TorqueFlite & PowerFlite Transmission Guide:

Identification
Specification
Interchange

1955 – 1993 A466, A727, A904, A998, A999

Introduction

How to identify ID numbers and date for TorqueFlite 727, 904, 998, 999, 466, and LoadFlite automatic transmissions from 1955 – 1993. Includes free PDFs, history, and specifications for Chrysler, DeSoto, Dodge, Imperial, and Plymouth TorqueFlite and PowerFlite. It includes changes and info on performance parts, modifications, parts interchange, and specifications. A full, searchable ID number database is located at the bottom of the page.

I started writing this page with the goal of simply providing free factory service manuals and tips for modifying the A727 but kept adding content from my notes and photos and began writing spreadsheets with specifications for service manuals. I tripped into a rabbit hole of compiling an ID database that took months to reach the bottom after reviewing a dozen service and parts manuals, service bulletins, rebuild books, and other materials to sift through and then type into a searchable database over 1,000 transmission identification numbers and notes at the bottom of the page. I have done my best to confirm the ID number database, but there is conflicting information on multiple IDs, and I’m sure I don’t have every ID used. The 1955 – 1961 PowerFlite and TorqueFlite A466 numbers and notes in particular are challenging due to the lack of detailed information in factory manuals, and I appreciate any additional numbers and information readers wish to email me to refine the database and this guide.

Important Changes to PowerFlite and TorqueFlite Transmissions from 1955 – 1993

1955 – 1961 Cast-iron PowerFlite

Most 1955 Chrysler, DeSoto, Dodge, Imperial, and Plymouth cars used the great grandfather of the aluminum TorqueFlite–the 2-speed PowerFlite automatic transmission. By early 1956, the PowerFlite was phased out of most Chrysler and Imperial, and by 1957 it was primarily used in lower-model Dodge cars/trucks and Plymouth through 1961. All PowerFlite transmissions use a heavy cast-iron housing that weighs around 230 lbs. dry with the bellhousing and torque converter (compared to 160 lbs. for the aluminum A727 with converter). Shifting is controlled by a cable via a pushbutton gear selector mechanism in the cabin (Figures 1a – 1b). The transmissions do not include a dedicated internal parking pawl and instead use a mechanical brake drum on the output shaft for parking via a hand-brake lever in the cabin.

The PowerFlite uses a separate bellhousing that allows the transmission to be fitted to multiple engine families. 1955 – 1961 PowerFlites interchange between Chrysler, DeSoto, Dodge, Imperial, and Plymouth engines including Hemi, Hemi-block poly, A-block, B-block, and RB-block so long as the correct bellhousing, spacer plate, torque converter, and other parts are used. These transmissions will not directly mate to 1962 onward engine blocks and crankshafts, and no mass-produced adapter exists (adapters exist to mate a 1962 onward automatic to the earlier engines, however).

The earlier PowerFlite is cooled with screens in the bellhousing and fins on the converters that drawn in fresh air (Figures 1c). Later versions are water cooled where the transmission fluid runs through either a dedicated transmission cooler (early versions) or the tank in the engine radiator.

1955 – mid-1959 extensions use a ball bearing in the extension to support the output shaft, whereas late-1959 – 1961 use a bronze bushing. Due to this change, the later bushing-styel output shafts do not interchange into earlier extensions. Imperials used a different output shaft and extension altogether.

Unfortunately, I don’t have much information on the PowerFlite changes through the years because I cannot locate applicable service bulletins. If rebuilding a PowerFlite, I would refer to the more extensive details about the TorqueFlite A466 I’ve compiled since it is logical Chryselr Corporation would have made some of these changes to the PowerFlite as well. My understanding is that the 1959 – 1961 PowerFlite has enough design changes to assume they are distinct from earlier versions.

Different speedometer pinions were available for the different tire sizes and rear axle ratios:

Speedometer Pinion Teeth	Part Number (PowerFlite & A466)
16	1732113
17	1636406
18	1636407
19	1636408
20	1636409
21	1636410

1956- 1961 Cast-iron TorqueFlite A466

The TorqueFlite A466 was first offered in Imperials produced in early 1956 onward starting with serial number C56-6700 per service bulletin 953-CH (2/22/1959). A couple months later, the Chrysler 300B was fitted with the A466. There is no substantiated factory evidence that the A466 was installed in 1956 DeSoto, Dodge, or Plymouth. DeSoto published an A466 service manual in March 1956, but it appears DeSoto may have intended to offer the A466 and changed its mind. There is a rumor that 9 late-1956 DeSotos received the A466 with at least one known example of a late-1956 DeSoto with the A466, but it has not been proven to be factory original and may have been a quality retrofit by a dealership or mechanic. There is a rumor that 118 late-1956 Dodge cars received the A466, but the claim hasn’t been substantiated with proof and I don’t know of any surviving examples. I think Occam’s razor applies well here in that upper management at DeSoto or Chrysler Corporation decided rather late in the game that they would install the A466 in 1956 DeSotos and printed the March 1956 DeSoto service manual. Then something stopped that plan from materializing so late in 1956 that 1957 models were already either under production or plants were retooling for 1957 production that fitting 1956 DeSotos and Dodges was pointless and would cost too much money in retooling and slowing/stopping the assembly line to be worthwhile. For a hot rodder or customizer with the tools, parts, and knowledge, it’s a weekend swap from PowerFlite to A466; for a production line, it means throwing a wrench into the works and slowing or stopping production potentially by dozens if not hundreds vehicles. I doubt Chrysler Corporation would go through that hassle and loss of production to install A466s in 9 DeSotos and 118 Dodges, especially if they were just about to retool for the 1957 model year. Using Occam, the most straightforward explanation to me is that we end up with an oddball 1956 DeSoto A466 service manual that doesn’t reflect 1956 production due to a change in plans. Of course, a very few 1956 DeSotos and Dodges could have been pulled off the line and sent to the Special Products Group to receive a custom A466 for very unique purposes (racing, auto shows, company/dealership management or family members, expensive custom orders, etc.), but its far more likely no such 1956 DeSoto or Dodge vehicles ever existed and that any surviving suggestions were modified by a dealership or mechanic somewhere between 1956 and now with an eye for details to where the retrofit passes for factory.

By 1957, the A466 was standard in Chrysler, Imperial, and DeSoto and optional in some model Dodge cars and Plymouth (usually the premium models). Some Dodge trucks began receiving the A466 (renamed LoadFlite for 1957 – 1965 trucks), which was the same transmission used that year in the Chrysler New Yorker. I roll the LoadFlite in with the TorqueFlite from here on since they are the same transmission just with a different marketing name. Some people online call the iron TorqueFlite an “A488,” but it’s either a misunderstanding or typo since no such TorqueFlite transmission ever existed. All A466 transmissions use a heavy cast-iron housing that weighs in about 240 lbs. dry with the bellhousing and torque converter (compared to 160 lbs. for the aluminum A727 with converter). Shifting is controlled by a cable via a pushbutton gear selector mechanism in the cabin (Figures 1a – 1b). The transmissions do not include a dedicated internal parking pawl and instead use a mechanical brake drum on the output shaft for parking via a lever in the cabin.

The A466, like the PowerFlite, used a separate bellhousing that allowed the transmission to be fitted to multiple engine families. The 1955 – 1961 PowerFlite, A466, and LoadFlite interchange between Chrysler, DeSoto, Dodge, Imperial, and Plymouth engines including Hemi, Hemi-block poly, A-block, B-block, and RB-block so long as the correct bellhousing, spacer plate, torque converter, and other parts are used. Imperials used a unique output shaft and extension, which I discuss below. The A466 will not directly mate to 1962 onward engine blocks and crankshafts, and no mass-produced adapter exists (adapters exist to mate a 1962 onward automatic to the earlier engines, however).

The 1956 – 1957 A466 is either air-cooled or water-cooled. The air-cooled versions have screens in the bellhousing and fins on the converters to draw in fresh air (Figures 1c). 1958 – 1961 are water cooled where the transmission fluid runs through either a dedicated transmission cooler (early) or the tank in the engine radiator.

The standard-duty A466 uses a four-disc front and rear clutch retainer and pack, while the heavy duty A466 (found in Chrysler 300, some Imperials, Dodge D500, etc.) use either a four-disc or five-disc front and rear clutch retainer and pack with tighter clearances. The HD A466 deletes the cushion spring, has longer-ratio kickdown actuator lever, stiffer rear clutch spring, eliminated accumulator spring, higher line pressures, tighter band adjustments, and more aggressive governor weights and springs. The spec for the HD band adjustments is to follow the service manual for adjusting but to back off the adjuster screw 2 – 2.5 turns rather than using the manual’s spec (see transmission specifications and free service manual PDFs farther down on the page). The appropriate HD governor parts for those wanting to hunt down NOS parts is outer weight 1823726, inner weight 1636462, and spring 1823709. This configuration provides the following line pressure: 15 psi at 21 – 23 MPH, 50 psi at 48 – 53 MPH, and 75 psi at 71 – 77 MPH. The HD clutch pack information is as follows:

Rear Clutch Retainer Assembly Number	Number of Frictions/Steels	Transmission Models
1732123	5 count, 0.070″ – 0.160″ clearance	C75-1 to engine WE57-13139 C75-2 to engine LE57-7088
1736426	4 count, 0.056″ – 0.128″ clearance	C75-1 after engine WE57-13139 C75-2 after engine LE577088
1736563	5 count, 0.070″ – 0.160″ clearance	C76 and IM1

The A466 uses three different front clutch piston assemblies: 1956 – 1957 until serial number 50848 used an 8-lever; 1957 – 1958 from 50849 used a 4-lever; and 1959 onward used an 8-lever (different design than the 1956 – 1957 lever).

1956 – 1957 TorqueFlite A466 front pumps used a lower-volume gear set #16 at 0.69″ thick, whereas 1958 – 1961 pumps went to a higher-volume #17 0.81″ gear set. The pump housing and gear set must match for proper fluid compression.

Service bulletin 58-11 (11/14/1957) states that starting after A466 transmission serial number 547,000, “the front and rear pump check valve has been reversed in the regulator body, placing the small bleed orifice against the front pump pressure port. This step has been taken to improve idle and low-speed line pressure characteristics. . . . In service, the pump check valve should be reversed in all transmissions previous to this [serial] number” upon rebuilding. “The check valve must not protrude above the regulator body surface and should seat properly on both sides.”

The 1956 – mid-1959 TorquFlite A466 torque converters are 13″ diameter, whereas mid-1959 – 1961 are 12″ and 1-1/16″ shallower (front to back) than the earlier converter. Consequently, the shallow 12″ converter bellhousing is longer at 8″ than the earlier 13″ converter bellhousing at 6-15/16″. These changes are important when swapping transmissions, converters, and bellhousings.

1957 – mid-1959 output shaft extensions use a ball bearing in the extension to support the output shaft, whereas late-1959 – 1961 use a bronze bushing. Due to this change, the later bushing output shafts do not interchange with the earlier extensions. Imperials used a different output shaft and extension altogether due to the speedometer gear’s and transmission mount’s locations that does not interchange with Chrysler, Dodge, DeSoto, or Plymouth A466s, but I believe the non-Imperial output shaft and extension can be swapped into an Imperial transmission and vice versa if needed.

The Imperial A466 uses a 1/4″ longer kickdown lever. If it is mistakenly used on a non-Imperial vehicle with factory kickdown linkage, the transmission can suffer from problematic kickdown engagement unless either the lever is changed to the proper lever or adjustment to the linkage is made to address the change in ratio.

Starting in 1958 with ID 633519, the A466 stopped using a governor compression valve and its related parts in the valve body. These valve bodies can be used in 1957 up transmissions.

1959 starting with serial number 1285857 saw significant changes to the A466. Important for the pushbutton shifter configuration, late-1959 units began using a wheel-adjusted shifter cable, whereas the earlier cable uses a slide adjustment. To accommodate the new adjuster wheel, the case was changed. Per service bulletin 59-89 (7/16/1959), the transmission got a one-piece valve body and new converter valve.

The 1961 A466 is a unique beast with a redesigned large-diameter reverse drum and matching band that do not interchange with earlier versions. There were also some running changes to the A466 in 1961. Per service bulletin 429 (11/28/1961):

Transmission ID	Effective Serial Number	Change
A	72895	Extension housing and snap ring
B	181528 to 182316	1/16″ wider front oil pump gears (temporary change)
D	274543	Cast low and reverse band lever
E	343921	New kickdown and low/reverse band lever
F	371350	New low/reverse piston guide to eliminate possible cocking of the servo piston. Servo piston part number is 1824474. For earlier transmissions, servo piston guide 1824474 should be installed.
G	384128 to 409961	Incorporated planet pinion carrier thrust plate to eliminate scuffing of the aluminum carrier. Planet pinion carrier and shafts shortened .010″ to accommodate new thrust plate.
J	409961	Planet carrier thrust plate removed and earlier plant pinion carrier reinstalled. New low/reverse servo piston spring and retainer to provide better piloting of the low/reverse servo piston.
K	438860	Thinner input shaft thrust washer. Reaction shaft lengthened.

Different speedometer pinions were available for the different tire sizes and rear axle ratios:

Speedometer Pinion Teeth	Part Number (A466 & PowerFlite)
16	1732113
17	1636406
18	1636407
19	1636408
20	1636409
21	1636410

1960 – 1961 Aluminum “TorqueFlite 6” A904 6-cylinder

Chrysler Corporation introduced the newly designed aluminum TorqueFlite A904 for the 1960 model year behind 6-cylinder engines in Dodge and Plymouth cars. The shifting is controlled by a cable via a push-button mechanism in the cabin. The 1960 – 1961 A904 did not use an output-shaft parking brake and instead had a dedicated internal parking pawl controlled by a second cable. Full-size Dodge and Plymouth vehicles used the output-shaft parking brake controlled by a brake lever in the cabin. The two types of 1960 – 1961 A904, with and without the output-shaft brake, are essentially the same transmission aside from one including the internal components (output shaft, extension, etc.) for the dedicating parking pawl and two cables (shifter and park) and the other excluding the internal parking components and using one cable (shifter). The A904 internals were beefed up to go behind the 225.

1962 – 1964 TorqueFlite A727 and A904

For the 1962 model year, Chrysler Corporation introduced the new aluminum TorqueFlite A727 behind V8s with a heavy duty version for the 413 high-performance packages. As with the iron A466, Dodge called the transmission “LoadFlite” for 1962 – 1965 trucks and then used TorqueFlite thereafter. The A904 went behind light-duty V8s with heavy duty versions available in police and taxi packages starting in 1963. In 1964, the A727 was available behind 6-cylinder trucks, and a performance version went behind the 426 Max Wedge and Hemi packages. Unlike their iron predecessor, the A727 and A904 used an integral bellhousing and, therefore, required different transmissions for different engine families including the Slant 6-cylinder, the poly A-block 318 (313 export), and the B/RB. The LA273 released in 1964 uses the poly A-block bellhousing and crankshaft configuration (along with many other parts found on the interchange page), and the 426 Street Hemi would use the B/RB configuration. See the transmission page for more information on the different transmissions that mate to the A/LA. In a section below after I work through the changes, I go over how to identify Slant 6, A/LA, and B/RB/Hemi TorqueFlites.

Distinct to the 1962 – 1964 TorqueFlites, the shifting is cable operated via a pushbutton shifter in the cabin like their Forward Look iron ancestors. The kickdown is operated via a lever like other aluminum TorqueFlites. Some sources claim the 1963 A904 changed from cable-operated to lever-operated shifting, but I have never been able to confirm such a transmission existed from the factory, and the 1963 factory parts manual shows only a cable-operated pushbutton system.

An interesting note for console-shifted A727s found in 1964 Chrysler 300s: the valve body shift pattern is reversed compared to the pushbutton valve body. In the event someone out there with a 1964 console-shift car can’t figure out why the transmission remains in first gear when the shifter lever is in park and goes into park when the lever is in first, you have a pushbutton valve body installed.

The 1962 – 1964 TorqueFlite used a fixed flange bolted to the output shaft that mates to a ball-and-trunnion driveshaft (Figure 2a). While the output shaft is splined to accept the flange, the splines are not remotely similar to the slip-yoke splines and will not accept a slip yoke. A 1965 slip-yoke output shaft and tailhousing assembly can be swapped into a 1962 – 1964 TorqueFlite to convert it to slip yoke. Another option a slip-yoke driveshaft I configured for my 1956 Dodge coupe with a 1964 A727 (see my technical article on building a slip-yoke driveshaft).

A unique design for the 1962 – 1964 TorqueFlite is a dual pump configuration, one in the front driven by the torque converter and a rear pump driven by the output shaft (Figure 2b). The dual pump allows the vehicle to be push-started similar to a standard transmission since the driveshaft would turn the engine and pressurize the transmission via the rear pump.

1962 Vehicles that used Lockheed brakes (e.g. Dodge 880, Chrysler Imperial) maintained the parking brake drum on the output shaft, while vehicles that used Bendix brakes (e.g. small Dodge and Plymouth) abandoned the parking brake drum, used a dedicated parking pawl to lock the output shaft inside the transmission via a second cable operated by a parking lever in the cabin, and included a mechanical parking/emergency brake on the rear wheels via a lever in the cabin. By 1963, all TorqueFlites ditched the output-shaft brake drum and used a dedicated parking pawl (Figure 2c).

Another consideration for the 1962 – 1964 TorqueFlite is the input shaft spline configuration. The input shaft has 19 splines with a narrow 9/16″ reaction/stator support bushing on which the direct clutch drum rides (Figure 2d). While stock and aftermarket performance 19-spline torque converters used to be plentiful and cheap, they are now extremely limited and often require having a shop rebuild or modify a factory unit. The 1962 – 1965 TorqueFlite can be converted to the later 24-spline configuration, which I cover in a technical article.

For people struggling with fluid leaks that appear to be coming from the shifter and/or park cables, replacing the o-ring is the first repair. While you have the cables off, closely inspect the black plastic sheathing for splits/tears and bubbling. If the sheathing has deteriorated or is damaged, fluid can seep into the steel-wound cable housing and leak out. To eliminate this issue when I reuse old cables (new ones are available but expensive), I cut and strip off the factory plastic sheathing and install adhesive-lined electrical heat-shrink to seal the cable housing.

1965 TorqueFlite A727 and A904

The 1965 A727 shares many similarities with the 1962 – 1964 but has enough changes to discuss on its own. Some 1965 A727 maintain the two cables that operate the shifter and parking pawl but actuated by a column or console lever versus the iconic pushbuttons; however, some vehicles moved to a single mechanical lever that controlled both the shifting and parking using a shifter lever on the column or console. There are multiple rumors trying to explain the change in the shifter mechanism, but the most plausible from my research and guided by Occam’s razor is simply due to national standardization. On July 1, 1965, the Society of Automotive Engineers (SAE) through J915 “Automatic Transmission Manual Control Sequence” formally, voluntarily agreed that for USA domestic vehicles park would be the first position at either the top of a column shifter or forward-most on a console shifter. It’s evident that Chrysler Corporation knew at least by the start of 1964 that both the SAE and federal regulators were considering this standardization since the pushbutton shifting configurations were abandoned in all 1965 model-year vehicles in place of a column or console shifter that placed park per SAE’s J915. Once the complex typewriter shifter mechanism was ditched, there was no reason to keep a cable to operate the shifter and a second cable to operate the parking pawl, which likely didn’t bother Chrysler’s Finance Department since manufacturing and assembling the pushbutton system cost significantly more than a single lever system. The most logical path was for Chrysler Corporation to do a redesign effective the 1966 model year to use a single lever to operate shifting to conform to J915, aligning with their GM and Ford competitors.

Important for interchanging the 1965 TorqueFlite into 1962 – 1964 vehicles, the shifter cable adjustment must be addressed. The 1962 – 1964 cable is adjusted by placing the shifter mechanism in reverse, pushing the cable into the transmission housing, and locking the adjuster wheel. The 1965 valve body differs from the 1962 – 1964 where the park position is after the reverse position, so the 1965 shifter cable is adjusted by placing the shifter mechanism in first gear, pulling out on the cable, and securing the adjuster wheel. The 1965 transmission will physically accept the 1962 – 1964 shifter cable, but one must use the 1965 cable adjustment instructions to properly synchronize the shifter mechanism to the transmission.

In 1965, Chrysler Corporation began moving to a slip-yoke output shaft that accepts a slip-yoke driveshaft. Some vehicles maintained the fixed flange for a ball-and-trunnion driveshaft. Important for those building or using cable-operated TorqueFlite A727/A904, the 1965 slip-yoke cable-operated transmissions maintain the rear pump and are the only slip-yoke transmissions that can used to convert 1962 – 1964 TorqueFlites to slip-yoke by using everything from the output shaft back. 1966 onward output-shaft assemblies cannot be swapped into the 1962 – 1964 transmissions. The 1965 slip-yoke transmissions are becoming harder to find and are important to people retrofitting 1962 – 1965 vehicles originally equipped with ball-and-trunnion driveshafts, so try to save either the entire transmission or the output shaft, pump, and extension whenever possible.

The 1965 TorqueFlite maintained the 19-spline input shaft and 9/16″ narrow reaction/stator support bushing configuration. 1965 was the last year for the small-diameter speedometer pilot attached to the speedometer cable.

The A904 was overhauled for strength, and the first high-performance version was available behind the 273 Super Commando in A-bodies.

1966 – Mid-1971 TorqueFlite A727 and A904 Transmission

For 1966, all TorqueFlites were lever operated and used a single front pump driven by the torque converter. The output shafts accepted a slip-yoke driveshaft. Of note, Chrysler Corporation made a running change where the input shaft went from 19 splines to 24 splines, so some 1966 transmissions have 19 and others 24 splines. The reaction/stator support maintained the narrow 9/16″ bushing design; of importance to those wanting to convert a 1962 – 1966 19-spline TorqueFlite to 24-spline, the 1966 – 1971 narrow-bushing reaction/stator support, input shaft, direct hub, and direct drum can be used but must not be mixed in with the later wide bushing parts I discuss in the next section. Mixing the narrow-bushing and wide-bushing components will cause an internal fluid leak and make the transmission inoperable.

In 1966, the speedometer gear changed to the large-diameter, adjustable pilot housing (Figures 3a – 3d).

The 1967 A727 was fitted with a larger input shaft, and high-performance packages received four-pinion planetaries compared to the three-pinion planetaries used in other A727s (Figures 3e – 3f).

The 1967 A904 received a part-throttle kickdown circuit for 6-cylinder applications that would eventually be used in the A727. The A904 behind the LA318 was given a larger diameter input shaft and a larger diameter front of the output shaft to handle the additional load.

1971 – 1977 TorqueFlite A727 and A904

In 1971, about mid-year, Chrysler Corporation changed to a different reaction/stator support, input shaft, direct hub, and direct drum to use a wider 13/16” bushing to better support the rotating assembly (Figures 4a – 4c). To upgrade a 1962 – 1971 TorqueFlite equipped with the narrow 9/16″ bushing, the wide-bushing stator support, input shaft, direct hub, and direct drum must be used as a unit. I go into great detail in another technical article about the required parts and processes to convert the earlier narrow-bushing transmissions to the wider bushing. Mixing the narrow-bushing and wide-bushing components will cause an internal fluid leak and make the transmission inoperable.

The wide-bushing stator support deleted an oiling hole present on 1962 – 1971 narrow-bushing supports that directly oils the endplay shim/Torrington bearing (Figure 4d). I detail drilling the wide-bushing reaction/stator support for this oil passage in a technical article.

Similar to the A904, the A727 in cars received a part-throttle kickdown circuit that required less throttle to downshift. Truck A727s got the change in 1973.

In 1974, the A727’s rear clutch was upgraded with a stouter Belleville spring washer.

Important for those building A727s, in 1976 the output shaft spline spline pitch at the front that accept the planetaries changed from the 45° used 1962 – 1975 to 37.5° used from 1976 – 1993 (Figures 4e – 4f). It’s critical to consider this change when swapping output shafts and planetaries to ensure the pitches match. The 1962 – 1975 45° planetaries won’t slide onto the 1976 – 1993 37.5° shafts, but the 37.5° planetaries will slide onto the 45° shafts but have slop and will strip out. The fit should be snug to tell you the pitches match. Refer to Figure 4g to assist in identifying output shafts.

1978 – 1993 TorqueFlite A727 and A904

A lockup torque converter version of the TorqueFlite was introduced in 1978, which uses a different pump, reaction/stator support, input shaft, and valve body than the non-lockup versions. From the outside, the lockup versions can be identified quickly by the smooth journal at the end of the shaft that seals into the torque converter and is drilled through the center for fluid (Figure 5a), whereas the non-lockup versions maintain splines all the way to the end. The converter seals and unseals on this journal as the converter’s lockup piston moves between locking and unlocking. When unlocked, fluid passes through the hollow input shaft, through the unlocked piston’s gap, through the converter, and back via the passage in the reaction shaft/stator support and input shaft. When locking, the piston forces the converter’s pressure plate against the converter’s internal friction disc. It is important that the torque converter matches the transmission depending on if it is lockup or non-lockup since they cannot be mixed.

In 1980, the A904 began receiving wide-ratio gear sets. 1986 A904 behind the 225 received a part-throttle converter unlock. The 1988 A904 received an upgraded 12-roller overrunning clutch.

1984 truck A727s behind LA318 and LA360 were strengthened with four-disc front clutch packs and four-pinion planetaries. In 1989, the A727 was updated with a stronger reaction/stator support and high-flow shaft.

A998 Transmission

The A998 is a variant of the A904 that contains four-friction direct clutch packs and upgraded components to handle the load behind LA318s and other medium-duty engines. Both wide and narrow gear sets were used.

A999 Transmission

The A999 builds on the A998 as a heavier-duty variant that contains a five-friction direct clutch pack to handle the load behind LA360s. The first and second gear ratios were lowered. In 1983, the converter lockup speed was increased for 2.2:1 rear axle ratios. The 1986 A999 behind the LA318 received a part-throttle converter unlock.

Motorhome/RV and Truck A727 Transmissions

The A727 made its way into trucks and motorhomes, and these versions can be unique. They have heavy duty internals like HP versions including four-clutch forward packs and four-pinion planetaries. While some use the long 18-5/8″ extension and slip-yoke output shaft similar to cars (Figure 6a), some use a medium 14-3/4″ extension (Figure 6b), and others a short 8-3/8″ extension (Figure 6c). Some trucks received a heavy duty extension as well (I need photos of these versions). According to service manuals, the Class A motorhomes usually have a manual emergency brake drum on the output shaft (Figure 6d) similar to the iron PowerFlite and TorqueFlite A466 (and some 1960 – 1962 A904/A727), whereas the Class B/C don’t have the brake. Importantly, the short and medium extension versions feature a fixed output flange (Figure 6e) that accepts a universal joint designed for a two-piece driveshaft where the slip-yoke is located at the center support. Some long-extensions versions also use a fixed flange (Figure 6f). Note that the output shaft splines and fixed flange are not the same as those of the 1962 – 1965 A727/A904 with fixed flanges and won’t interchange. Don’t let the output shaft and extension configuration stop you from nabbing the transmission for a vehicle that needs a slip-yoke output shaft if the price is right, because a long slip-yoke output shaft and extension can be swapped in. Conversely, the motorhome/truck A727 makes a great donor to source the heavy duty forward drum, planetaries, and other components when building a HD/HP transmission.

While I don’t have a full list of part numbers and will add to this list as I find more, the extensions numbers are

Extension Type	Length (without seal)	Part Numbers
Long	18-5/8″	2466969, 3681191, 4028191
Medium	14-3/4″	3681600
Short	8-3/8″	4412540

PowerFlite & TorqueFlite A466, A727, A904, A998, A999 Parts Interchange

While I provide more details in the historical changes section above, in general, many components for each transmission model interchange with the same model with the consideration of the significant changes (e.g. cable-shift units, planetary spline pitch, non-lockup/lockup, part-throttle kickdown, etc.). A general summary of interchanging that should be read alongside the detailed changes above:

1955 – 1961 PowerFlite	Many components interchange, keeping in mind the air-cooled and water-cooled changes. Air-cooled PowerFlite converters swap with air-cooled TorqueFlite A466 converters of the same depth. The 1959 – 1961 versions likely differ enough to be careful when sourcing donor parts.
1956 – 1961 TorqueFlite A466	Most 1956 – 1958 components interchange, although the heavier-duty units (e.g. Chrysler 300, Dodge D500, etc.) used different components. Non-HD units can be fitted with the HD components. Remember the differences in air-cooled to water-cooled and the many changes from around 1959 onward. Be careful of the 1961 running changes. Air-cooled A466 converters swap with air-cooled PowerFlite converters of the same depth.
1960 – 1961 TorqueFlite A904 (6-cylinder)	As the first two years for the newly designed aluminum A904, these are unique transmissions that interchange with each other but likely aren’t the best cores to source parts for later A904s that saw upgrades.
1962 – 1965 Cable-operated, dual pump	A727 parts interchange. A904 parts interchange between both Slant 6 and V8 versions keeping in mind the heavier parts for the 273 Super Commando units. Very few A727 and A904 parts interchange across the two models, however. Remember that 1962 had some units with the output shaft parking brake drum that make the extension parts unique. Also remember the change from fixed output flange to slip-yoke. These rear-pump output shafts and extensions are unique and won’t work in later transmissions and vice versa.
1966 – 1977	Most parts interchange between the transmission models keeping in mind the significant changes. Remember the 1966 – 1971 narrow-bushing front components interchange from 1962 – 1971 when kept together, and the 1971 onward wide-bushing components when kept together will work in 1962 onward units. Neglecting to use all the narrow-bushing or all the wide-busing components as packages will create an internal leak. The 1966 – 1975 45° pitch output shafts and planetaries interchange, and the 1976 onward 37.5° parts interchange. Valve bodies can be swapped, remembering some are part-throttle kickdown.
1978 – 1993	Things start getting convoluted after 1977 due to the many different versions within the different models. Lockup and non-lockup converters, pump/input shaft/reaction/direct clutch components, valve bodies, etc. can differ (non-lockup vs. lockup, etc.) between versions but often interchange with similar versions. The A904/A998/A999 went through multiple changes, some subtle but significant such as two different diameter reaction/stator supports, different rear clutch retainer and sunshell diameters, etc. The best practice after 1977 is to use the ID database below when obtaining a donor transmission to see its specs and to both visually inspect and physically measure components during interchanging to ensure they match.
A904/A998/A999	Many parts interchange between the three models since they are all based on the compact A904, but consider the variations I mention in the 1978 – 1993 row just above. A999 or A998 guts can’t simply be thrown into a pre-1978 A904 and called good.

PowerFlite & TorqueFlite (A466, A727, A904) Visual & Dimension Identification

I provide multiple ways to identify the transmissions including the case shape, bellhousing shape, oil pan shape, and dimensions. Figure 7a – 7b shows a cast-iron 1956 Dodge 2-speed PowerFlite originally behind a Hemi-block poly 270. Note that earlier versions, like the figure, use air to cool the converter/fluid with screens in the bellhousing and fins on the torque converter to draw in air (Figure 1c above). Figures 7c – 7d shows a water-cooled 1958 Plymouth 3-speed TorqueFlite A466 that was originally behind an A-block 318. The cast-iron TorqueFlite is longer than the PowerFlite and has a longer oil pan that pushes the transmission mount 3-1/2″ farther back than the PowerFlite. Actuating the shifter mechanism with a pair of needle-nose pliers and counting the clicks is another way to identify the transmissions since the PowerFlite has four positions (Neutral, Reverse, Low, High) and the TorqueFlite A466 has five (Neutral, Reverse, 1, 2, 3).

Keeping in mind the different versions with an output shaft brake drum and fixed output flange or slip yoke, Figure 7e shows the typical 1962 onward aluminum A727, and Figure 7f shows the 1960 onward A904 (A998 and A999 similar). The top and elevation view of the transmissions are clearly different between the two: The A727 has a smooth, gradual sloped transition from the bellhousing, down the main body, and into output extension; the A904 has a distinct reduction in the case diameter and a hump where the bellhousing meets the main case.

The oil pan shape also identifies the transmission models. Figure 7g shows the cast-iron TorqueFlite A466 and PowerFlite oil pans. The TorqueFlite’s pan is almost square with long-radius corners, whereas the PowerFlite is more rectangular and has tighter-radius corners on one side. Figure 7h shows the A727 and A904 oil pans with the A727 having a distinct pop-out whereas the A904 is rectangular with a bobbed corner7

To identify the engine family, the bellhousing shape, dimensions, and starter motor location are giveaways. Referring to Figure 7i, the Slant 6-cylinder is easily distinguishable by the starter location at the 1:00 position when facing the front pump. The A/LA starter is located at about 3:30 and has a span of 7-3/4″ at the top two bolt holes. The B/RB/Hemi has the starter at 3:00 with a span of 6-1/4″ at the top two bolt holes.

The overall transmission length provides another means to identify the A727 and A904/998/999. Figure 7j compares the lengths, although the different output extensions offered change these measurements to where they are less helpful when trying to identify the transmission on the fly at a salvage yard or swap meet.

PowerFlite Specifications and Torque Values

Component	Specification
Oil Capacity (Pan and Converter)	10 Quarts
Oil Modern Equivalent	Type F
Torque Converter Multiplication	6-cylinder: 2.6:1 V8 2.7:1
Gear Ratios	Gear Ratio, First: 1.72:1 Gear Ratio, Second: 1:1 Gear Ratio, Reverse: 2.39:1
Front Pump Gear Set to Housing Barnacle	0.0012″ – 0.0025″
Rear Pump Gear Set to Housing Clearance	0.0012″ – 0.0025″
Governor Type	Centrifugal
Governor Valve to Body Clearance	0.005″ – 0.003″
Direct Clutch Piston Retainer Thrust Washer Thickness	0.043 – 0.045″ (thin) 0.060″ – 0.062″ (medium) 0.078″ – 0.080″ (thick)
Kickdown Planet Pinion Carrier Thrust Washer	0.060″ – 0.062″
Planet Pinion Carrier Housing Thrust Washers	0.078″ – 0.080″
Kickdown Sun Gear Snap Ring Thickness	0.059 – 0.061″ (thin) 0.062″ – 0.064″ (medium) 0.065″ – 0.067″ (thick)
Line Pressure	Oil at running temperature Plugged Port, Left Front of Case R: Wheels free to turn, 1,600 RPM, 250 psi N: 800 RPM, 90 psi 2nd: Brakes Applied, 800 RPM, 90 psi 1st: Brakes Applied, 800 RPM, 90 psi
Governor Pressure	Oil at running temperature Plugged Port, Left of Extension 6-cylinder 2nd: Wheels Free to Turn, 12 – 14 MPH, 15 psi 6-cylinder 2nd: Wheels Free to Turn, 19 – 23 MPH, 45 psi 6-cylinder 2nd: Wheels Free to Turn, 41 – 48 MPH, 60 psi V8 2nd: Wheels Free to Turn, 12 – 14 MPH, 15 psi V8 2nd: Wheels Free to Turn, 19 – 23 MPH, 45 psi V8 2nd: Wheels Free to Turn, 41 – 48 MPH, 60 psi
Throttle Pressure	Oil at running temperature Plugged Port, Right of Case next to Kickdown Servo 2nd: Brakes Applied, Throttle Closed, 450 RPM, 14 psi 2nd: Brakes Applied, Throttle Wide-open, 1,500 RPM, 90 psi
Direct Clutch Pressure	Oil at running temperature Plugged Port, Right of Case at bottom of Kickdown Servo
Kickdown Band Adjustment	Torque to 60 – 72 lb. inch, back off 3 turns. Refer to manual procedure.
Reverse Band Adjustment	Torque to 20 – 25 lb. inch, back off 10 turns. Refer to manual procedure.
Endplay	0.026″ – 0.052″ Refer to manual procedure.

PowerFlite Fasteners	Lb.Ft.	Lb.In.
Cable Clip to Column Jacket Bolt		70
Cable Control Screw		40
Case Oil Line Plug		120
Case to Converter Housing Bolt	45
Case to Reaction Shaft Bolt	15
Direct Clutch Shift Valve Plug Bolt		30
Extension to Case Bolt	25
Front Oil Pump Housing Bolt		180
Governor Body Bolt		90
Governor Locating Bolt		45
Governor Oil Pressure Take-Off Plug		120
Kickdown Band Adjuster Jam Nut	40
Kickdown Band Lever Shaft Plug	25
Kickdown Strainer Support Bolt		180
Manual Control Lever Nut	7
Neutral Starter Switch—Initial Electrical Contact plus 1/3 to 1/2 Turn	75 max
Oil Pan Bolt and Lock Washer		180
Oil Pan Filler Tube Bracket Bolt Nut	20
Oil Pan Filler Tube Nut	40
Output Shaft Support Bolt	25
Output Shaft Support Pipe Plug		120
Rear Oil Pump Housing Bolt		180
Regulator Valve Spring Retainer	50
Reverse Band Lever Adjuster Jam Nut	35
Shaft Flange Nut	175
Speedometer Pinion Sleeve	45
Throttle Control Lever Nut	7
Throttle Oil Pressure Take-Off Plug		120
Throttle Valve Adjusting Bolt Plug	25
Torque Converter Control Valve Spring Retainer	40
Transfer Plate Bolt—Long		180
Transfer Plate Bolt—Short		180
Transfer Plate Cover Bolt—Long		45
Transfer Plate Cover Bolt—Short		45
Transmission Cable Bracket Bolt		15
Valve Body End Cover Bolt		25
Valve Body End Cover Long Bolt		25
Valve Body End Cover Short Bolt		25

TorqueFlite A466 Standard Duty Specifications and Torque Values

Component	Specification
Oil Capacity (Pan and Converter)	11 Quarts
Oil Modern Equivalent	Type F
Torque Converter Multiplication	2.7:1
Gear Ratios	Gear Ratio, First: 2.45:1 Gear Ratio, Second: 1.45:1 Gear Ratio, Third: 1:1 Gear Ratio, Reverse: 2.20:1
Pump Gear Set to Housing Clearance	Front: 0.0012″ – 0.0025″ Rear: 0.0012″ – 0.0027″
Governor Type	Centrifugal
Governor Valve to Body Clearance	0.0005″ – 0.002″
Input Shaft Thrust Washer Thickness	0.078 – 0.080″ (thin) 0.097″ – 0.099″ (medium) 0.115″ – 0.117″ (thick)
Snap Rings Thickness	Front Clutch: 0.060″ – 0.062″ (thin) Rear Clutch: 0.064″ – 0.066″ (medium) Reverse Band Drum: 0.068″ – 0.072″ (thick)
Kickdown Annulus Gear Snap Rings	0.060″ – 0.062″ (thin) 0.064″ – 0.066″ (thick)
Extension Shaft Bearing Snap Rings	0.086″ – 0.088″ (thin) 0.091″ – 0.093″ (thick)
Line Pressure	Oil at running temperature Plugged Port, Left Front Bottom of Case R: Wheels free to turn, 1,600 RPM, 200 – 250 psi N: 800 RPM, 85 – 95 psi 3rd: Wheels free to turn, 800 RPM, 90 psi 2nd: Wheels free to turn, 800 RPM, 85 – 90 psi 1st: Wheels free to turn, 800 RPM, 85 – 90 psi
Governor Pressure	Oil at running temperature Plugged Port, Left Rear of Case at Extension Connection 3rd: Wheels Free to Turn, 16 – 18 MPH, 14 psi 3rd: Wheels Free to Turn, 29 – 35 MPH, 45 psi 3rd: Wheels Free to Turn, 61 – 66 MPH, 75 psi
Lubrication Pressure	Oil at running temperature Plugged Port, Left Front Center of Case Neutral: 800 RPM, 10 – 30 psi
Throttle Pressure	Oil at running temperature Plugged Port, Right Top of Servo Bump-out 0 – 90 psi throughout normal operation
Direct Clutch Pressure	Oil at running temperature Plugged Port, Right of Case at bottom of Kickdown Servo
Kickdown Band Adjustment	Torque to 47 – 50 lb. inch, back off 3-1/2 turns (2-1/4 turns for B350 engines). Refer to manual procedure.
Low/Reverse Band Adjustment	Torque to 47 – 50 lb. inch, back off 2-5/8 turns. Refer to manual procedure.
Drive Train Endplay	0.026″ – 0.052″ Refer to manual procedure.
Front Clutch/Input Shaft Endplay	0.020″ – 0.050″ Refer to manual procedure.

TorqueFlite A466 Fastener	Lb.Ft.	Lb.In.
Accumulator Cover		180
Band Lever Shaft Plug:	35
Case to Converter Housing	40
Compensated Throttle Pressure Tap		120
Converter Drain Plug		130
Crankshaft Nut or Bolt	55
Drive Flange Stud	35
Dust Cover		200
Dust Plate		130
Extension to Transmission Case	25
Filler Tube Nut	40
Front Pump Housing to Transmission Case		180
Governor Body to Support		90
Governor Locating Screw		70
Governor Oil Pressure Take-Off Plug		120
Intermediate Support Locating Screw	25
Kickdown Band Adjuster Jam Nut	35
Line Pressure Regulator Valve Retainer	50
Line Pressure Take-Off Plug		120
Low-Reverse Band Adjuster Jam Nut	35
Manual Valve Control Cable Housing		200
Neutral Starter Switch-Initial Electrical Contact plus 1/3 to 1/2 Turn	20 max
Oil Pan Bolts		175
Output Shaft Support to Case	25
Pan Drain Plug	50
Propeller Flange Nut	175
Reaction Shaft to Case	25
Rear Clutch Pressure Tap		120
Rear Pump Housing to Support		120
Rear Pump Oil Pressure Tap		180
Rear Pump Suction Pressure Tap		180
Servo Apply Pressure Tap		120
Torque Converter Control Valve Retainer	40
Torque Converter Cooler Line Fitting		120
Torque Converter Housing 7/16″ Bolts	50
Torque Converter Housing to Engine Block 3/8″ Bolts	30
Transfer Plate to Transmission Case		180
Valve Bodies to Transfer Plate		55

1960 – 1961 TorqueFlite A904 6-cylinder Specifications and Torque Values

Component	Specification
Oil Capacity (Pan and Converter)	7 Quarts
Oil Modern Equivalent	Type F
Torque Converter Diameter	10.75″
Gear Ratios	Gear Ratio, First: 2.45:1 Gear Ratio, Second: 1.45:1 Gear Ratio, Third: 1:1 Gear Ratio, Reverse: 2.20:1
Pump Gear Set to Housing Clearance	Front and Rear: 0.001″ – 0.0025″
Clutch Pack Clearance	Front: 0.056″ – 0.104″ Rear: 0.018″ – 0.036″
Thrust Washer Thickness (Output to Input Shaft)	Thin: 0.052″ – 0.052″ (natural) Medium: 0.068″ – 0.070″ (red) Thick: 0.083″ – 0.085″ (black)
Snap Rings Thickness	Thin: 0.060″ – .062″ Medium: 0.068″ – 0.070″ Thick: 0.076″ – 0.078″
Sun Gear Driving Shell	0.060″ – 0.062″
Driving Shell (steel)	0.034″ – 0.36″
Overrunning Clutch Race	0.060″ – 0.062″
Kickdown Annulus Support	0.121″ – 0.125″
Front Clutch to Rear Clutch	0.043″ – 0.045″
Line and Front Servo Pressure	Oil at running temperature Gauges on right side of case at front servo port and at bottom of accumulator port: 3rd Gear: Wheels free to turn, 800 RPM: Line Pressure at Accumulator: 52 – 62 psi Front Servo Pressure: 45 psi or greater Moving detached kickdown lever to full-throttle position: Line Pressure at Accumulator: 90 – 96 psi just before or at kickdown into 1st Front Servo Pressure: 80 psi or greater
Governor Pressure	Oil at running temperature Gauge on port left underside of extension Reverse with Wheels Free to Turn 170 Slant 6 with 2.76:1 Axle: 18 – 20 MPH: 15 psi 45 – 57 MPH: 50 psi 69 – 76 MPH: 75 psi After 76 MPH brake to 0 MPH: 0 – 1.5 psi 170 Slant 6 with 3.23:1 Axle: 15 – 17 MPH: 15 psi 37 – 48 MPH: 50 psi 59 – 65 MPH: 75 psi After 65 MPH brake to 0 MPH: 0 – 1.5 psi 225 Slant 6 with 2.76:1 Axle: 18 – 20 MPH: 15 psi 38 – 46 MPH: 50 psi 64 – 70 MPH: 75 psi After 70 MPH brake to 0 MPH: 0 – 1.5 psi 225 Slant 6 with 2.93:1 Axle: 17 – 20 MPH: 15 psi 36 – 46 MPH: 50 psi 60 – 70 MPH: 75 psi After 70 MPH brake to 0 MPH: 0 – 1.5 psi 225 Slant 6 with 3.23:1 Axle: 16 – 19 MPH: 15 psi 34 – 44 MPH: 50 psi 57 – 66 MPH: 75 psi After 66 MPH brake to 0 MPH: 0 – 1.5 psi
Lubrication Pressure	Oil at running temperature Gauge teed into cooler return port, left rear of case 3rd Gear: Wheels Free to Turn, 800 RPM, 5 – 15 psi Moving disconnected kickdown lever to full-throttle: psi should be approximately doubled from the 1,000 RPM measurement
Rear Servo Apply Pressure	Oil at running temperature Gauge on rear servo port, right rear of case Reverse: Wheels Free to Turn, 1,600 RPM, 230 – 280 psi
Throttle Pressure	No provision to check. See manual for details.
Kickdown Band Adjustment	170: Torque to 72 lb. inch, back off 2-5/8 turns 225: Torque to 72 lb. inch, back off 2 turns
Low/Reverse Band Adjustment	Torque to 72 lb. inch, back off 2 turns
Drive Train Endplay	0.024″ – 0.062″ Refer to manual procedure.

1960 – 1961 TorqueFlite A904 Fasteners	Lb.Ft.	Lb.In.
Band Adjusting Screw Lock Nut	20 – 25
Bellhousing to Engine Bolt	25 – 30
Converter Drain Plug	10 – 12
Converter Drive Plate to Crankshaft Bolt	40 – 70
Converter Drive Plate to Torque Converter Bolt	15 – 19
Cooler Line Fitting	10 – 12
Extension Mounting to Frame Nut	30 – 35
Extension to Mounting Bolt	25 – 30
Extension to Transmission Case Bolt	25 – 30
Front Oil Pump Housing to Transmission Case Bolt	14 -16
Governor Body to Support Screw	6 – 8
Neutral Starter Switch	15 – 20
Oil Pan Bolt	13 – 17
Oil Pan Drain Plug	10 – 15
Output Shaft Flange Nut	175
Pressure Test Take-Off Plug	10 – 12
Reaction Shaft Support to Front Oil Pump Bolt	14 – 16
Rear Oil Pump Cover Bolt	14 – 16
Speedometer Pinion Retainer Screw		35 – 45
Valve Body Bolt		55
Valve Body Screw		25

TorqueFlite A727 and A904 Specifications and Torque Values

Component	A727	A904
Oil Capacity (Pan and Converter)	9.25 Quarts (11-3/4″ converter) 7.75 Quarts (10.75″ converter)	7.75 Quarts
Oil Modern Equivalent	Type F	Type F
Torque Converter Diameter	11-3/4″ or 10.75″	10.75″
Gear Ratios	Gear Ratio, First: 2.45:1 Gear Ratio, Second: 1.45:1 Gear Ratio, Third: 1:1 Gear Ratio, Reverse: 2.20:1	Same
Pump Clearance	Outer rotor to case bore: 0.004″ – 0.008″ Outer to inner teeth: 0.005″ – 0.010″ Gear set to case: 0.0015″ – 0.003″	Same
Planetary Assembly Endplay	0.010″ – 0.037″	0.006″ – 0.033″
Drive Train Endplay	0.037″ – 0.084″	0.030″ – 0.089″
Clutch Pack Clearance	Front 3-disc: 0.036″ – 0.086″ Front HD 4-disc: 0.024″ – 0.125″ Front HP 4-disc: 0.066″ – 0.123″ Front HP 5-disc: 0.022″ – 0.079″ Rear: 0.025″ – 0.045″	Front 3-disc: 0.042″ – 0.087″ Front HD 4-disc: 0.056″ – 0.104″ Rear: 0.025 – 0.045″
Thrust Washer Thickness (Output to Input Shaft)	Thin: 0.052″ – 0.054″ (natural) Medium: 0.068″ – 0.070″ (red) Thick: 0.083″ – 0.085″ (black)	Same
Snap Rings Rear Clutch	Thin: 0.060″ – .062″ Medium: 0.074″ – 0.076″ Thick: 0.088″ – 0.090″	Thin: 0.060″ – .062″ Medium: 0.068″ – 0.070″ Thick: 0.076″ – 0.078″
Snap Rings Output Shaft (forward end)	Thin: 0.048″ – .052″ Medium: 0.055″ – 0.059″ Thick: 0.062″ – 0.066″	Thin: 0.040″ – .044″ Medium: 0.048″ – 0.052″ Thick: 0.059″ – 0.065″
Reaction/Stator Shaft Support to Front Clutch Retainer	N/A	Thin: 0.061″ – 0.063″ (green) Medium: 0.084″ – 0.086″ (red) 0.102″ – 0.104″ (yellow)
Sun Gear Driving Shell Thrust Plate	0.034″ – 0.036″	0.034″ – 0.036″
Driving Shell (steel)	N/A	0.034″ – 0.36″
Front and Rear Planetary to Driving Shell	N/A	0.060″ – 0.062″
Front Annulus Gear Support	N/A	0.121″ – 0.125″
Front Clutch to Rear Clutch	0.061″ – 0.063″	0.043″ – 0.045″
Front Clutch to Reaction/Stator Shaft Support	N/A	0.043″ – 0.045″
Output Shaft to Input Shaft	0.062″ – 0.064″	N/A
Rear Planetary to Driving Shell	0.060″ – 0.062″	N/A
Front Planetary to Annulus Gear	0.060″ – 0.062″	N/A
Rear Planetary to Annulus Gear	.034″ – 0.036″	N/A
Front Annulus Gear to Driving Shell	0.060″ – 0.062″	N/A
Line and Front Servo Pressure (see manual for procedure)	Oil at running temperature Gauges on right side of case at front servo port and at bottom of accumulator port: 3rd Gear: Wheels free to turn, 1,000 RPM: Line Pressure at Accumulator: 54 – 60 psi Front Servo Pressure: No more than 3 psi below line pressure Moving detached kickdown lever to full-throttle position: Line Pressure at Accumulator: 90 – 96 psi just before or at kickdown into 1st Front Servo Pressure: Follows line pressure with a maximum of 3 psi under line pressure	Same
Governor Pressure	Oil at running temperature Gauge on port left underside of extension Reverse with Wheels Free to Turn: Standard 273 and 318 with 2.76:1 Axle: 18 – 20 MPH: 15 psi 45 – 53 MPH: 50 psi 71 – 78 MPH: 75 psi After 78 MPH brake to 0 MPH: 0 – 1.5 psi Standard 273 and 318 with 3.23:1 Axle: 15 – 17 MPH: 15 psi 38 – 44 MPH: 50 psi 60 – 66 MPH: 75 psi After 66 MPH brake to 0 MPH: 0 – 1.5 psi Standard 340 – 440 with 2.76:1 Axle: 18 – 20 MPH: 15 psi 38 – 46 MPH: 50 psi 74 – 82 MPH: 75 psi After 82 MPH brake to 0 MPH: 0 – 1.5 psi Standard 340 – 440 with 3.23:1 Axle: 14 – 17 MPH: 15 psi 39 – 51 MPH: 50 psi 58 – 71 MPH: 75 psi After 66 MPH brake to 0 MPH: 0 – 1.5 psi Standard 340 – 440 with 3.55:1 Axle: 15 – 17 MPH: 15 psi 44 – 50 MPH: 50 psi 64 – 71 MPH: 75 psi After 71 MPH brake to 0 MPH: 0 – 1.5 psi HP 426 Hemi with 3.23:1 Axle 20 – 23 MPH: 15 psi 55 – 64 MPH: 50 psi 82 – 90 MPH: 75 psi After 90 MPH brake to 0 MPH: 0 – 1.5 psi HP 440 6-pack with 3.23:1 Axle 16 – 19 MPH: 15 psi 46 – 52 MPH: 50 psi 68 – 73 MPH: 75 psi After 73 MPH brake to 0 MPH: 0 – 1.5 psi	170 Slant 6 with 2.76:1 Axle: 18 – 20 MPH: 15 psi 45 – 57 MPH: 50 psi 69 – 76 MPH: 75 psi After 76 MPH brake to 0 MPH: 0 – 1.5 psi 170 Slant 6 with 3.23:1 Axle: 15 – 17 MPH: 15 psi 37 – 48 MPH: 50 psi 59 – 65 MPH: 75 psi After 65 MPH brake to 0 MPH: 0 – 1.5 psi 225 Slant 6 with 2.76:1 Axle: 18 – 20 MPH: 15 psi 38 – 46 MPH: 50 psi 64 – 70 MPH: 75 psi After 70 MPH brake to 0 MPH: 0 – 1.5 psi 225 Slant 6 with 2.93:1 Axle: 17 – 20 MPH: 15 psi 36 – 46 MPH: 50 psi 60 – 70 MPH: 75 psi After 70 MPH brake to 0 MPH: 0 – 1.5 psi 225 Slant 6 with 3.23:1 Axle: 16 – 19 MPH: 15 psi 34 – 44 MPH: 50 psi 57 – 66 MPH: 75 psi After 66 MPH brake to 0 MPH: 0 – 1.5 psi
Lubrication Pressure	Oil at running temperature Gauge teed into cooler return port, left rear of case 3rd Gear: Wheels Free to Turn, 1,000 RPM, 5 – 15 psi Moving disconnected kickdown lever to full-throttle: psi should be approximately doubled from the 1,000 RPM measurement	Same
Rear Servo Apply Pressure	Oil at running temperature Gauge on rear servo port, right rear/back of case Reverse: Wheels Free to Turn, 1,600 RPM, 230 – 300 psi	Same
Throttle Pressure	No provision to check. See manual for details.	Same
Kickdown Band Adjustment	All except 426 Hemi and 440 6-pack: Torque to 72 lb. inch, back off 2 turns 426 Hemi and 440 6-pack: Torque to 72 lb. inch, back off 1.5 turns	170: Torque to 72 lb. inch, back off 2-5/8 turns 225: Torque to 72 lb. inch, back off 2 turns
Low/Reverse Band Adjustment	Torque to 72 lb. inch, back off 2 turns	170, 225, 273: Torque to 72 lb. inch, back off 3.25 turns 318 up: Torque to 72 lb. inch, back off 4 turns

TorqueFlite A727 & A904 Fasteners	Lb.Ft.	Lb.In.
Bellhousing to Engine Bolt	28
Converter Drain Plug		110
Converter Drive Plate to Crankshaft Bolt	55
Converter Drive Plate to Torque Converter Bolt		270
Cooler Line Fitting		110
Cooler Line Nut		85
Extension Housing to Insulator Mounting Bolt	40
Extension Housing to Transmission	24
Extension Housing, Crossmember to Frame Bolt	90
Gearshift Operating Lever Nuts	18
Governor Body to Support Bolt		100
Kickdown Band Adjuster Jam Nut A727	29
Kickdown Band Adjuster Jam Nut A904	25
Kickdown Leve Shaft Plug		150
Neutral Safety Starter Switch	24
Oil Filler Tube Bracket Bolt		150
Oil Pan Bolts		150
Oil Pan Drain Plug	25
Oil Pump Housing to Transmission Case Bolts		175
Output Shaft Support Bolt		150
Overrunning Clutch Cam Set Screw		40
Parking Lever Housing Bolts (1962 – 1965 Cable-operated)		140
Parking Lever Plug (1962 – 1965 cable-operated)		150
Pressure Test Take-off Plugs		75
Reaction Shaft Support to Oil Pump Bolt A727		150
Reaction Shaft Support to Oil Pump Bolt A904		125
Rear Pump Cover Bolts (1962 – 1965 cable-operated)		140
Reverse Band Adjuster Jam Nut A727	35
Reverse Band Adjuster Jam Nut A727	20
Reverse Deten Spring Retainer	50
Reverse Detent Spring Retainer Plug	24
Shift Lever Nuts	18
Speedometer Drive Clamp Screw		100
Transmission Cover Retaining Bolts	12
Transmission Drain Plug	25
Transmission to Clutch Housing Bolts	50
Transmission to Clutch Housing Bolts	50
Valve Body Screws		35
Valve Body to Transmission Case Bolts		100

TorqueFlite A998 and A999 Specifications

A998 Gear Ratios

First Gear	Second Gear	Third Gear	Reverse
2.45:1(close)/2.74:1(wide)	1.45:1(close)/1.55(wide)	1.0:1	2.20:1

A999 Gear Ratios

First Gear	Second Gear	Third Gear	Reverse
2.74:1	1.54:1	1.0:1	2.20:1

PowerFlite & TorqueFlite A466, A727, A904, A998, A999 Identification Numbers

We have arrived at the beast of a database I spent evenings for months compiling, confirming, and typing into the chart. If readers notice any typos, inaccuracies, or missing information, please contact me so I may update the list.

The 1955 – 1961 iron PowerFlite and TorqueFlite/LoadFlite A466 can be identified by an upside-down number stamped into the right (passenger) side of the oil pan rail near the dipstick tube (Figure 8a – 8b).

The 1962 onward TorqueFlite A727/A904/A998/A999 can be identified by a number stamped into the left (driver) side of the oil pan rail (Figures 8c – 8d). The letter(s) before the number identify the assembly plant, which I don’t include in the database.

1955 – 1961 Cast-iron PowerFlite, TorqueFlite A466, LoadFlite Identification Numbers

ID Stamp	Year	Engine	Transmission	Notes
1635573	1955	6, V8	PowerFlite	Iron, Plymouth, Sliding Cable Adjuster
1635573	1956	6, V8	PowerFlite	Iron, Plymouth, Sliding Cable Adjuster
1636237	1956	V8	PowerFlite	Iron, Chrysler (Windsor), Dodge (except D500), DeSoto, Imperial, Plymouth (Fury), Sliding Cable Adjuster
1638287	1957	6, V8	A466	Iron, Plymouth, Sliding Cable Adjuster
1638475	1955	6, V8	PowerFlite	Iron, Chrysler, Sliding Cable Adjuster. Note: Racing version available equipped with valve body 1559328 per 11/15/55 service bulletin 936-CH.
1638292	1956	V8	PowerFlite	Iron, DeSoto (Fireflite), Sliding Cable Adjuster
1638530	1956	V8	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1638561	1956	6	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1665400	1957	6	PowerFlite	Iron, Truck (D100), Sliding Cable Adjuster
1665403	1957	V8	PowerFlite	Iron, Truck (D100), Sliding Cable Adjuster
1673168	1954	6	PowerFlite	Iron, Chrysler, DeSoto, Dodge, Plymouth, Sliding Cable Adjuster
1673168	1955	6	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1673169	1955	6, V8	PowerFlite	Iron, Truck, Sliding Cable Adjuster
1673169	1956	6, V8	PowerFlite	Iron, Truck, Sliding Cable Adjuster
1673169	1954	V8	PowerFlite	Iron, Chrysler, DeSoto, Dodge, Sliding Cable Adjuster
1673169	1955	V8	PowerFlite	Iron, Chrysler (except 300), DeSoto, Dodge, Imperial, Plymouth, Sliding Cable Adjuster
1673170	1955	V8	PowerFlite	Iron, HD, Chrysler 300, Sliding Cable Adjuster
1673196	1955	6, V8	PowerFlite	Iron, Plymouth, Sliding Cable Adjuster
1673196	1956	6, V8	PowerFlite	Iron, Plymouth, Sliding Cable Adjuster
1673197	1956	6, V8	PowerFlite	Iron, Dodge, DeSoto (Firedome), Sliding Cable Adjuster
1673197	1957	6, V8	A466	Iron, Dodge, DeSoto (Firedome), Sliding Cable Adjuster
1676190	1956	V8	PowerFlite	Iron, HD, Chrysler (including 300), Sliding Cable Adjuster
1736546	1957	V8	A466	Iron, DeSoto (Firesweep), Dodge (325 except Taxi and HD), Sliding Cable Adjuster, Air Cooled
1736546	1958	V8	A466	Iron, DeSoto, Dodge (325 except Taxi and HD Seals), Plymouth 318 (except HD), Sliding Cable Adjuster, Air Cooled
1738227	1957	6, V8	LoadFlite	Iron, Truck, Sliding Cable Adjuster
1738227	1958	6, V8	LoadFlite	Iron, Truck, Sliding Cable Adjuster
1738227	1959	6, V8	LoadFlite	Iron, Truck, Sliding or Wheel Cable Adjuster
1738227	1956-1959	V8	A466 Replacement	HD, Factory Replacement for Chrysler 300 when Equipped with 300 Govenor, Sliding Cable Adjuster
1738227	1957	V8	A466	Iron, Chrysler (New Yorker, except HD), Imperial, Sliding Cable Adjuster, Water Cooled
1738227	1958	V8	A466	Iron, Chrysler (New Yorker, except HD), Imperial, Sliding Cable Adjuster, Water Cooled
1738232	1957	V8	PowerFlite	Iron, Chrysler (Windsor, Saratoga, New Yorker), DeSoto (Firedome, Firesweep), Dodge (Coronet, Coronet Custom, Royal), Sliding Cable Adjuster
1738232	1958	V8	PowerFlite	Iron, Chrysler (Windsor, Saratoga, New Yorker), DeSoto (Firedome, Firesweep), Dodge (Coronet, Coronet Custom, Royal), Sliding Cable Adjuster
1738232	1958	6	PowerFlite	Iron, Dodge, Plymouth, Taxi, Sliding Cable Adjuster
1823589	1957	6	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1823589	1958	6	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1823589	1957	6	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1823589	1958	6	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1823593	1956	V8	A466	Iron, Chrysler/Imperial, Sliding Cable Adjuster
1823593	1956	V8	A466	Iron, Chrysler (Windsor, Saratoga), Imperial, Sliding Cable Adjuster
1823593	1957	V8	A466	Iron, Chrysler (Windsor, Saratoga), DeSoto (except Firesweep, HD), Sliding Cable Adjuster, Water Cooled
1823593	1958	V8	A466	Iron, Chrysler (Windsor, Saratoga), DeSoto (except HD), Dodge (B-block, except HD), Plymouth (B-block, except HD), Sliding Cable Adjuster
1823656	1957	6, V8	A466	Iron, Plymouth, Sliding Cable Adjuster
1823656	1957	6	PowerFlite	Iron, Dodge, Sliding Cable Adjuster
1823656	1958	6	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1823658	1957	6, V8	PowerFlite	Iron, Plymouth, except Fury and Suburban, Sliding Cable Adjuster
1823682	1957	V8	A466	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1823734	1957	V8	A466	Iron, Chrysler (300), Sliding Cable Adjuster
1823734	1958	V8	A466	Iron, Chrysler (300), Sliding Cable Adjuster
1823738	1957	318	A466	Iron, Plymouth Fury, Air Cooled
1823738	1958	318	A466	Iron, Plymouth Fury, Air Cooled
1823949	1957	V8	A466	Iron, DeSoto HP (Adventurer), Dodge HP (D500 Carburetor and Fuel Injection), Sliding Cable Adjuster
1823949	1958	V8	A466	Iron, DeSoto HP (Adventurer), Dodge HP (D500), Sliding Cable Adjuster
1824269	1958	6, V8	A466	Iron, Plymouth, Sliding Cable Adjuster
1824491	1958	V8	PowerFlite	Iron, DeSoto (Firesweep, excluding Taxi), Sliding Cable Adjuster
1824491	1959	V8	PowerFlite	Iron, DeSoto (including Taxi), Dodge (B-block), Cable Adjuster Unknown
1824558	1957	V8	A466	Iron, HD, Export PEFD2, Sliding Cable Adjuster, Air Cooled
1824558	1958	V8	A466	Iron, HD Seals, Export PEFD2, Sliding Cable Adjuster, Air Cooled
1824561	1957	V8	A466	Iron, Dodge (D3), Sliding Cable Adjuster, Water Cooled
1824561	1958	V8	A466	Iron, Dodge (D3), Sliding Cable Adjuster, Water Cooled
1824561	1960	V8	A466	Iron, Dodge (Custom Royal, Suburban, Taxi), Wheel Cable Adjuster
1853669	1957	V8	A466	Iron, HD, Export PEFD2, Sliding Cable Adjuster, Water Cooled
1853669	1958	V8	A466	Iron, HD, Export PEFD2, Sliding Cable Adjuster, Water Cooled
1853693	1957	V8	A466	Iron, Export PEFD2, Sliding Cable Adjuster, Water Cooled
1853693	1958	V8	A466	Iron, Export PEFD2, Sliding Cable Adjuster, Water Cooled
1853712	1957	V8	PowerFlite	Iron, Dodge (Coronet, Sierra Suburban, Roya), DeSoto (Firesweep), Plymouth, Sliding Cable Adjuster
1853712	1958	V8	PowerFlite	Iron, Dodge (Coronet, Sierra Suburban, Roya), DeSoto (Firesweep), Plymouth, Sliding Cable Adjuster
1853712	1959	V8	PowerFlite	Iron, Dodge (A-block 326), Plymouth, Sliding Cable Adjuster
1853841	1958	V8	PowerFlite	Iron, DeSoto (Firesweep, Firedome), Dodge, Plymouth, Sliding Cable Adjuster
1853841	1959	V8	PowerFlite	Iron, DeSoto (Firesweep, Firedome), Dodge, Plymouth, Sliding Cable Adjuster
1853841	1960	V8	PowerFlite	Iron, Dodge, Plymouth, before Serial 261116, Sliding Cable Adjuster
1853849	1958	6	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1853849	1959	6	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1853875	1958	6, V8	A466	Iron, Plymouth, Sliding Cable Adjuster
1853904	1957	318	A466	Iron, Plymouth Fury, Water Cooled, Sliding Cable Adjuster
1853904	1958	318	A466	Iron, Plymouth Fury, Water Cooled, Sliding Cable Adjuster
1853907	1958	V8	PowerFlite	Iron, DeSoto, Taxi, Sliding Cable Adjuster
1853913	1957	V8	A466	Iron, DeSoto, HD, Water Cooled, Sliding Cable Adjuster
1853913	1958	V8	A466	Iron, DeSoto, HD, Water Cooled, Sliding Cable Adjuster
1853917	1957	V8	A466	Iron, HD, Chrysler (Windsor, Saratoga, New Yorker), Water Cooled, Sliding Cable Adjuster
1853917	1958	V8	A466	Iron, HD, Chrysler (Windsor, Saratoga, New Yorker), HD, Water Cooled, Sliding Cable Adjuster
1853919	1959	6	PowerFlite	Iron, Dodge, Plymouth, Cable Adjuster Unknown
1854123	1956	V8	A466	Iron, Chrysler (300), Sliding Cable Adjuster
1854123	1957	V8	A466	Iron, Chrysler (300), Sliding Cable Adjuster
1854123	1958	V8	A466	Iron, Chrysler (300), except HD, Sliding Cable Adjuster
1854125	1959	6, V8	A466	Iron, Chrysler, DeSoto, Dodge (V8), Plymouth (V8), Sliding Cable Adjuster
1854159	1958	V8	A466	Iron, Dodge (except Taxi, HD), Plymouth HD.
1854165	1958	V8	A466	Iron, HD, DeSoto, Sliding Cable Adjuster
1854167	Late-1959	V8	LoadFlite	Iron, Truck, Wheel Cable Adjuster
1854167	1959	V8	A466	Iron, Chrysler (including 300), DeSoto, Dodge (V8), Imperial, Plymouth (V8), Sliding or Wheel Cable Adjuster
1932107	1960	6	LoadFlite	Iron, Truck, Wheel Cable Adjuster
1932109	1960	V8	LoadFlite	Iron, Truck, Wheel Cable Adjuster
1932109	Early-1961	V8	LoadFlite	Iron, Truck, Wheel Cable Adjuster
1949267	1959	V8	A466	Iron, Chrysler (including 300), Sliding or Wheel Cable Adjuster
1949277	1959	V8	A466	Iron, HD, Chrysler, DeSoto, Dodge (V8), Imperial, Plymouth (V8), Sliding or Wheel Cable Adjuster
1949388	1960	V8	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1949388	1961	V8	PowerFlite	Iron, Dodge, Plymouth, Sliding Cable Adjuster
1949389	1960	V8	PowerFlite	Iron, Desoto, Dodge (B-block), Wheel Cable Adjuster
1949808	1960	V8	A466	Iron, Chrysler, DeSoto, Dodge, Plymouth, with Cross-ram, Wheel Cable Adjuster
1949808	1960	V8	A466	Iron, Chrysler (including 300), Wheel Cable Adjuster
1949902	1960	V8	A466	Plymouth, HP, Wheel Cable Adjuster
1949904	1959	V8	A466	Iron, Chrysler, Dodge, DeSoto, Cable Adjuster Unknown
1949905	1960	V8	A466	Dodge, Plymouth, HD, Wheel Cable Adjuster
1949906	1960	V8	A466	Iron, HD, Chrysler, Dodge, Plymouth, Wheel Cable Adjuster
1949907	1960	V8	A466	Plymouth, HP, Wheel Cable Adjuster
2204692	1960	V8	A466	Iron, Chrysler, Dodge (B-block), Plymouth (B-block), except HP and Cross-ram, Wheel Cable Adjuster
2204692	1961	V8	A466	Iron, Chrysler, Dodge (B-block), Plymouth (B-block), except HP and Cross-ram, Wheel Cable Adjuster
2204692	1960	V8	A466	Iron, Chrysler, Dodge (B-block), Plymouth (B-block), except HP, Cross-ram, Wheel Cable Adjuster
2204692	1961	V8	A466	Iron, Chrysler, Dodge (B-block), Plymouth (B-block), except HP, Cross-ram, Wheel Cable Adjuster
2204693	1960	V8	A466	Iron, HD, Chrysler (including 300), DeSoto, Dodge, Plymout, with Cross-ram, Wheel Cable Adjuster
2204693	1960	V8	A466	Iron, Chrysler, DeSoto, Dodge, Plymouth, with Cross-ram, Sliding Cable Adjuster
2204693	1961	V8	A466	Iron, Chrysler, DeSoto, Dodge, Plymouth, with Cross-ram, Sliding Cable Adjuster
2204695	1960	V8	A466	Iron, DeSoto (HP), Dodge (B-block, HP), Plymouth (B-block, HP), except Cross-ram, Wheel Cable Adjuster
2204695	1961	V8	A466	Iron, DeSoto (HP), Dodge (B-block, HP), Plymouth (B-block, HP), except Cross-ram, Wheel Cable Adjuster
2204752	1960	V8	A466	Dodge (A-block), Plymouth (A-block), Wheel Cable Adjuster
2204752	1961	V8	A466	Dodge (A-block), Plymouth (A-block), Wheel Cable Adjuster
2204753	1960	V8	A466	Iron, Chrysle (HP), DeSoto (HP), Imperial, except Cross-ram, Wheel Cable Adjuster
2204753	1961	V8	A466	Iron, Chrysle (HP), DeSoto (HP), Imperial, except Cross-ram, Wheel Cable Adjuster
2229614	Late-1961	V8	LoadFlite	Iron, Truck, Wheel Cable Adjuster

1960 – 1993 Aluminum TorqueFlite A727, A904, A998, A999 Identification Numbers

ID Stamp	Year	Engine	Transmission	Notes
444495	1975	304, 345	727	International, HD, Long Extension
444496	1975	392	727	International, Long Extension
451876	1975	304, 345	727	International, 4WD
451877	1975	304, 345	727	International, Short Extension
451878	1975	392	727	International, Short Extension
451879	1975	392	727	International, Medium Extension
472293	1976 – 1977	304, 345	727	International, 4WD
1942275	1962	361, 383, 413	727	All Makes
2124441	1960	170	904	Dodge, Plymouth
2124725	1960	Slant 6	904	Heavy Duty
2125075	1960	Slant 6	904	Dodge, Plymouth
2204841	1962	170	904	Dodge, Plymouth
2204916	1962	225	904	Lancer, Valiant
2204917	1962	170	904	Lancer, Valiant
2204985	1961	Slant 6	904	Valiant
2204986	1961	Slant 6	904	Plymouth
2204987	1961	225	904	Valiant
2205190	1962	413	727	Chrysler, 300
2230757	1962	318	727	Truck 100, 200, 300
2232312	1962 – early 1963	318	LoadFlite (727)	Truck, before Serial 1231493
2237140	Late 1963	318	LoadFlite (727)	Truck, after Serial 1231493
2237140	Early 1964	318	LoadFlite (727)	Truck, before Serial 1306367
2283460	1967	273	904	Export
2400154	1962	Slant 6	904	Lancer, Valiant
2400155	1962	Slant 6	904	Dodge, Plymouth
2400156	1962	225	904	Lancer, Valiant
2400157	1962	318	727	Dodge, Plymouth
2400158	1962	361, 383	727	Dodge, Plymouth
2408001	1963	Slant 6	904	Dart, Valiant
2408002	1963	Slant 6	904	Dart, HD Valiant
2408003	1963	225	904	Dodge, Plymouth
2408004	1963	318	727	Dodge, Plymouth
2408005	1963	361	727	All Makes, 2-barrel
2408006	1963	383, 361	727	All Makes, 4-barrel
2408007	1962	413	727	Dodge, Plymouth
2462422	1964	318	727	Dodge, Plymouth
2462422	1964	Slant 6	727	Dodge, Plymouth, Taxi
2464099	1963	Slant 6	904	Dodge, Plymouth, Police, Taxi, HD
2464422	1964	318	727	Police, Taxi
2464423	1964	318	727	B-body
2464424	1964	361, 383	727	B-body, Imperial
2464425	1964	383, 413, 426 wedge	727	B-body, 4-barrel, Police
2464426	1963	426 wedge	727	All Makes, 300J
2464426	1964	426 wedge	727	Max Wedge, HP
2464427	1964	Slant 6	904	A-body
2464732	1964	318	727	Console Shift
2464734	1964	383, 413, 426 wedge	727	4-barrel, Console Shift, Imperial, 300
2464735	1964	383, 413, 426 wedge	727	Max Wedge, Console Shift, Imperial, 300K
2464979	1964	273, 318	727
2466091	1964	Slant 6	904	A-body
2466092	1964	Slant 6	904	A-body, HD
2466093	1964	Slant 6	904	B-body
2466111	1965	318	727	B/C-body
2466112	1965	361, 383, 413	727	B/C-body
2466113	1965	383, 413, 426 wedge	727	4-barrel, Police, 300
2466118	1965	Slant 6	904	B/C-body
2466119	1965	225	904	HD Barracuda, Dart, Valiant
2466120	1965	170	904	Dart, Valiant
2466121	1964	426 Hemi	727	Hemi
2466122	1965	273	904	B-body
2466123	1965	273	904	A-body
2466134	1965	318	727	Police, Taxi
2466135	1965	273	727	Police, Taxi
2466144	1965	273	904	HP
2466145	1965	273	904	Export
2466147	1965	361, 383, 413	727	B-body, 4-barrel
2466148	1965	383, 413, 426 wedge	727	HP, Police, 300
2466149	1965	440	727	Imperial
2466151	1965	273	727	Police, Taxi
2466152	1965	318	727	Police, Taxi
2466164	1965	426 Hemi	727	Hemi
2466166	1965	318	727
2505096	Late 1964 – 1968	225, 318	LoadFlite (727)	Truck, after Serial 1306367. Note the number was used on both Slant 6 and A-block cases.
2508475	1964	225, 318	LoadFlite (727)	Truck, to serial number 2015000. Note the number was used on both Slant 6 and A-block cases.
2508479	1965 – 1968	225, 318	LoadFlite (727)	Truck. Note the number was used on both Slant 6 and A-block cases.
2508481	1964	Slant 6	LoadFlite (727)	Truck, to serial number 2024206. Note the number was used on both Slant 6 and A-block cases.
2508482	1964	225, 318	LoadFlite (727)	Truck serial number 2015000 to 2024804. Note the number was used on both Slant 6 and A-block cases.
2512739	1965	225, 318	LoadFlite (727)	Truck. Note the number was used on both Slant 6 and A-block cases.
2512740	1965	225, 318	LoadFlite (727)	Truck. Note the number was used on both Slant 6 and A-block cases.
2512742	1965	318	LoadFlite (727)	Truck. Note the number was used on both Slant 6 and A-block cases.
2514480	1966	225, 318	727	Truck serial number 1548000 – 1668000. Standard Extension. Note the number was used on both Slant 6 and A-block cases.
2514483	1966	225, 318	727	Truck. Slant 6 serial number 2055000 – 2098000. V8 serial number 1548000 – 1668000. Standard Extension. Note the number was used on both Slant 6 and A-block cases.
2514487	1966	440	727	HP
2516162	1966	383	727	Truck, Standard Extension
2516165	1966	383	727	Truck, Standard Extension
2538331	1966	225, 318	727	Police, Taxi, Standard Extension. Note the number was used on both Slant 6 and A-block cases.
2538333	1966	318	727	Standard Extension
2538334	1966	361, 383	727	Standard Extension
2538335	1966	361, 383	727	HP
2538336	1966	170	904	A-body, Standard Extension
2538337	1966	225	904	Dodge and Plymouth A-body and B-body. Standard Extension
2538338	1966	273	904	Dodge and Plymouth A-body and B-body. Standard Extension
2538339	1966	273	904	Dodge and Plymouth A-body and B-body. 4-barrel. Standard Extension
2538340	1966	273	904	HP
2538350	1965	273	904	A-body,
2538351	1965	273	904	A-body, 4-barrel
2538353	1965	273	904	B-body,
2538363	1966	440	727	Imperial
2538364	1966	273	904	Export
2538380	1966	440	727	Standard Extension
2538385	1966	170	904	Standard Extension
2538386	1966	225	904	Standard Extension
2538389	1966	426 Hemi, 440	727	Hemi, HP 440
2801532	1967	170	904	Standard Extension
2801533	1967	225	904	Standard Extension
2801534	1967	273	904	A-body, Standard Extension
2801535	1967	273	904	A-body, Standard Extension
2801536	1967	273	904	HP
2801539	1967	225	727	Police, Taxi, Standard Extension
2801539	1967 -1968	318	727	Police, Taxi, Standard Extension
2801540	1967 – 1968	440	727	Standard Extension
2801541	1967 – 1968	440	727	HP
2801542	1967 – 1968	318	727	Standard Extension
2801543	1967 – 1968	383	727	Standard Extension
2801544	1967 – 1968	426 Hemi	727	Hemi
2801546	1967	225	904	Export
2829314	1967	225, 318	727	Truck, Standard Extension
2829317	1967	170, 225, 318	727	Truck, Standard Extension
2829401	1967	383	727	Truck, Standard Extension
2829404	1967 – 1968	383	727	Truck, Standard Extension
2832424	1968	170, 225	727	A-truck Compact, Standard Extension
2832426	1968	170, 225	727	Truck, Standard Extension
2892026	1968	170	904	Standard Extension
2892027	1968	225	904	Standard Extension
2892028	1968	273	904	Standard Extension
2892029	1968	318	904	Standard Extension
2892031	1967 – 1968	383	727	HP
2892032	1968	340	727	HP
2892043	1968	225	727	Police, Taxi, Standard Extension
2892050	1968	225	904	Export
2892076	1969	170	904	Standard Extension
2892077	1969	225	904	Standard Extension
2892078	1969	225	904	Export
2892079	1969	273	904	Standard Extension
2892080	1969	318	904	Standard Extension
2892086	1969 – 1970	225	727	Police, Taxi, Standard Extension
2892087	1969 – 1970	318	727	Police, Taxi, Standard Extension
2892088	1969	318	727	Standard Extension
2892089	1969	340	727	HP
2892090	1969	383	727	Standard Extension
2892091	1969	383	727	HP
2892092	1969	440	727	Standard Extension
2892093	1969	383, 440	727	HP
2892094	1969	426 Hemi	727	Hemi
2892314	1968	225, 318	727	Truck, Standard Extension
2892317	1968	170, 225, 318	727	A-truck Compact, Standard Extension
2892401	1968	383	727	Truck, Standard Extension
2914754	1969 – 1970	225	727	A-truck Compact, Short Extension
2914755	1969 – 1970	318	727	A-truck Compact, Short Extension
2914756	1969	383	727	A-truck Compact, Short Extension
2914760	1969 – 1970	318	727	Truck, Standard Extension
2953688	1969 – 1970	225	727	Truck, Standard Extension
2953689	1969	383	727	Truck, Standard Extension
2953738	1969 – 1970	318	727	Truck, Standard Extension
2961918	1970	383	727	A-truck Compact
2961919	1970	383	727	Truck, Standard Extension
2961920	1970	413	727	Truck, Standard Extension
3213956	1972	232	904	AMC, Standard Extension
3213957	1972	304	904	AMC
3213958	1972	360	727	AMC
3215484	1972	258	904	AMC
3215485	1972	401	727	AMC, HD
3217751	1972	258, 304, 360	727	AMC
3217752	1972	360, 401	727	AMC, HD
3217753	1972	401	727	AMC, HD
3219184	1973	232	904	AMC, Standard Extension
3222774	1974	232	904	AMC, Aluminum Carrier
3222775	1974	258	904	AMC, Aluminum Carrier
3222776	1974	309	904	AMC, Aluminum Carrier
3222777	1974 – 1975	304, 360	727	AMC
3222778	1974	360, 401	727	AMC
3222779	1974 – 1975	401	727	AMC, HD
3223759	1974	232	904	AMC, Steel Carrier
3223759	1975	232	904	AMC
3223760	1974	258	904	AMC, Steel Carrier
3223760	1975	258	904	AMC
3223761	1974	309	904	AMC, Steel Carrier
3223761	1975	304	904	AMC
3228644	1976 – 1977	360	727	AMC, HD
3228645	1976 – 1977	360, 401	727	AMC, HD
3228832	1976 – 1977	258, 304, 360	727	AMC
3228968	1976 – 1977	232	904	AMC
3228969	1976	258	904	AMC
3228970	1976 – 1977	304	904	AMC
3229281	1977	2.0	904	AMC
3230823	1977	258	904	AMC
3232861	1978	232	904	AMC, Standard Extension
3232862	1978	258	904	AMC, Standard Extension
3232863	1978	304	998	AMC, Standard Extension
3232864	1978	2.0	904	AMC, Standard Extension
3232865	1978	360	727	AMC, Standard Extension
3232866	1978	258, 304, 360	727	AMC, Standard Extension
3234750	1979	232	904	AMC, Non-lockup Converter, Standard Extension
3234751	1979	258	904	AMC, Non-lockup Converter, Standard Extension
3234752	1979	304	998	AMC, Non-lockup Converter, Standard Extension
3234754	1979	2.0	904	AMC, Non-lockup Converter, Standard Extension
3235220	1980	258, 304	999	AMC, Jeep, CJ, 4WD, Non-lockup Converter
3236511	1979	304	904	AMC, Lockup Converter, Standard Extension
3236581	1980	258	998	AMC, 4WD, Non-lockup Converter
3237269	1980	258	904	AMC, Lockup Converter
3238455	1980	258	998	AMC, Export, Non-lockup Converter
3238767	1980	282	998	AMC, Lockup Converter, Medium Extension
3238771	1981	258	998	AMC, Eagle, 4WD, Lockup Converter
3238772	1981 – 1982	2.5	904	AMC, 4WD, Non-lockup Converter
3238773	1981	258, 304	999	AMC, CJ7, 4WD, Lockup Converter, 2.73
3238774	1981 – 1982	360	727	AMC, Jeep, SR, 4WD, Lockup Converter, 2.73
3238777	1981 -1982	2.5	904	AMC, Non-lockup Converter, Wide-ratio Planetary
3238778	1981	2.5	904	AMC, CJ7, 4WD, Non-lockup Converter, Wide-ratio Planetary
3239816	1981	258, 305	999	AMC, CJ7, 4WD, Lockup Converter, 3.31
3239817	1981 – 1982	258, 360	727	AMC, Jeep, SR, 4WD, Lockup Converter, 3.31
3240107	1981	258	904	AMC, Lockup Converter, Standard Extension
3240219	1981	258	999	AMC, CJ7, 4WD, Export, Non-lockup Converter
3240229	1982 – 1983	258	904	AMC, Lockup Converter
3240231	1982	258	999	AMC, CJ7, SR, Jeep, 4WD, Lockup Converter, 2.73
3240255	1981 – 1982	258, 360	727	AMC, Jeep, SR, 4WD, Export, Non-lockup Converter
3240296	1981	258, 282	998	AMC, VAM Lockup Converter
3241098	1982	258	999	AMC, CJ7, 4WD, Export, Non-lockup Converter
3241099	1982	258	998	AMC, Eagle, 4WD, Lockup Converter
3241100	1982 – 1984	258, 282	998	AMC, VAM, Non-lockup Converter
3255770	1980	2.5	904	AMC, Non-lockup Converter, Standard Extension
3291985	1973	258	904	AMC, Standard Extension
3364786	1973	304	904	AMC, Standard Extension
3410417	1966 – 1974	426 Hemi	727	Full Race
3410635	1970	225	904	Export
3410636	1969 – 1970	225	904	Standard Extension
3410637	1970	318	904	Standard Extension
3410667	1970	383	727	Standard Extension
3410668	1970	383	727	HP
3410669	1970	440	727	Standard Extension
3410670	1970	440	727	HP
3410671	1970	426 Hemi	727	Hemi
3410672	1970	440	727	HP, 6-pack
3410764	1970	426 Hemi	727	Hemi, Superstock
3410767	1970	318	727	Police, Taxi, Standard Extension
3410768	1970	318	727	Standard Extension
3410769	1970	340	727	HP, 6-pack and 4-barrel
3410777	1970	198, 225	904
3410779	1970	318	904
3437587	1973	258, 304, 360	727	AMC, Standard Extension
3460826	1973	318, 360	727	Medium Extension, Fixed Flange
3496063	1971	225	727	Truck, Narrow Bushing, Short
3496064	1971	318	727	Truck, Narrow Bushing, Short
3496065	1971	383	727	Truck, Narrow Bushing, Short
3496066	1971	318	727	Medium Truck, Narrow Bushing,
3496067	1971	225	727	Truck, Narrow Bushing, Standard Extension
3496068	1971	318	727	Truck, Narrow Bushing, Standard Extension
3496069	1971	383	727	Truck, Narrow Bushing, Standard Extension
3496070	1971	413	727	Medium Truck, Narrow Bushing,
3496935	1971 – 1972	383, 400	727	Truck, HD, Wide Bushing, Short Extension, Fixed Flange
3496936	1971	318	727	Medium Truck, Wide Bushing, Fixed Flange
3496937	1971 – 1972	225	727	Truck, Wide Bushing, Standard Extension
3496938	1971 – 1972	318, 360	727	Truck, Wide Bushing, Standard Extension
3496939	1971	383	727	Truck, Wide Bushing, Standard Extension
3496940	1971 – 1972	413	727	Truck, HD, Wide Bushing, Medium Extension, Fixed Flange
3496941	1971 – 1972	225	727	Truck, Wide Bushing, Short Extension, Fixed Flange
3496942	1971 – 1972	318, 360	727	Truck, Wide Bushing, Short Extension, Fixed Flange
3497016	1972	318, 360	727	Truck, Standard Extension, Timing Hole
3510388	1973	360, 401	727	AMC, Standard Extension
3515803	1971	1.6, 1.8	904	Simca, Narrow Bushing
3515804	1971	198, 225	904	Narrow Bushing, Standard Extension
3515805	1971	170, 225	904	Export, Narrow Bushing
3515806	1971	318	904	Narrow Bushing,
3515809	1971 – 1972	426 Hemi	727	Hemi
3515811	1971	225	727	Police, Taxi, Narrow Bushing, Standard Extension
3515812	1971	318	727	Police, Taxi, Narrow Bushing, Standard Extension
3515813	1971	340	727	HP
3515814	1971	360	727	Narrow Bushing, Standard Extension
3515815	1971	383	727	Narrow Bushing, Standard Extension
3515816	1971	383	727	HP
3515817	1971	440	727	Narrow Bushing, Standard Extension
3515818	1971	440	727	HP
3515819	1971	426 Hemi	727	Hemi
3515820	1971	440	727	6-pack, HP
3515827	1972	198, 225	904	Crankshaft to converter pilot bushing
3515839	1971	340	727	T/A
3515841	1971 – 1972	198, 225	727	Police, Taxi, Wide Bushing
3515842	1971	318	727	Police, Taxi, Wide Bushing
3515843	1971 – 1972	340	727	HP, Wide Bushing
3515844	1971 – 1972	318, 360	727	Police, Taxi, Standard Extension , Wide Bushing
3515845	1971 – 1972	383, 400	727	Standard Extension , Wide Bushing
3515846	1971 – 1972	383, 400	727	HP, Wide Bushing
3515847	1971 – 1972	440	727	Standard Extension , Wide Bushing
3515848	1971 – 1972	440	727	HP, Wide Bushing
3515849	1971 – 1972	426 Hemi	727	Hemi
3515850	1971 – 1972	440	727	6-pack, 4-barrel, HP, Wide Bushing
3515851	1971	340	727	T/A, 6-pack, HP, Wide Bushing
3515871	1972	198, 225	904	Standard Extension
3515872	1972	170, 225	904	Export
3515873	1972	318	904	Standard Extension
3515874	1972	1.6, 1.8	904	Simca
3516868	Late 1972	440	727
3583189	1973	401	727	AMC, HD,
3633552	1972	225	727	Truck, HD,
3633553	1972	318, 360	727	Truck, HD,
3633554	1972	400, 440	727	Truck, HD, Standard Extension
3640081	1973	225	727	Truck, HD, Long Extension
3640082	1973	225	727	Truck, HD, Short Extension, Fixed Flange
3640083	1973	225	727	Truck, Timing Hole, Long Extension
3640414	1973	318, 360	727	Truck, Timing Hole, Long Extension
3640801	1972	225	727	Truck, HD,
3640802	1972	318, 360	727	Truck, HD,
3640803	1972	400	727	Truck, HD,
3640809	1973	318, 360	727	Truck, HD, Long Extension
3640810	1973	400	727	Truck, HD, Long Extension
3640817	1973	318, 360	727	Truck, HD, Short Extension, Fixed Flange
3640818	1973	400	727	Truck, HD, Short Extension, Fixed Flange
3640825	1973	413, 440	727	Truck, HD, Medium Extension, Fixed Flange
3681051	1973	225	727	Police, Taxi, Truck
3681052	1972 – 1973	340	727	HP
3681053	1973	318, 360	727	Police, Taxi, Standard Extension
3681054	1973	400	727	Standard Extension
3681055	1973	400	727	HP
3681056	1973	440	727	Standard Extension
3681057	1973	440	727	HP
3681061	Late-1972 – 1973	198, 225	904	Standard Extension
3681062	1973	225	904	Export
3681063	1973	318	904	Standard Extension
3681066	1973	1.6, 1.8	904	Simca
3681801	1974	2.0	904	MMC Colt, Aluminum Carrier
3681841	1974	198, 225	904	Aluminum Carrier
3681842	1974	225	904	Export, Aluminum Carrier
3681843	1974	318	904	Aluminum Carrier
3681844	1974	360	999	HD
3681847	1974	1.6, 1.8	904	Simca, Aluminum Carrier
3681861	1974 – 1975	225	727	Police, Taxi, Truck,
3681862	1974 – 1975	318, 360	727	Standard Extension
3681863	1974 – 1975	360	727	HP
3681864	1974 – 1975	400	727	Standard Extension
3681865	1974 – 1975	400	727	4-barrel, Standard Extension
3681866	1974 – 1975	440	727	Standard Extension
3681867	1974 – 1975	440	727	HP
3720902	1974	318, 360	727	Truck, Long Extension
3736139	1974	318, 360	727	Truck, HD, Medium Extension, Fixed Flange
3736140	1974	225	727	Truck, Long Extension
3736141	1974 – 1975	318, 360	727	Truck, Long Extension
3736143	1974	440	727	Truck, HD, Medium Extension, Fixed Flange
3736144	1974 – 1975	225	727	Truck, HD, Short Extension, Fixed Flange
3736145	1974 – 1975	318, 360	727	Truck, HD, Short Extension, Fixed Flange
3736146	1974 – 1975	225	727	Truck, HD, Long Extension
3736147	1974 – 1975	318, 360	727	Truck, HD, Long Extension
3736148	1974	400, 440	727	Truck, Long Extension
3736149	1974 – 1975	400, 440	727	Truck, HD, Short Extension, Fixed Flange
3736625	1974	400, 440	727	Truck, HD, Long Extension
3736627	1974	318, 360	727	Truck, HD, Long Extension
3743419	1974	1.6, 1.8	904	Simca, Steel Carrier
3743419	1975	1.6, 2.0	904	Simca
3743421	1974 – 1975	198, 225	904	Steel Carrier
3743422	1974 – 1975	225	904	Export, Steel Carrier
3743423	1974 – 1975	318	904	Steel Carrier
3743439	1974	2.0	904	MMC Colt, Steel Carrier
3743476	1975	198, 225	904	Without Console Shift
3743478	1974 – 1975	318	904	999 when Front Clutch Retainer
3743479	1975	318	904	999 when Front Clutch Retainer
3743495	1975	1.6, 2.0	904	MMC Colt
3820696	1975	225	727	Truck, 4WD
3820697	1975	318, 360	727	Truck, 4WD
3820698	1975	400, 440	727	Truck, 4WD
3836023	1982 – 1986	Export	727	Land Rover, 4WD, Non-lockup Converter
3836024	1982 – 1986	Diesel	727	IVECO, Non-lockup Converter, Medium Extension
3836040	1983 – 1986	Export	727	Maserati, Lockup Converter
3836054	1985 – 1986	318	727	Stonefield, Non-lockup Converter
3836061	1985 – 1986	Diesel	727	Matrbro, Non-lockup Converter
3836063	1986	Diesel	727	Sirmac, Non-lockup Converter, Short Extension
3836064	1985 – 1986	Diesel	727	Boss Motor, Non-lockup Converter
3836090	1987	Export	727	Renault truck, Non-lockup Converter
3836091	1987	Diesel	727	IVECO, Non-lockup Converter
3836092	1987	Diesel	727	Matbro , Non-lockup Converter, Short Extension
3836093	1987	Diesel	727	Sirmac, Non-lockup Converter, Short Extension
3836094	1987	Diesel	727	Boss Motor, Non-lockup Converter
3836095	1987	Diesel	727	USA Canter, Non-lockup Converter
3836101	1987	1.6	904	MMC, Non-lockup Converter
3836103	1987	Diesel	727	NMC Canter, Non-lockup Converter
3836105	1987	Export	727	Maserati, Lockup Converter
3893226	1974 – 1975	318, 360	727	Truck, Long Extension
3893755	1975	318, 360	727	Truck, HD, Long Extension, Rear Timing Hole
3893759	1975	318, 360	727	Truck, HD, Long Extension, Rear Timing Hole
3893761	1975	318, 360	727	Truck, HD, Medium Extension, Fixed Flange, Rear Timing Hole
3893763	1974 – 1975	400, 440	727	Truck, HD, Long Extension, Rear Timing Hole
3893765	1975	440	727	Truck, HD, Medium Extension, Fixed Flange, Rear Timing Hole
3897784	1976	400, 440	727	Truck, Long Extension, Rear Timing Hole
3897785	1976 – 1977	400, 440	727	Truck, HD, Short Extension, Fixed Flange, Rear Timing Hole
3898855	1976 – 1977	225	727	Truck, 4WD
3898856	1976	400, 440	727	Truck, 4WD
3898856	1977	400, 440	727	Truck, 4WD, Rear Timing Hole
3898857	1976 – 1977	318, 360	727	Truck, 4WD
3898863	1976 – 1977	225	727	Truck, HD, Short Extension, Fixed Flange
3898864	1976 – 1977	318, 360	727	Truck, HD, Long Extension
3898865	1976 – 1977	318, 360	727	Truck, Long Extension, Rear Timing Hole
3898866	1976 – 1977	318, 360	727	Truck, Long Extension
3898867	1976	318, 360	727	Truck, HD, Short Extension, Fixed Flange
3898868	1976 – 1977	360	727	Truck, HD, Medium Extension, Fixed Flange, Rear Timing Hole
3898869	1976	400, 440	727	Truck, HD, Long Extension
3898869	1977	400, 440	727	Truck, Long Extension, Rear Timing Hole
3898870	1976	400, 440	727	Truck, HD, Medium Extension, Fixed Flange, Rear Timing Hole
3898870	1977	400, 440	727	Truck, HD, Medium Extension, Fixed Flange,, Rear Timing Hole
3899784	1977	400, 440	727	Truck, Long Extension, Rear Timing Hole
4025739	1981 – 1984	Export	727	Aston Martin, Lockup Converter
4028405	1976 – 1977	225	727	Police, Taxi, Truck,
4028406	1976 – 1977	318, 360	727	Standard Extension
4028407	1976 – 1977	360	727	HP
4028412	1976 – 1977	400	727	Standard Extension
4028418	1976 – 1977	400	727	HP
4028424	1976 – 1977	440	727	Standard Extension
4028425	1976 – 1977	440	727	HP
4028426	1976 – 1977	1.6, 1.8, 2.0	904	Simca
4028426	1977	1.6, 2.0	904	MMC Colt
4028427	1976	1.6, 2.0	904	MMC Colt
4028462	1976 – 1977	198, 225	904	Standard Extension
4028463	1976 – 1977	198, 225	904	Without Consule Shift
4028464	1976 – 1977	318	904	Standard Extension
4028465	1976 – 1977	318, 360	999	HD,
4028466	1976	225	904	Export
4028468	1976 – 1977	318	904	999 when Front Clutch Retainer
4028804	1977	225	904	Export, HD
4028808	1977	360	727	With Extension Studs
4028811	1978	225	904	Lockup Converter, Console Shift, Standard Extension
4028812	1978	225	904	Lockup Converter, Standard Extension
4028813	1978	225	904	HD, Non-lockup Converter, Standard Extension
4028814	1978	318	904	Non-lockup Converter, Standard Extension
4028815	1978	360	999	Lockup Converter, Standard Extension
4028822	1978	318, 360	727	Non-lockup Converter, Standard Extension
4028823	1978	360	727	Truck, HP, Little Red Express, Non-lockup Converter
4028824	1978	400	727	Lockup Converter, Standard Extension
4028825	1978	400	727	HP, Non-lockup Converter, Standard Extension
4028826	1978	440	727	Non-lockup Converter, Standard Extension
4028827	1978	440	727	HP, Non-lockup Converter, Standard Extension
4028828	1977	225	904	Column Shift
4028836	Early 1978	225	904	Console Shift
4028837	Late 1978	225	904	Column Shift
4028841	1977	2.6	904	MMC Colt, Arrow
4028851	1978	1.6, 2.0	904	MMC Colt-Arrow, Non-lockup Converter
4028852	1978	2.6	904	MMC Colt-Arrow, Non-lockup Converter
4028876	1978	225	904	Non-lockup Converter, Standard Extension
4028877	1978	318	904	Lockup Converter, Standard Extension
4028878	1978	360	999	Non-lockup Converter, Standard Extension, High Altitude
4028885	1978	225	904
4036786	1977	318, 360	727	Truck, HD, Short Extension, Fixed Flange, Rear Timing Hole
4039530	1978	225	727	Truck, HD, Short Extension, Fixed Flange
4039531	1977 – 1978	318, 360	727	Compact Truck, Short Extension, Rear Timing Hole
4039532	1977 – 1978	400, 440	727	Compact Truck, Short Extension, Rear Timing Hole
4039533	1978	360	727	Truck, HD, Medium Extension, Fixed Flange, Rear Timing Hole
4039534	1978	440	727	Truck, HD, Medium Extension, Fixed Flange, Rear Timing Hole
4039535	1977	225	727	Compact Truck
4039536	1978	318, 360	727	Truck, HD, Long Extension
4039537	1977	318, 360	727	Compact Truck, Long Extension
4039538	1977	318, 360	727	Compact Truck, Long Extension, Rear Timing Hole
4039539	1978	400, 440	727	Truck, HD, Long Extension, Rear Timing Hole
4039540	1977 – 1978	400, 440	727	Compact Truck, Long Extension, Rear Timing Hole
4039541	1978	225	727	Truck, 4WD
4039542	1978	318, 360	727	Truck, 4WD
4039543	1978	400, 440	727	Truck, 4WD
4058111	1978	360	999	B-body Wagon, C-body, Lockup Converter, Standard Extension
4058112	Late 1978	225	904	Non-lockup Converter
4058113	Early 1978	225	904	HD, Non-lockup Converter
4058114	1978	400	727	Non-lockup Converter, Standard Extension
4058301	1978	225	727	Truck, Long Extension
4058302	1978	318, 360	727	Truck, Long Extension
4058303	1978	318, 360	727	Truck, Long Extension, Rear Timing Hole
4058311	1979	225	727	Truck, Lockup Converter, Long Extension
4058314	1979	318	727	Truck, Lockup Converter, Long Extension
4058316	1979	318	727	Truck, HD, Lockup Converter, Long Extension
4058318	1979	318, 360	727	Truck, HD, Non-lockup Converter, Short Extension, Fixed Flange
4058319	1979	360	727	Truck, HD, Non-lockup Converter
4058323	1979	225	727	Truck, HD, Non-lockup Converter, Short Extension, Fixed Flange
4058324	1979	440	727	Truck, HD, Non-lockup Converter, Short Extension, Rear Timing Hole
4058325	1979	MMC Diesel 243	727	Truck, HD, Non-lockup Converter, Short Extension, Fixed Flange
4058326	1979	440	727	Truck, HD, Non-lockup Converter, Medium Extension, Fixed Flange, Rear Timing Hole
4058327	1979	225	727	Truck, Non-lockup Converter, Long Extension
4058328	1979	318, 360	727	Truck, Non-lockup Converter, Long Extension
4058329	1979	440	727	Truck, Non-lockup Converter, Long Extension, rear Timing Hole
4058331	1979	MMC Diesel 243	727	Truck, Non-lockup Converter, Long Extension
4058332	1979	318, 360	727	Truck, HD, Non-lockup Converter, Long Extension
4058333	1979	225	727	Truck, 4WD, Non-lockup Converter
4058334	1979	318, 360	727	Truck, 4WD, Non-lockup Converter
4058335	1979	Diesel	727	Truck, 4WD, Non-lockup Converter
4058336	1980	440	727	Truck, Non-lockup Converter, Medium Extension, Fixed Flange
4058351	1980	318, 360	727	Truck, Lockup Converter, Short Extension, Fixed Flange
4058355	1980	225	727	Truck, 4WD, Lockup Converter
4058356	1980	318, 360	727	Truck, 4WD, Non-lockup Converter
4058358	1980	318, 360	727	Truck, Non-lockup Converter, Medium Extension, Fixed Flange
4058371	1980	225	727	Truck, Lockup Converter, Long Extension
4058372	1980	318, 360	727	Truck, HD, Non-lockup Converter, Long Extension
4058373	1980	318, 360	727	Truck, Lockup Converter, Long Extension
4058374	1980	318, 360	727	Truck, HD, Lockup Converter, Long Extension
4058375	1980	318, 360	727	Truck, Non-lockup Converter, Short Extension, Fixed Flange
4058376	1980	360	727	HP, Non-lockup Converter, Long Extension
4058383	1981 – 1985	225	904	Truck, HD, Lockup Converter, Wide-ratio Planetary
4058384	1981 – 1985	225	727	Truck, Lockup Converter, Long Extension
4058385	1981 – 1982	225	727	Truck, 4WD, Lockup Converter
4058387	1981 – 1984	225 Diesel	727	UK Export, Non-lockup Converter, Short Extension
4058388	1981 – 1982	318, 360	727	Truck, Lockup Converter, Short Extension, Fixed Flange
4058389	1981 – 1983	318, 360	727	Truck, Non-lockup Converter, Short Extension, Fixed Flange
4058392	1981 – 1983	318, 360	727	Truck, Lockup Converter, Long Extension
4058393	1981 – 1982	360	727	Export, Non-lockup Converter
4058394	1981 – 1983	318, 360	727	Truck, HD, Lockup Converter, Long Extension
4058395	1981 – 1983	318, 360	727	Truck, HD, Non-lockup Converter, Long Extension
4058396	1981 – 1983	318, 360	727	Truck, 4WD, Lockup Converter
4058397	1981 – 1983	318, 360	727	Truck, 4WD, Non-lockup Converter
4058398	1981 – 1985	318	999	Lockup Converter, Wide-ratio Planetary
4089070	1978	MMC 243 Diesel	727	Truck, MMC, Short Extension
4089071	1978	MMC 243 Diesel	727	Truck, MMC, Long Extension
4089072	1978	MMC 243 Diesel	727	Truck, MMC 4WD
4130155	1978	225	904	Lockup Converter, Console Shift
4130156	1978	225	904	Lockup Converter, Column Shift
4130174	1979	2.0	904	MMC Colt/Arrow, Non-lockup Converter
4130175	1979	1.4, 1.6	904	MMC Colt/Arrow, Non-lockup Converter
4130176	1979	2.6	904	MMC Colt-Arrow, Non-lockup Converter
4130411	1979	225	904	Lockup Converter, Console Shift, Standard Extension
4130413	1979	225	904	Lockup Converter, Standard Extension
4130414	1979	318	998	Lockup Converter, Standard Extension
4130415	1979	360	999	Lockup Converter, Standard Extension
4130431	1979	318, 360	727	Lockup Converter, Standard Extension
4130432	1979	225	904	HD, Lockup Convereter
4130433	1979	360	727	HP, Lockup Converter, Standard Extension
4130515	1979	360	999	HD, Lockup Converter, Standard Extension
4130641	1979	225	904	Non-lockup Converter, Standard Extension
4130645	1979	360	999	HD, Lockup Convereter, CA/Federal Emissions
4130705	1979	360	727	Truck, Little Red Express, HP, Non-lockup Converter
4130721	1979	225	904	HD, Non-lockup Converter
4130794	1979	1.4, 1.6	904	MMC Colt/Arrow, Non-lockup Converter
4130795	1979	2.0	904	MMC Colt/Arrow, Non-lockup Converter
4130796	1979	2.6	904	MMC Colt/Arrow, Non-lockup Converter
4130951	1980	225	904	Lockup Converter, Standard Extension
4130952	1980	225	904	HD, Lockup Converter
4130953	1980	225	904	Lockup Converter, Wide-ratio Planetary Gear Set
4130955	1980	318	998	Lockup Converter, Standard Extension
4130956	1980	318	998	Lockup Converter, Wide-ratio Planetary gear set
4130957	1980	360	999	Lockup Converter, Standard Extension
4130971	1979	360	999	Lockup Converter, Standard Extension
4130972	1979	318	998	Lockup Converter, Standard Extension
4130973	1979	360	999	Lockup Converter, Standard Extension
4130976	1980	360	727	HP, Lockup Converter
4142312	1980 – 1986	225	727	Marine, Industrial, Non-lockup Converter, Short Extension
4142313	1980 – 1986	225	727	Marine, Industrial, Non-lockup Converter, Medium Extension
4142321	1980 – 1986	318, 360	727	Marine, Industrial, Non-lockup Converter, Medium Extension
4142362	1980 – 1986	Diesel	727	Marine, Industrial, Non-lockup Converter, Short Extension
4142363	1981 – 1986	Diesel	727	Marine, Industrial, Non-lockup Converter, Medium Extension
4142364	1980 -1986	Diesel	727	Marine, Industrial, Non-lockup Converter, Long Extension
4142563	1980	Diesel	727	Marine, Industrial, Non-lockup Converter, Medium Extension
4142901	1986	258, 360	727	Marine and Industrial, AMC, Non-lockup Converter, Medium Extension
4202064	1980	318	727	Lockup Converter, Standard Extension
4202084	1980	1.6	904	MMC Colt/Arrow, Non-lockup Converter
4202085	1980	2.0	904	MMC Colt/Arrow, Non-lockup Converter
4202086	1980	2.6	904	MMC Colt/Arrow, Non-lockup Converter
4202094	1980	225	904	HD, Non-lockup Converter
4202095	1980	225	904	Non-lockup Converter, Wide-ratio Planetary gear set
4202571	1981 – 1983	318	727	HP, Lockup Converter
4202572	1981	1.6	904	MMC Colt/Arrow, Non-lockup Converter
4202573	1981	2.0	904	MMC Colt/Arrow, Non-lockup Converter
4202574	1981	2.6	904	MMC Colt/Arrow, Non-lockup Converter
4202662	1981 – 1983	225	904	Non-lockup Converter, Wide-ratio Planetary gear set
4202663	1981 – 1983	225	904	Lockup Converter, Wide-ratio Planetary
4202664	1981 – 1983	225	904	HD, Non-lockup Converter, Wide-ratio Planetary
4202675	1981 – 1982	318	999	Lockup Converter, Wide-ratio Planetary
4202717	1982 – 1984	Export	727	Roadmaster Rail, Non-lockup Converter, Medium Extension
4202729	1981 – 1983	318	999	Imperial, Lockup Converter, Wide-ratio Planetary
4202898	1983 – 1985	2.6	904	MMC, 4WD, Non-lockup Converter
4205739	1985 – 1986	Export	727	Aston Martin, Lockup Converter
4269051	1982	1.6	904	MMC, Non-lockup Converter
4269052	1982	2.0	904	MMC, Non-lockup Converter
4269053	1982	2.6	904	MMC, Non-lockup Converter
4269932	1983 – 1985	1.6	904	MMC, Non-lockup Converter
4269933	1983 – 1985	2.0	904	MMC, Non-lockup Converter
4269934	1983 – 1985	2.6	904	MMC, Non-lockup Converter
4295887	1983 – 1985	318	999	Lockup Converter
4295941	1983 – 1985	225	727	Truck, Non-lockup Converter, Long Extension
4329436	1984 – 1985	318	999	HD, Lockup Converter
4329438	1984 – 1985	318	727	Truck, HD, Non-lockup Converter, Long Extension
4329458	1984 – 1985	318	727	Truck, 4WD, Non-lockup Converter
4329468	1984 – 1985	360	727	Truck, HD, Non-lockup Converter, Long Extension
4329482	1984 – 1985	318, 360	727	Truck, Non-lockup Converter, Short Extension, Fixed Flange
4329488	1984 – 1985	360	727	Truck, 4WD, Non-lockup Converter
4329628	1987 – 1989	3.9	998	Truck, 4WD, Part-throttle Lockup
4329631	1984	318	999	High Altitude, Non-lockup Converter
4329632	1986 – 1987	318	999	Truck, part throttle unLockup Converter, HD
4329633	1986 – 1987	225	904	Truck, Part-throttle Lockup Converter
4348703	1986 – 1987	318	999	Lockup Converter
4348715	1986 – 1987	318	999	Truck, part throttle unLockup Converter
4348718	1986	318, 360	727	Truck, Non-lockup Converter, Short Extension, Fixed Flange
4348768	1986	318	727	Truck, HD, Non-lockup Converter, Long Extension
4348782	1986 – 1987	225	904	Truck, Non-lockup Converter
4348783	1986 – 1987	318	727	Truck, 4WD, Non-lockup Converter
4348785	1986	318, 360	727	Truck, HD, Non-lockup Converter, Long Extension
4348786	1986 – 1987	360	727	Truck, 4WD, Non-lockup Converter
4348792	1986	1.6	904	MMC, Non-lockup Converter
4348793	1986	2.0	904	MMC, Non-lockup Converter
4348797	1986	2.6	904	MMC, Non-lockup Converter
4348798	1986	2.6	904	Truck, MMC, 4WD, Non-lockup Converter
4348990	1986	Diesel	727	MMC , Non-lockup Converter, Medium Extension
4377823	1986 – 1987	318	727	Truck, Non-lockup Converter, Long Extension
4377824	1986 – 1987	318, 360	727	Truck, HD, Non-lockup Converter, Long Extension
4412001	1986 – 1987	318	999	Lockup Converter
4412002	1986	318	999	HD, Lockup Converter
4412003	1987 – 1989	318	727	Truck, HD, Non-lockup Converter, Long Extension
4412004	1987 – 1989	318, 360	727	Truck, HD, High-stall Converter, Non-lockup Converter, Long Extension
4412517	1987	318, 360	727	Truck, Non-lockup Converter, Short Extension, Fixed Flange
4412560	1987	318	727	HD, Lockup Converter
4417114	1987	225	727	Marine, Industrial, Non-lockup Converter, Medium Extension
4417115	1987	318, 360	727	Marine, Industrial, Non-lockup Converter, Medium Extension
4417116	1987	258, 360	727	Marine, Industrial, AMC, Non-lockup Converter, Medium Extension
4428441	1988 – 1989	360	727	Truck, Cummins Diesel, Non-lockup Converter
4428442	1988 – 1989	360	727	Truck, Cummins Diesel, Non-lockup Converter
4431412	1987	3.9	998	Truck, 2WD, Part-throttle Lockup
4431424	1988 – 1989	3.9	998	Truck, High-stall Converter, Electronic Lock-up Convereter, after Nov 87,
4431425	1988 – 1989	3.9	998	Truck, High-stall Converter, Electronic Lock-up Convereter, after Nov 87
4431427	1988 – 1989	318	999	Truck, Low-stall Converter, Electronic Lock-up Convereter, Long Extension, after Nov 87
4431427	1989	318	999	Truck, Low-stall Converter, Electronic Lock-up Convereter, Long Extension
4431428	1988 – 1989	318	999	Truck, Low-stall Converter, Electronic Lock-up Convereter, Long Extension, after Nov 87
4431552	1988 – 1989	318, 360	727	Truck, Low-High Stall, Non-lockup Converter, Long Extension
4431554	1988 – 1989	318	999	Truck, Low-stall Converter , Electronic Lock-up Convereter, Long Extension, to Nov 87
4431561	1988	318	727	Truck, 4WD, Low-stall Converter, Non-lockup Converter
4431562	1988 – 1989	318, 360	727	Truck, 4WD, Low-High Stall, Non-lockup Converter
4431563	1988 – 1989	318	727	Truck, Low-stall Converter, Lockup Converter, Long Extension
4431572	1988	318	999	Lockup Converter, 2.24
4431573	1988	318	999	Police, 4-barrel, Lockup Converter, 2.94
4431574	1988	318	727	Police, 2-barrel, Lockup Converter, 2.94
4446365	1988	318	999	Lockup Converter, 2.25
4446367	1988 – 1989	3.9	998	Truck, High-stall Converter, Electronic Lock-up Convereter, to Nov 87
4446368	1988 – 1989	318	999	Police, 4-barrel, Lockup Converter, 2.94
4471403	1988 – 1989	318, 360	727	Truck, 4WD, Low-High Stall, Non-lockup Converter, Long Extension
4471406	1988 – 1989	3.9	998	Truck, High-stall Converter, Electronic Lock-up Convereter, to Nov 87
4471464	1989	318, 360	727	Truck, 4WD, Non-lockup Converter
4471529	1988	318	999	Lockup Converter, 2.94
4471531	1988	318	999	Lockup Converter, 2.94
4471533	1988	318	999	Lockup Converter, 2.95
4471533	1989	318	999	Lockup Converter, 2.94
4471535	1988	318	999	Lockup Converter, 2.95
4471537	1988	318	999	Lockup Converter, 2.76
4471540	1988	318	999	Lockup Converter, 2.77
4505161	1990	318	999	Truck, Low-stall Converter, Electronic Lock-up Convereter, HD
4505162	1990	318	999	Truck, Low-stall Converter, Electronic Lock-up Convereter, Standard Extension
4505171	1988	318	999	Lockup Converter, 2.96
4505171	1989	318	999	Lockup Converter, 2.94
4505207	1988	318	999	Lockup Converter, 2.26
4505207	1989	318	999	Low-stall Converter, Lockup Converter, 2.24
4505209	1988 – 1989	318	727	Police, 4-barrel, Lockup Converter, 2.24
4531012	1990 – 1991	360	727	Truck, Low-stall Converter Non-lockup Converter
5359402	1980	258, 360	727	AMC, cheap, SR, 4WD, Non-lockup Converter
5565798	1980	2.0	904	AM General, Non-lockup Converter, Standard Extension
5567640	1982	2.5	904	AMC, Postal Truck
5902621	1976	232	727	AM General, Short Extension
5902848	1979	258	727	AM General, Non-lockup Converter, Short Extension, Fixed Flange Extension
5903162	1983	2.5	904	AMC, Postal Truck
5982294	1977	232	727	AM General, Short Extension
5989527	1978	258	727	AM General, Short Extension
5995621	1984 – 1985	2.4	904	AM General, Postal Truck, Non-lockup Converter
5995949	1985	258	999	AM General, 1/2-ton Postal Truck
52117522	1992	306	727	Truck, Low-stall Converter, Non-lockup Converter
52117688	1993	3.9	998	Truck, High-stall Converter, Electronic Lock-up Converter, HD
52117693	1993	360	727	Truck, Low-stall Converter, Non-lockup Converter
52117696	1993	318	727	Truck, Non-lockup Converter
52118232	1992	318	727	Truck, Non-lockup Converter
53008144	1992	3.9	998	Truck, High-stall Converter, Electronic Lock-up Converter, HD
53008538	1990	360	727	Truck, Cummins Diesel, Non-lockup Converter
53008539	1990	360	727	Truck, Cummins Diesel, Non-lockup Converter
53009264	1991	318	999	Truck, Low-stall Converter, Electronic Lock-up Converter, STD, after March 91
53009265	1991 – 1993	4.0	999	AMC, Jeep, YJ, Lock-up Converter
8933000863	1983	2.5	904	AMC, Non-lockup Converter
8933000864	1983	2.5	904	AMC, 4WD, Non-lockup Converter
8933000913	1983 – 1985	258	999	AMC, CJ7, CJ8, SJ, 4WD, Lockup Converter, 2.73
8933000914	1983 – 1984	258, 360	727	AMC, SJ, 4WD, Lockup Converter, 3.31, 3.73
8933000915	1983	360	727	AMC, SJ, 4WD, Lockup Converter, 2.73
8933000916	1983 – 1985	258	998	AMC, Eagle, 4WD, Lockup Converter
8933000917	1983 – 1986	258	999	AMC, CJ, 4WD, Export, Non-lockup Converter
8933000918	1983 – 1984	258, 360	727	AMC, SJ, 4WD, Export, Non-lockup Converter
8933001416	1984	2.46	904	AMC, SX, 4WD , Lockup Converter
8933002366	1985	258	998	AM, Eagle, 4WD, Lockup Converter
8933002366	1986	258	998	AMC, Eagle, 4WD, Non-lockup Converter
8933004126	1987	258	998	AMC, Eagle, 4WD, Non-lockup Converter
8953001141	1984 – 1985	2.46, 2.8	904	AMC, XJ, 4WD, Lockup Converter
8953001334	1985	2.1 Deisel	904	AM, 4WD, Non-lockup Converter
8953001672	1986	2.46, 2.8	904	AMC, 2WD, XJ, Lockup Converter
8953001836	1985 – 1986	4.2, 5.9	727	AM, Jeep, 4WD, Non-lockup Converter
8953002097	1986	2.46, 2.8	904	AMC, 4WD, XJ, Lockup Converter
8953003074	1986	4.2	999	AMC, YJ, 4WD, Non-lockup Converter
8953005018	1987	4.2	999	AMC, YJ, 4WD, Non-lockup Converter
8953005019	1987	258, 360	727	AMC, SJ, 4WD, Non-lockup Converter
8993000026	1985 – 1986	Diesel	727	AM, Export, 4WD, Non-lockup Converter
423976C91	1972	196	727	International, Scout 4WD
423976C92	1973	196	727	International, 4WD
423977C91	1972	258	727	International, Scout 4WD
423977C92	1973	258	727	International, 4WD
423978C91	1972	258	727	International, Short Extension
423978C92	1973	258	727	International, Short Extension
423979C91	1972	304, 345	727	International, Scout 4WD
423979C92	1973	304, 345	727	International, 4WD
423980C91	1972	304, 345	727	International, Short Extension
423980C92	1973	304, 345	727	International, Short Extension
423981C91	1972	392	727	International, Short Extension
423981C92	1973	392	727	International, Short Extension
426210C91	1972	392	727	International, Medium Extension
426210C92	1973	392	727	International, Medium Extension
444495C91	1974	304, 345	727	International, HD, Long Extension
444496C91	1974	392	727	International, HD, Long Extension
444498C91	1974	400	727	International, HD, Long Extension
4505159	1992	3.9	998	Truck, High-stall Converter, Electronic Lock-up Converter, HD
4505162	1990	318	999	Truck, Low-stall Converter, Electronic Lock-up Converter, Std
4505162	1991	318	999	Truck, Low-stall Converter, Electronic Lock-up Converter, Std, to March 91
451874C91	1974	258	727	International, 4WD
451875C91	1974	228	727	International, Short Extension
451876C91	1974	304, 345	727	International, 4WD
451877C91	1974	304, 345	727	International, Short Extension
451878C91	1974	392	727	International, Short Extension
451879C91	1974	392	727	International, Medium Extension
451880C91	1974	400	727	International, Short Extension
492448C91	1978 – 1980	304, 343	727	International, Scout, 4WD, Non-lockup Converter
492449C91	1978	Diesel	727	International Scout
5300692	1991 – 1993	4.0	999	AMC, Jeep, YJ, Lock-up Converter
53009260	1990 – 1991	3.9	998	Truck, High-stall Converter, Electronic Lock-up Converter, after Feb 91
5307777	1991	360	727	Truck, Low-stall Converter, Non-lockup Converter, after Feb 91

Performance Modifications

There are many performance modifications for the aluminum TorqueFlite that I don’t cover here, but I detail some of them in a technical article that improve the A727 up to 500 ft.lbs. There are multiple books available through Amazon and other retailers that extensively cover modifications as well. Many performance/HD parts are available through retialers like A&A, Cope Racing, Mancini, Summit, Jegs, and others. Common modifications, depending on purpose and load, include but aren’t limited to

• Torque converter and flexplate
• HP valve bodies and modifications including shift kits
• Accumulator spring modification
• Governor adjustment
• Large-capacity oil pan
• HP pump
• HP/HD Input shaft and reaction/stator support and shaft
• HP/HD Direct drum, hub, return springs
• HP/HD rear clutch retainer
• HP Roller-bearing low-reverse drum
• HP/HD sun gear shell
• 4-, 5-, and 6-friction/steel packs
• Race frictions and Kolene steels
• HP/HD kickdown band
• Kickdown apply lever adjustment (3.8, 4.2, 5.0 common)
• Billet HD band-apply strut
• Servo modifications/adjustments
• HP/HD 4-, 5-, and 6-pinion planetaries
• Teflon-coated rear thrust washer
• HP/HD bolt-in overrunning clutch/sprag
• Oiling modifications including overrunning clutch

Free PowerFlite TorqueFlite A466, A727, A904, A998, A999 Factory Service Manual PDFs

I edited multiple factory service manuals to cover the different A727 and A904 versions for those looking to adjust, maintain, or rebuild the transmissions. I don’t have a lockup-converter manual but will add it when I get one. The manuals along with free engine and carburetor manuals are also found on the service manual page. All content from the manuals is public domain as historical documents with no valid copyright protections, and they are legally free to download and share.

1955 – 1958 PowerFlite and TorqueFlite A466 Service Manual PDF

1959 – 1961 PowerFlite, TorqueFlite A466, TorqueFlite A904 (6-cylinder) Service Manual PDF

1962 – 1965 TorqueFlite A727 & A904 (cable-shift) Service Manual PDF

1966 – 1977 (typical) TorqueFlite A727 & A904 Service Manual PDF