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.
1974
Neutral-to-Drive and Neutral-to-Reverse shift quality improvements were made by adding valve body restrictions and check balls. The A-727 rear clutch assembly received a stronger Belleville spring washer. A governor filter was added and A-904s got their first stamped-steel planetaries. The A-999 heavy-duty “mini-Hemi” version of the A-904 was built for 360-ci engines. The A-998 for 318s was released with the A-999-type front clutch retainer components.
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
