need is your VIN and place a call @ 866-320-1182 and receive information on which type of replacement Torqueflight transmission is in your best interest.
