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67-409: Torqueflites use torque converters and Simpson gearsets , two identical planetary gearsets sharing a common sun gear . Chrysler Corporation licensed this gear set from Howard Simpson in 1955. The first Torqueflites provided three speeds forward plus reverse. Gear ratios were 2.45:1 in first, 1.45 in second, and 1.00 in third. The transmission was controlled by a series of pushbuttons located on

134-425: A p − R s tan ⁡ a s ) + w t Q A ρ ( R t tan ⁡ a t − R p tan ⁡ a p ) + w s Q A ρ ( R s tan ⁡

201-1025: A s − R t tan ⁡ a t ) − P L {\displaystyle \rho (S_{\mathrm {p} }{\dot {w_{\mathrm {p} }}}+S_{\mathrm {t} }{\dot {w_{\mathrm {t} }}}+S_{\mathrm {s} }{\dot {w_{\mathrm {s} }}})+\rho {\frac {L_{\mathrm {f} }}{A}}{\dot {Q}}=\rho (R_{\mathrm {p} }^{2}w_{\mathrm {p} }^{2}+R_{\mathrm {t} }^{2}w_{\mathrm {t} }^{2}+R_{\mathrm {s} }^{2}w_{\mathrm {s} }^{2}-R_{\mathrm {s} }^{2}w_{\mathrm {p} }w_{\mathrm {s} }-R_{\mathrm {p} }^{2}w_{\mathrm {t} }w_{\mathrm {p} }-R_{\mathrm {t} }^{2}w_{\mathrm {s} }w_{\mathrm {t} })+w_{\mathrm {p} }{\frac {Q}{A}}\rho (R_{\mathrm {p} }\tan {a_{\mathrm {p} }}-R_{\mathrm {s} }\tan {a_{\mathrm {s} }})+w_{\mathrm {t} }{\frac {Q}{A}}\rho (R_{\mathrm {t} }\tan {a_{\mathrm {t} }}-R_{\mathrm {p} }\tan {a_{\mathrm {p} }})+w_{\mathrm {s} }{\frac {Q}{A}}\rho (R_{\mathrm {s} }\tan {a_{\mathrm {s} }}-R_{\mathrm {t} }\tan {a_{\mathrm {t} }})-P_{L}} where A simpler correlation

268-399: A basic fluid coupling the theoretical torque capacity of a converter is proportional to r N 2 D 5 {\displaystyle r\,N^{2}D^{5}} , where r {\displaystyle r} is the mass density of the fluid (kg/m ), N {\displaystyle N} is the impeller speed ( rpm ), and D {\displaystyle D}

335-483: A deeper oil pan and a redesigned oil filter that is held with two valve body screws (the single oil port filter does interchange with the older A500 and A904 derivatives along with the oil pan). This transmission was replaced by the 42RLE in 2004. Gear ratios: Applications: The A404, A413, A470, and A670 are front wheel drive transaxle derivatives of the A904 Torqueflite. In the late 1970s, Chrysler designed

402-404: A design feature that eases the process of inspection and repair, but adds to the cost of producing the converter. In high performance, racing and heavy duty commercial converters, the pump and turbine may be further strengthened by a process called furnace brazing , in which molten brass is drawn into seams and joints to produce a stronger bond between the blades, hubs and annular ring(s). Because

469-503: A fluid, driven by the vanes of an input impeller, and directed through the vanes of a fixed stator, to drive an output turbine in such a manner that torque on the output is increased when the output shaft is rotating more slowly than the input shaft, thus providing the equivalent of an adaptive reduction gear . This is a feature beyond what a simple fluid coupling provides, which can match rotational speed but does not multiply torque. Fluid-coupling–based torque converters also typically include

536-414: A lever was added adjacent to the pushbuttons: Moving the lever to the "park" position placed the car into neutral and engaged a lock pawl on the transmission's output shaft. Moving the parking lever out of the "park" position unlocked the shift buttons to select a driving range. The buttons were replaced by conventional steering column- or floor-mounted shift levers in all automatic Chrysler-built vehicles for

603-535: A limited basis, it was the first light-duty Chrysler four-speed automatic and was placed behind the 3.9 L and 5.2 L engines for light-duty purposes. Forward direct clutch drum (same as the A998) usually has a four friction disc pack - an A999 forward direct clutch drum with the five friction disc pack does interchange. A bolt-in low/reverse overrun clutch assembly (shared with the A904 derivatives manufactured after 1988) uses

670-589: A lock-up function to rigidly couple input and output and avoid the efficiency losses associated with transmitting torque by fluid flow when operating conditions permit. By far the most common form of torque converter in automobile transmissions is the hydrodynamic device described above. There are also hydrostatic systems which are widely used in small machines such as compact excavators . There are also mechanical designs for torque converters, many of which are similar to mechanical continuously variable transmissions or capable of acting as such as well. They include

737-463: A roller clutc,h which is shared with the GM THM200 and THM2004R. Much like the later production A904 with a wide ratio gear, a double wrap low-reverse band is used. An extension housing mounted ( New Process built) overdrive unit was bolted to the rear of the case to provide a total of four forward speeds; the extension housing and its internals interchange with the 46-48RH/RE (A518/618) - when overhauling

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804-430: A vehicle with an automatic transmission is stopped at a traffic signal or in traffic congestion while still in gear). A torque converter cannot achieve 100 percent coupling efficiency. The classic three element torque converter has an efficiency curve that resembles ∩: zero efficiency at stall, generally increasing efficiency during the acceleration phase and low efficiency in the coupling phase. The loss of efficiency as

871-426: A wider range of torque multiplication. Such multiple-element converters are more common in industrial environments than in automotive transmissions, but automotive applications such as Buick 's Triple Turbine Dynaflow and Chevrolet 's Turboglide also existed. The Buick Dynaflow utilized the torque-multiplying characteristics of its planetary gear set in conjunction with the torque converter for low gear and bypassed

938-423: Is 0.69:1. Gear ratios: Applications: The A618 , later renamed 47RE (electronically controlled governor pressure) is a heavier-duty version of A518, also known as the 46RE (which also has electronically controlled governor pressure, versus the earlier RH version, which was hydraulically controlled). It was used in trucks and vans starting in the mid-1990s. While currently used with some internal changes such as

1005-622: Is due to the presence of the stator (even though rotating as part of the assembly), as it always generates some power-absorbing turbulence. Most of the loss, however, is caused by the curved and angled turbine blades, which do not absorb kinetic energy from the fluid mass as well as radially straight blades. Since the turbine blade geometry is a crucial factor in the converter's ability to multiply torque, trade-offs between torque multiplication and coupling efficiency are inevitable. In automotive applications, where steady improvements in fuel economy have been mandated by market forces and government edict,

1072-409: Is prevented by the one-way stator clutch . Unlike the radially straight blades used in a plain fluid coupling, a torque converter's turbine and stator use angled and curved blades. The blade shape of the stator is what alters the path of the fluid, forcing it to coincide with the impeller rotation. The matching curve of the turbine blades helps to correctly direct the returning fluid to the stator so

1139-416: Is provided by Kotwicki. A fluid coupling is a two-element drive that is incapable of multiplying torque, while a torque converter has at least one extra element—the stator—which alters the drive's characteristics during periods of high slippage, producing an increase in output torque. In a torque converter there are at least three rotating elements: the impeller, which is mechanically driven by

1206-412: Is selected. For 1962, a canister-style fluid filter was installed in the cooler line. For 1964, the canister filter was eliminated, and the transmission's internal intake screen was replaced by an efficient Dacron filter. Fluid life starting in 1964 was extended from 12,000 mi (19,000 km) to 50,000 mi (80,000 km), justifying the deletion of the drain plug from the oil pan. For 1966,

1273-513: Is stronger than its predecessor, the 47-series. The base design from the original Torqueflite remains essentially unchanged. The addition of a two-speed output shaft (overdrive unit) that is bolted to the back of the three-speed transmission has only two ratios: direct (1:1) and overdrive (.69:1). While lubrication to the overdrive unit was a challenge early on, this challenge was later overcome with factory improvements or aftermarket valve body kits. The overdrive planetary has six-pinion gears (unlike

1340-440: Is the diameter ( m ). In practice, the maximum torque capacity is limited by the mechanical characteristics of the materials used in the converter's components, as well as the ability of the converter to dissipate heat (often through water cooling). As an aid to strength, reliability and economy of production, most automotive converter housings are of welded construction. Industrial units are usually assembled with bolted housings,

1407-533: The A404 TorqueFlite three-speed automatic transaxle for its front-wheel drive Dodge Omni and Plymouth Horizon subcompact cars. This transaxle would be upgraded in the 1980s into the A413 and A670 units, which were progressively heavier-duty, for Chrysler's K-cars and their derivatives, including the minivans. The four-speed Ultradrive electronic four-speed automatic transaxle would eventually replace it. Still,

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1474-577: The Buick Dynaflow and Chevrolet Turboglide could produce more). Specialized converters designed for industrial, rail, or heavy marine power transmission systems are capable of as much as 5.0:1 multiplication. Generally speaking, there is a trade-off between maximum torque multiplication and efficiency—high stall ratio converters tend to be relatively inefficient around the coupling speed, whereas low stall ratio converters tend to provide less possible torque multiplication. The characteristics of

1541-491: The Buick Dynaflow automatic transmission was a non-shifting design and, under normal conditions, relied solely upon the converter to multiply torque. The Dynaflow used a five-element converter to produce the wide range of torque multiplication needed to propel a heavy vehicle. Although not strictly a part of classic torque converter design, many automotive converters include a lock-up clutch to improve cruising power transmission efficiency and reduce heat. The application of

1608-422: The prime mover ; the turbine, which drives the load ; and the stator, which is interposed between the impeller and turbine so that it can alter oil flow returning from the turbine to the impeller. The classic torque converter design dictates that the stator be prevented from rotating under any condition, hence the term stator . In practice, however, the stator is mounted on an overrunning clutch , which prevents

1675-404: The 1965 model year. However, floor levers were available in specific sporty 1964 models. Like a vehicle with a General Motors Hydramatic , a vehicle with a Torqueflite transmission starts in first gear when the drive or second position is selected. This is in contrast to vehicles with several automatics from Ford and Borg-Warner , which start in second rather than first if the second position

1742-430: The A904 by having a reinforced case and internals. Narrow ratios are 2.45/1.45/1.00:,1 and wide ratios are 2.74/1.55/1.00:1. Uses: The A999 (later renamed 32RH ) was a heavier-duty, wide-ratio version of the small-frame A904 transmission for use with medium-power V8 engines and the 3.9 L V6 engine. It was equipped with five direct friction plates. These automatics had lower first- and second-gear ratios, allowing

1809-640: The A904, A998, and A999, with 2.74:1 in first, 1.54 in second, and 1.00 in third. Torqueflite was an available option or standard equipment, depending on model and year, on all Chrysler products: Plymouth , Dodge , DeSoto , Chrysler and Imperial . It was also used by American Motors beginning in 1972, where it was named Torque-Command , as well as by Jeep , International Harvester , Maserati Quattroporte , Monteverdi (automobile) [1] and Bristol [2] , as well as several brands of light and medium-duty trucks and panel vans. When installed in Dodge trucks and vans,

1876-399: The clutch locks the turbine to the impeller, causing all power transmission to be mechanical, thus eliminating losses associated with fluid drive. A torque converter has three stages of operation: The key to the torque converter's ability to multiply torque lies in the stator. In the classic fluid coupling design, periods of high slippage cause the fluid flow returning from the turbine to

1943-468: The converter at cruising speeds, unlocking when the throttle was floored for quick acceleration or as the vehicle slowed. This feature was also present in some Borg-Warner transmissions produced during the 1950s. It fell out of favor in subsequent years due to its extra complexity and cost. In the late 1970s lock-up clutches started to reappear in response to demands for improved fuel economy, and are now nearly universal in automotive applications. As with

2010-400: The converter enters the coupling phase is a result of the turbulence and fluid flow interference generated by the stator, and as previously mentioned, is commonly overcome by mounting the stator on a one-way clutch. Even with the benefit of the one-way stator clutch, a converter cannot achieve the same level of efficiency in the coupling phase as an equivalently sized fluid coupling. Some loss

2077-457: The deletion of the reverse safety blocker valve, which, in TorqueFlites made through 1965, had shifted the transmission harmlessly into neutral if the reverse position was selected with the vehicle moving forward above approximately 3 mph (4.8 km/h). With the elimination of the rear pump, the oil filter was designed with a single oil port. In 1968, part-throttle downshift functionality

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2144-401: The energy being applied to the impeller by the prime mover. This action causes a substantial increase in the mass of fluid being directed to the turbine, producing an increase in output torque. Since the returning fluid is initially traveling in a direction opposite to impeller rotation, the stator will likewise attempt to counter-rotate as it forces the fluid to change direction, an effect that

2211-510: The first through fourth characters indicate, respectively, the number of forward speeds, torque capacity, drive type or transaxle orientation, and control system: The original TorqueFlite was designated A466 , with a cast iron case, separate iron converter housing, and no parking pawl. The A466 was replaced in 1962 with the A727 (later renamed 36RH and 37RH ), with a one-piece aluminum case to reduce weight by about 60 lb (27 kg). This

2278-428: The first turbine, using only the second turbine as vehicle speed increased. The unavoidable trade-off with this arrangement was low efficiency and eventually these transmissions were discontinued in favor of the more efficient three speed units with a conventional three element torque converter. It is also found that efficiency of torque converter is maximum at very low speeds. As described above, impelling losses within

2345-498: The five-pinion used with the A518 used with the Cummins turbodiesel), which is often used as an aftermarket replacement for the stock four-pinion planetary used with the lighter duty transmissions. Gear ratios: Applications: For standard-duty applications in smaller and lighter vehicles with six-cylinder or small V8 engines starting with the 1964-1/2 273, the compact A904 (later 30RH )

2412-456: The fluid's kinetic energy will be lost due to friction and turbulence, causing the converter to generate waste heat (dissipated in many applications by water cooling). This effect, often referred to as pumping loss, will be most pronounced at or near stall conditions. In modern designs, the blade geometry minimizes oil velocity at low impeller speeds, which allows the turbine to be stalled for long periods with little danger of overheating (as when

2479-400: The furnace brazing process creates a small radius at the point where a blade meets with a hub or annular ring, a theoretical decrease in turbulence will occur, resulting in a corresponding increase in efficiency. Overloading a converter can result in several failure modes, some of them potentially dangerous in nature: Plymouth automobile Too Many Requests If you report this error to

2546-410: The impeller to oppose the direction of impeller rotation, leading to a significant loss of efficiency and the generation of considerable waste heat . Under the same condition in a torque converter, the returning fluid will be redirected by the stator so that it aids the rotation of the impeller, instead of impeding it. The result is that much of the energy in the returning fluid is recovered and added to

2613-419: The latter can do its job. The shape of the blades is important as minor variations can result in significant changes to the converter's performance. During the stall and acceleration phases, in which torque multiplication occurs, the stator remains stationary due to the action of its one-way clutch. However, as the torque converter approaches the coupling phase, the energy and volume of the fluid returning from

2680-414: The lower-powered engines to provide better acceleration without sacrificing highway fuel economy. They were frequently used today in drag racing. Uses: The A500 , later renamed 40RH and 42RH (hydraulically controlled governor pressure) and 40RE , 42RE , 44RE (electronically controlled governor pressure, 1993-up), was an A904 derivative used in trucks and vans. Introduced in the 1988 model year on

2747-623: The middle of the 1993 model year, where it was renamed as the A500SE - Jeep Grand Cherokees equipped with the 4.0L used the A500SE/42RE since the middle of the 1993 model year replacing the AW4. Oil pans used with the A500SE/42RE are similar in design to the one used in the A500, with a clearance area for the shift solenoid. The pan and filter were updated during the 1998 model year with some Dodge applications, which have

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2814-429: The move from aluminum to steel planetary carriers and an increase in the number of clutch plates when coupled to the 5.9 L Cummins Turbo-Diesel and the 8.0 L V-10 applications, it is a 727 with overdrive and more robust internal parts. It has an input torque rating of 450 lb⋅ft (610 N⋅m). The 48RE is an electronically governed, ECU-controlled, four-speed heavy-duty overdrive automatic transmission, that

2881-520: The nearly universal use of a lock-up clutch has helped to eliminate the converter from the efficiency equation during cruising operation. The maximum amount of torque multiplication produced by a converter is highly dependent on the size and geometry of the turbine and stator blades, and is generated only when the converter is at or near the stall phase of operation. Typical stall torque multiplication ratios range from 1.8:1 to 2.5:1 for most automotive applications (although multi-element designs as used in

2948-555: The overdrive unit transmission rebuilders usually would use replacement parts from the A518/618 overdrive section since the A500 internals are light duty e.g. number of friction discs and thick pressure plates. The overdrive housing (RWD/2WD) uses an output shaft yoke commonly shared with the A727 and its later derivatives, except for the A618/48RE. Electronic governor pressure was phased in during

3015-512: The pendulum-based Constantinesco torque converter , the Lambert friction gearing disk drive transmission and the Variomatic with expanding pulleys and a belt drive. Torque converter equations of motion are governed by Leonhard Euler 's eighteenth century turbomachine equation : The equation expands to include the fifth power of radius; as a result, torque converter properties are very dependent on

3082-429: The power band of the engine more quickly. Highway vehicles generally use lower stall torque converters to limit heat production, and provide a more firm feeling to the vehicle's characteristics. A design feature once found in some General Motors automatic transmissions was the variable-pitch stator, in which the blades' angle of attack could be varied in response to changes in engine speed and load. The effect of this

3149-504: The six and V8s), including the obscure Chevrolet V8 bellhousing pattern when used with the Pontiac Iron Duke, which was the base motor in some 1980-83 AMC and Jeep products (this bellhousing pattern is a rare find since transmission cores are usually sought after by drag racers building a Powerglide or TH200 derivative using THM2004R internals inclusive of a modified torque converter front face and/or torque converter adapter ring allowing

3216-3817: The size of the device. Mathematical formulations for the torque converter are available from several authors. Hrovat derived the equations of the pump, turbine, stator, and conservation of energy. Four first-order differential equations can define the performance of the torque converter. I i ω i ˙ + ρ S i Q ˙ = − ρ ( ω i R i 2 + R i Q A tan ⁡ α i − ω s R s 2 − R s Q A tan ⁡ α s ) Q + τ i {\displaystyle I_{i}{\dot {\omega _{i}}}+\rho S_{i}{\dot {Q}}=-\rho (\omega _{i}R_{i}^{2}+R_{i}{\frac {Q}{A}}\tan {\alpha _{i}}-\omega _{\mathrm {s} }R_{\mathrm {s} }^{2}-R_{\mathrm {s} }{\frac {Q}{A}}\tan {\alpha _{\mathrm {s} }})Q+\tau _{i}} I t ω t ˙ + ρ S t Q ˙ = − ρ ( ω t R t 2 + R t Q A tan ⁡ α t − ω i R i 2 − R i Q A tan ⁡ α i ) Q + τ t {\displaystyle I_{\mathrm {t} }{\dot {\omega _{\mathrm {t} }}}+\rho S_{\mathrm {t} }{\dot {Q}}=-\rho (\omega _{\mathrm {t} }R_{\mathrm {t} }^{2}+R_{\mathrm {t} }{\frac {Q}{A}}\tan {\alpha _{\mathrm {t} }}-\omega _{i}R_{i}^{2}-R_{i}{\frac {Q}{A}}\tan {\alpha _{i}})Q+\tau _{\mathrm {t} }} I s ω s ˙ + ρ S s Q ˙ = − ρ ( ω s R s 2 + R s Q A tan ⁡ α s − ω t R t 2 − R t Q A tan ⁡ α t ) Q + τ s {\displaystyle I_{\mathrm {s} }{\dot {\omega _{\mathrm {s} }}}+\rho S_{\mathrm {s} }{\dot {Q}}=-\rho (\omega _{\mathrm {s} }R_{\mathrm {s} }^{2}+R_{\mathrm {s} }{\frac {Q}{A}}\tan {\alpha _{\mathrm {s} }}-\omega _{\mathrm {t} }R_{\mathrm {t} }^{2}-R_{\mathrm {t} }{\frac {Q}{A}}\tan {\alpha _{\mathrm {t} }})Q+\tau _{\mathrm {s} }} ρ ( S p w p ˙ + S t w t ˙ + S s w s ˙ ) + ρ L f A Q ˙ = ρ ( R p 2 w p 2 + R t 2 w t 2 + R s 2 w s 2 − R s 2 w p w s − R p 2 w t w p − R t 2 w s w t ) + w p Q A ρ ( R p tan ⁡

3283-419: The small block "A" and big block "B" engine versions of this transmission and for American Motors (AMC) and Jeep applications. Gear ratios: The A518 , later renamed 46RH (hydraulic controlled governor pressure) and 46RE (electronic controlled governor pressure), is an A727 derivative with overdrive , in the A500 ilk. Starting in 1990, it was used in some trucks and vans. The overdrive fourth gear ratio

3350-436: The stator from counter-rotating with respect to the prime mover but allows forward rotation. Modifications to the basic three element design have been periodically incorporated, especially in applications where higher than normal torque multiplication is required. Most commonly, these have taken the form of multiple turbines and stators, each set being designed to produce differing amounts of torque multiplication. For example,

3417-454: The three-speed lasted for more than a decade after the 1989 debut of the four-speed unit. The light-duty A404 was used with the smallest straight-4 engines from Chrysler, commonly the 1.7 L Volkswagen unit. The A404 was strengthened to become the A413 (later 31TH ) in 1981. This was used with Chrysler's 2.2 and 2.5 L K-car engines . It was available both with and without a lockup torque converter . Applications: The A415

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3484-403: The torque converter connects the prime mover to the automatic gear train, which then drives the load. It is thus usually located between the engine's flexplate and the transmission. The equivalent device in a manual transmission is the mechanical clutch . A torque converter serves to increase transmitted torque when the output rotational speed is low. In the fluid coupling embodiment, it uses

3551-427: The torque converter must be carefully matched to the torque curve of the power source and the intended application. Changing the blade geometry of the stator and/or turbine will change the torque-stall characteristics, as well as the overall efficiency of the unit. For example, drag racing automatic transmissions often use converters modified to produce high stall speeds to improve off-the-line torque, and to get into

3618-475: The torque converter reduce efficiency and generate waste heat. In modern automotive applications, this problem is commonly avoided by use of a lock-up clutch that physically links the impeller and turbine, effectively changing the converter into a purely mechanical coupling. The result is no slippage, and virtually no power loss. The first automotive application of the lock-up principle was Packard 's Ultramatic transmission, introduced in 1949, which locked up

3685-469: The transmission pushbuttons. Button arrangement varied by vehicle model and year; the sequence was reverse, neutral, drive, second, and first, from top to bottom with vertically arrayed buttons, from left to right with horizontally arrayed buttons, and clockwise starting at upper left with clustered buttons. A parking lock was not provided until the advent of the aluminum-case Torqueflites in 1960 (standard-duty A-904) and 1962 (heavy-duty A-727), at which point

3752-485: The transmission was marketed as LoadFlite . In the 1990s, the transmissions were renamed. However, the original Torqueflite design remained the basis of many Chrysler-designed (and built) transmissions through 2007 (and FWD transaxles through 2000). Torqueflite transmissions and transaxles made through 1991 were assigned arbitrary engineering designations consisting of the letter "A" followed by three digits. The 1992 and later units have four-character designations in which

3819-428: The turbine will gradually decrease, causing pressure on the stator to likewise decrease. Once in the coupling phase, the returning fluid will reverse direction and now rotate in the direction of the impeller and turbine, an effect which will attempt to forward-rotate the stator. At this point, the stator clutch will release and the impeller, turbine and stator will all (more or less) turn as a unit. Unavoidably, some of

3886-518: The twin-cable shift and park control mechanism (a holdover from the push-button operation) was replaced by a solid shift control linkage consisting of a series of pushrods, rotating rods, and levers. The rear pump was eliminated, which simplified and cost-reduced the transmission but rendered push-starting impossible; Chrysler engineers reasoned that improved electrical and fuel systems reduced the need to push-start vehicles, and safety concerns weighed against doing so. The gated shift quadrants also permitted

3953-528: The use of the TorqueFlite bolt pattern to a GM flexplate), and a GM 60 Degree V6 bolt pattern when used with the GM 2.8 L LR2 of this transmission. Uses: The A998 , later renamed 31RH was a medium-duty, narrow or wide-ratio version of the small-frame A904 transmission for use with medium-power V8 engines and the 3.9 L V6 engine. It was equipped with four direct friction plates. This transmission differed from

4020-477: The vehicle's dashboard. The buttons were generally at the extreme driver's side end of the dash, i.e., the left in left-hand drive vehicles and the right in right-hand drive ones. However, this was not always the case; the 1962 Dodge Phoenix , a right-hand drive export model sold in Australia and South Africa, used the U.S. 1962 Plymouth Valiant instrument cluster assembly, into the left end of which were integrated

4087-553: Was added to A-904 transmissions used with six-cylinder engines. This feature permitted the transmission to shift from third to second gear in response to moderate accelerator pressure. Previously, an automatic 3-2 downshift occurred only if the driver pushed the accelerator to the floor. This change was made to maintain acceptable in-town performance with taller final-drive ratios in the rear axle — 2.76:1 rear axle gears were being furnished in applications previously equipped with 2.93:1 or 3.23:1 gearsets. Part-throttle downshift functionality

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4154-560: Was developed for the 1.6 L Simca 1100 engine , but was not released for series production in the U.S. It was used in Europe, in the Talbot Simca, 1510, and Solara. The A470 was a strengthened version of the transaxle used with the 2.6 L Mitsubishi Astron engine in the K-cars from 1981 until 1985, and minivans from 1984 through 1987. The highest-specification three-speed transaxle

4221-407: Was extended to V8 A-904s in 1969, and to most A-727 transmissions in 1970 through 1971. In 1978, most Torqueflite transmissions gained a lockup torque converter clutch to mechanically connect the converter's impeller and turbine, eliminating slip for better highway fuel economy . This addition required the removal of the torque converter drain plug. For 1980, a wide-ratio gearset was released for

4288-745: Was initially referred to in consumer-oriented publications as the "TorqueFlite 8" to differentiate it from the A904. The A727 incorporated a parking pawl, with the sole exception of the 1962 Chrysler and Dodge 880 version, which had an extension-mounted drum brake. Compared to the early cast-iron transmissions, many and various internal improvements were featured, and it used a 10.75 in (27.3 cm) or 11.75 in (29.8 cm) torque converter. The heavier-duty A727 Torqueflites became — and remain — wildly popular for drag racing , off roading , and monster truck applications because of their controllability, reliability, ease/cheapness of repair, and brute strength. Note there are unique bellhousing bolt patterns for

4355-583: Was introduced in 1960. This transmission used a 10.75 in (27.3 cm) torque converter. A smaller version of this transmission was also used in the Dodge Colt/Plymouth Champ cars made by Mitsubishi in Japan. This smaller transmission used a 10 in (25 cm) torque converter. Note there are unique bellhousing bolt patterns for the Chrysler Slant-Six, small block V8, and AMC versions (both

4422-516: Was the A670 . It was used with the 3.0 L Mitsubishi V6 engine in Chrysler's cars and minivans from 1987 to 2000. Gear ratios: Torque converter A torque converter is a device, usually implemented as a type of fluid coupling , that transfers rotating power from a prime mover , like an internal combustion engine , to a rotating driven load. In a vehicle with an automatic transmission ,

4489-484: Was to vary the amount of torque multiplication produced by the converter. At the normal angle of attack, the stator caused the converter to produce a moderate amount of multiplication but with a higher level of efficiency. If the driver abruptly opened the throttle, a valve would switch the stator pitch to a different angle of attack, increasing torque multiplication at the expense of efficiency. Some torque converters use multiple stators and/or multiple turbines to provide

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