the strip but act like stock converters on the street. Kris always took time to talk converters with me and before his recent retirement, he spent a lot of time doing so again. I owe much to Kris Abrahamson.
Rob is “the guy you all knew back then” who had the cool Mopar stuff. Rob has evolved into a premier Hemi collector and he gladly loaned me Hemi TorqueFlite parts. Rob is one of the most organized and knowledgeable Hemi guys I have ever met, and I am thankful I met.
Tyler and Tim Schloss provided the measuring equipment, a lot of the supplies used in the photography backgrounds, and water-jet and machined parts. Their support is much appreciated.
There are many performance parts for TorqueFlites and one way to share information and pictures was to borrow them from suppliers. Rick Allison from A&A Transmission, Roy Baker from Alto Products Corporation, and John Sackevich and Gregg Nader from Sonnax Industries Inc. took time to read my original requests and trust me with thousands of dollars’ worth of their parts. Their help was very important and appreciated.
I want to thank a few Mopar enthusiasts. Rob Merritt provided names and contacts; Al Vasquez offered suggestions, comments, and questions; David Zatz put CarTech and me in touch; and Rodney Byrd, Tracy Lambeth, Rick Allison, and Lon Kopaska took time to provide input to the Modifications chapter.
A&Reds Transmission Parts in Wichita, Kansas, has been my choice of suppliers from the beginning. Leon Autry, president, and his wonderful and efficient wife, Pam, have been so kind and helpful from the first time I met them in the early 1980s. Their Kansas City, Missouri, store, operated by Gale and Valetta Autry and Bob Belzer kept me supplied with the transmission parts I needed. (Over the last 35 years, if I accidentally ordered incorrect parts, Pam was always happy to take them back.) I thank the entire A&Reds organization for all they have done.
The late Gil Younger, Mr. Shift from TransGo, always took time to answer my questions and offer words of wisdom regarding TorqueFlites and life in general. He used to tell me, “his printed materials were worthless unless they were ragged and worn out from usage.” Gil, you would be proud to know that I have almost destroyed some of the pages of the books you sent me so long ago. I thank you sincerely.
Finally, I want to express thanks and appreciation to my dad, Jim Hand, one of the smartest Pontiac guys around. Dad worked with CarTech in 2003 to write one of its first Pontiac performance books, which is now, unfortunately, out of print. Dad spent so much time making sure his book was accurate and useful to the reader and I hope I have done the same with this one.
INTRODUCTION
The 3-speed TorqueFlite was produced from around 1960 until 2003. The basic design of the transmission covers two families: the smaller, lighter-duty A-904, and the heavier, stronger A-727.
The original goal for this book was to cover just the rebuilding and modification of the TorqueFlite transmission but experience in the engineering field taught me that it’s important to understand what’s inside and how and why things work before trying to repair them. Therefore, I expanded book’s scope. Chapter 1 briefly covers the history and evolution. Chapter 2 details the parts inside and how and why they interact. Chapter 3 covers troubleshooting. Chapter 4 provides step-by-step A-727 disassembly procedures. Chapter 5 addresses subassemblies and their reuse or replacement. Because of its importance, the valve body is covered in Chapter 6. Chapter 7 details the reassembly along with air checking and adjustment. The torque converter is covered in Chapter 8. Chapter 9 is dedicated to parts and processes to add strength and provide shift improvements.
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
