Reprograms the TorqueFlite valve body so a Chrysler A727 or A904 shifts short and firm instead of dragging the clutches through every change.
The TF-2 is the middle kit in TransGo's TorqueFlite line, built for the A727 and A904 three-speeds behind a Mopar muscle car, a street/strip build, a work truck or a tow rig. It keeps the transmission shifting on its own, unlike the full-manual TF-3, but it makes every shift short and firm and holds more torque than the street-level TF-1. TransGo also aims it at the TorqueFlite's common complaints: 2-3 bind-up, converter slip or shudder, fluid pushing out the vent or the lever seal, burned pump bushings and seals, and fluid drain-back after sitting. It is TransGo part TF-2, new, made in the USA and ships from the USA.
A TorqueFlite has no shift solenoids; the 1-2 and 2-3 shift valves move when governor pressure from road speed beats throttle pressure from the kickdown linkage. The TF-2 changes the hydraulics around that system rather than replacing it. A hardened steel manual valve sends oil to the converter in Park, which is how TransGo addresses drain-back and slow first engagement. A shim, spring seat and inner spring on the pressure regulator add a line-to-converter feed, and the outer PR spring raises line pressure above TF-1 levels. Two throttle valve springs give a faster pressure rise, a case orifice plug prevents 2-3 bind on the upshift, and a drill jig and spacer open the front clutch feed for more capacity. Rear servo springs, a spacer and snap ring give a quick manual 1-2, and a converter relief spring and a line pressure high-limit spring keep pressure in check. The Gear Command plate is optional: with the 1-2 governor valve ground as shown, it lets the driver pull manual low at any speed and hold first and second to any engine speed.
These are hydraulic complaints. A worn band, a burned clutch pack or a cracked governor will not be cured by a valve body kit.
Start with fluid level and condition, checked in Neutral, and with the throttle or kickdown linkage adjusted, since a misadjusted rod gives soft, late shifts that look like a pressure problem. Then put a gauge on the line pressure port. Sonnax publishes the reference values for this family, such as Reverse at idle around 145 to 175 psi. Our 727 TorqueFlite diagnosis guide explains why there is no solenoid to replace and what to test instead, and the pressure testing guide covers the gauge work.
TransGo lists the TF-2 for all 1960-up aluminum-case rear-drive TorqueFlite three-speeds, which covers the A727 (TorqueFlite 8) and the A904 family (TorqueFlite 6). There are a few limits. The optional Gear Command plate is not available on 1960-65 units, and those rear-pump models reinstall the original poppet valve and spring. Units with a lockup converter take two extra drilled holes in the valve body. The four-speed overdrive versions are not covered; TransGo points those to its TFOD-HD2 kit. Valve body type, plate holes and servo design vary by year, so identify your unit before ordering or send us the year and VIN. More parts are in our 727 TorqueFlite collection.
TransGo says this is a kit for an experienced transmission mechanic, not a first-time job. The separator plate holes are sized by use. For a passenger car, tow vehicle, truck or motor home, the 1-2 and 2-3 shift holes run .086 to .125 in, and bigger means firmer. Hot rod, off-road and full race builds drill larger and leave out one check ball. Leave the PR adjusting screw flush for heavy-duty car and truck use. TransGo recommends a 3.8 to 5.0 front band apply lever, which needs the transmission out. Set the front band snug and back off 2 turns. On 727s, back the rear band off 2-1/2 turns for a single wrap or 3-1/2 for a double wrap. Skip the Gear Command plate on work trucks, diesels and motor homes. Rebuilding at the same time? The ATP TMS-14 A727 master rebuild kit supplies the frictions and seals. On a swapped or carbureted setup, a Lokar 727 kickdown cable kit keeps throttle pressure right. Fill with ATF+4 or a Dexron-type ATF and check the level in Neutral.
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All three are TransGo reprogramming kits for the aluminum TorqueFlite. The TF-2 raises line pressure more than the TF-1 to hold more torque and adds the optional Gear Command plate. The TF-3 goes further to full manual control with no automatic upshifts. The TF-2 still shifts on its own.
Yes. TransGo lists it for all 1960-up aluminum three-speed TorqueFlites, the 727 and the 904 family. Servo and piston steps differ between 727 types and the 904, and the instructions cover each.
Yes. Lockup valve bodies get two extra small holes drilled down through the outboard passage, and the instructions show where. The four-speed overdrive units are a different kit.
The valve body work can be done in the vehicle. Fitting the 3.8 to 5.0 band apply lever TransGo recommends, and the 727 case orifice plug, are easier with the unit out, and the lever requires removal.
Check it in Neutral, not Park. The new manual valve feeds the converter in Park, and the converter fills more in Neutral, so a Neutral reading is the accurate one.
