TransGo TF-3 race-level valve body kit for Chrysler A727 and A904 TorqueFlite units, built for instant, full-race shifts on strip cars.
If you are building a TorqueFlite for a drag car, a bracket racer or a hard-launched street machine and you want to pick every gear yourself, this is the kit TransGo makes for that job. The TF-3 is a reprogramming kit with full manual shift control for 1966-up aluminum-case three-speed TorqueFlites, the A727 and the smaller A904 family. With it installed, the transmission does not upshift on its own: first, second and third come only when you move the lever, and shifts are what TransGo calls instant full-race. It is new, made in the USA and ships from the USA.
A stock 727 is all hydraulics. There are no shift solenoids; governor pressure from road speed fights throttle pressure from the kickdown linkage, and the 1-2 and 2-3 shift valves move when one wins. The TF-3 takes that decision away from the governor. A new hardened steel manual valve with converter charge in Park and a shift command plate let the selector call the gear, including manual low at any speed, while a transfer plate and cup plug add the optional stick-shift setup. The kit then firms each apply: a race-rate outer pressure regulator spring that raises line pressure beyond the TF-2 kit, two throttle valve springs for faster pressure rise, rear servo springs with a spacer and snap ring for a quick, clean manual 1-2, a line pressure high-limit spring, a 3-2 downshift spring, and a drill jig and spacer that open the front clutch feed for more capacity. A case orifice plug prevents 2-3 bind on the upshift.
It will not cure slipping from worn frictions or a glazed band. Those need a rebuild first.
Put a gauge on the line pressure port before you commit. Sonnax lists TorqueFlite spec at roughly 54-60 psi idle and 90-96 psi stall in D2, and 145-175 psi idle and 230-280 psi stall in Reverse. Low numbers in every range point to the pump, regulator or a leak, not calibration. Check throttle linkage adjustment too, since a 727 with the rod out of adjustment shifts badly no matter what is in the valve body. Our 727 shift problem guide explains why there are no solenoids to blame and what to test instead, and the pressure testing guide covers gauge hookup.
TransGo states the TF-3 fits aluminum-case three-speed TorqueFlite transmissions except 1960-65 units with a rear pump and units with a lockup torque converter. That covers the 727 and the 904 family in cars, trucks and Jeeps of the non-lockup era. It is not for the A500, A518 or other overdrive units. The instructions show two valve body styles, 60-76 and 77-up, and different low-reverse servo steps for the 904, 727 Type 1 and 727 Type 2, so look at your parts before you start. Not sure? Send us the year, vehicle and any case numbers. Other TorqueFlite parts are in the 727 collection.
| Part Number | |
| Brand | |
| Fits | |
| Shift Character | |
| Kit Contents | |
| Weight | |
| Origin |
No. It is a full manual control kit, so the car stays in the gear you select. TransGo's instructions include a procedure to convert back to automatic shifts if you change your mind.
The TF-1 and TF-2 are the milder kits in TransGo's TorqueFlite line. The TF-3 is the full manual control version, with no automatic upshifts, and TransGo says its race pressure regulator spring raises pressure more than the TF-2 kit.
TransGo does not support it in lockup units. Their sheet describes an unofficial workaround using a converter with no clutch, but the kit is officially for non-lockup transmissions.
The valve body and servo work can be done from the pan, but the recommended 3.8 to 5.0 band apply lever requires removing the transmission, and the instructions assume a bench build.
Use the fluid your build calls for; the TorqueFlite is commonly run on ATF+4 or a Dexron-type fluid. Check the level in Neutral after the kit is in.
Yes. The kit includes a high-flow filter with a no-leak gasket and a pan gasket, along with three drill bits.
