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

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 @ 1-888-344-8044 and receive information on which type of replacement Torqueflight transmission is in your best interest.

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As I learned, automatic transmission was based on technology first developed in the early 1900s by German manufacturers of marine engines. However, it was not adapted for automobiles for several decades. In 1938, General Motors developed the first line of cars to sport automatic transmission — Oldsmobiles that offered “Hydra-Matic drive.” The cars were introduced to the public in 1940. In 1941, Chrysler followed suit and introduced three different cars that offered their version of automatic drive, “Vacamatic” (later called “Fluid Drive”). Automatic transmission was a fairly common option on most American cars by 1948.

I steered over to the official Oldsmobile site to learn more about the innovative line of cars. In the History section of the site, I found an interactive timeline that offered a bit more information about Hydra-Matic drive:

It provided true clutchless driving with four forward speeds. Its fluid coupling between engine and transmission eliminated the clutch and its associated foot work. Olds made the breakthrough Hydra-Matic available on all models for only an extra $57.

Not only was GM the first to market with automatic transmission, according to Chrysler’s site, Vacamatic was really only semi-automatic. It featured four speeds and would switch automatically between the two lower or two higher gears, but the driver needed to use the clutch to switch from a lower gear to a higher gear or vice versa.

So there you have it — in this race, Oldsmobile was the clear winner. That is my answer to the question and I’m sticking with it. Enjoy more trivia on transmissions on our blog.

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A bit more modern than the first Chrysler transmissions, the A-518 is also known as a 46RH transmission and was used extensively by Chrysler in the early to mid- ’90s as a replacement for the A-727. It is the heavier-duty cousin of the A-500 overdrive, typically used behind V-6 engines in the mid-’90s. However, the A-518 is based on the A-727 and they share some things in common, which makes them a nearly bullet proof transmission.

A later version of the A-518 is known as the 46RE, with E designating electronically controlled. This computer-controlled transmission first appeared on 1996 models. The first generation 46RH transmission controls were hydraulically activated similar to the manner an A-727 works throughout the first 3 shifts. However the overdrive gear is electronically activated through a set of sensors and a TCU.

Internals are different in the overdrive section, however, and not many components are interchangeable. The overdrive gear was designed to plug into the end of the transmission. Thus keeping the bullet proof 727 internal components. The A-518 also incorporated other internal upgrades related to the overdrive section. This transmission came in both two-wheel drive and four-wheel drive configurations

This transmission and the A-727 use the same 14-bolt oil pan and the oil screen inside the pan also is identical. This makes identification a little more difficult when the unit is removed. The 46RH transmissions that were used from 1990-’95 have a three-pin electrical connector on the driver’s side of the transmission which controls two solenoids, the overdrive solenoid and the torque converter clutch solenoid.

The 1996 and up model 46RE units have an 8-pin connector instead of the 3-pin, and are fully computerized in operation.

When finding one of these units, it’s wise to choose a company that supplies used Chrysler transmissions that are fully pre tested and certified in perfect working condition. Needless to say, the lower the mileage, the better. The most competent and confidence building transmission supply company’s have taken extra steps in locating all across the country the units that will outperform cheaper older used transmissions where the life span is limited, thus making it a bad investment.

You may refer to it as an A-518 or a 46RE or 46RH, either way when you call GotTransmissions.com @ 1-888-344-8044, have your VIN ready for exact identification and a perfectly fitting and working used transmission. Guaranteed.

Being a hybrid of sorts, it still had a clutch, primarily to change range. In normal driving, the clutch is not used. The transmission itself was a fully synchronized manual type, with four forward gears, one reverse; where the shifting was done ‘automatically’ by a vacuum cylinder setup as in the early, M4, or the more advanced technique using hydraulic cylinders in the M6, Presto-Matic. The main difference was the addition of a fluid coupling between engine and clutch, and the shifting mechanism.

Fluid coupling as it was called then, was the first working torque converters. Which, theoretically speaking and mechanically have not changed as much as one might think in over 60 years, except for the currently used ‘lock up’ systems in modern torque converters.

I personally had one for a few years, did not drive it much, as my shop inherited it because the customer never picked up the finished product.

That being said, driving one was/is quite an ordeal compared to putting it in drive and going. Starting on take-off, one would disengage the clutch, then choose a ratio (High for normal driving), and, while being stopped with foot on the brake, engaging the clutch. Pressing the accelerator would move you forward, in third, with the fluid coupling connecting the engine to the transmission. Upon reaching 15-20 mph, I would back off the gas pedal and wait for a ‘clunk’ to occur (the automatic shift), and you would continue in fourth gear. Low range was quite similar, but with a much lower gear ratio, it was used in particular at slower speeds. It is also possible to start in Low, allow the shift, then move the range selector to High, using the clutch, and continue in High.

Not to be mistaken for a performance transmission, it was fine behind the six or eight cylinder flathead engines of the day, but once Chrysler introduced the V8 Hemi engine it was time to design a new series of stronger, modern fully automatic shift transmissions. However, over the years this transmission has acquired a reputation for absolute reliability.

Chrysler trivia. Not much chance of finding a low mileage used transmission here! However, a remanufactured transmission can be purchased from only a small faction of the best transmission suppliers. Which brings me to the term remaufactured, which indicates changing the ‘originality of the transmission, which is not acceptable to collectors. Realistically speaking, for the folks that actually may be interested in acquiring one of these old timers, a transmission rebuilding and supply company would sublet this to a bonifide antique transmission rebuilder.

The other issue in terms of rebuilding used Chrysler transmissions such as this, is that most of the original people who worked on them are dead or forgot how to work on them. I was lucky, when I entered the field in the ’70s, I worked with some ‘oldtimers’, who tought me how to rebuild these transmissions. It was pure luck, because within 5 years we foe all practical purposes stopped seeing these old transmissions due to attrition. Fortunately for me, I have a photographic memory for all mechanical components and still can rebuilt one of these old beasts today.

Yes, a touch of trivia, but what kind of dull blog would we be offering you if we never covered some unusual historical and very cool older transmissions and their history? I’m sure most of you are familiar with the current name Chrysler, Dodge, and Plymouth Enjoy..Called the Torqueflight. Which, most likely is what your interests would be in terms of rebuilt transmissions..