Chrysler, Dodge, Plymouth, Jeep, and DeSoto Transmissions
Automatic transmissions in roughly chronological order
- Early Chrysler transmissions
- TorqueFlite (3 speeds) - the legend! Detailed article describing how the TorqueFlite works, and showing how to solve common problems. Transmissions based on the TorqueFlite include the 32RH, 46RH, and 42RE.
- Four-speed automatics:
- Five speed automatics:
- Six speed automatics:
- Eight and nine automatics: 8-speed automatic (8x5RFE, HP8, TorqueFlite 8) • 9-speed automatic (928TE, 948TE, HP9)
- Dual-clutch automatics / automatically shifted manual transmissions
- CVT (continuously variable transmission): Patriot, Compass, Caliber
- Hybrid-electric transmission: see end of page.
- A-833 four-speed: from economy cars to the drag strip
- Front-drive transmissions: 1980s, 1990s, including A-520, A-525, A-555, A-568, and others
- Neon/PT Cruiser (T350 / T350HD)
- T355 (Compass, Patriot, Caliber)
- 2.2 TBI and 2.2 Turbo III transmission specs
- Early Imperials page has a description of the 1930s four-speed manual.
- Alan Ditmore noted others:
- A-230, A-250, and A-390 three-speeds
- Aisin-built AX-15 five speed (also used by Toyota) and AX-series four-speed on Jeeps
- Later trucks used the NV2500, 3500, and 4500 granny gear five speeds, and NV-5600 six speed
- NP-435 (New Process) “granny gear” four speed (MoparNorm wrote: “There were three versions of the NP435, a D-1, D-2 and D-3, with both wide and close ratio gear sets. The more modern version of the 435 (after the 445) was known as the NP4530, nearly identical, with different gear sets and more aluminum in the case.”)
Repairs and quick fixes
- Fix (and prevent) four-speed automatic transmission problems cheaply
- Manual transmissions:
- Manual transmission shifter cables (rear and front wheel drive)
- Lubricants for New Venture truck transmissions
- EEK (1980s-early 1990s) five-speed manual transmissions
- Neon/PT 5-speed manual transmission and general shifter troubleshooting
- Clutch replacement - step by step replacement (Neon shown)
- TorqueFlite automatic:
Transmissions: Racing and performance issues
- Shift kits and manual valve bodies
- Why you need a clutch shield for racing
- Upgrading to a manual transmission (from an automatic - front wheel drive)
- Transmission mounts (front drive)
General Motors transmissions in Mopar makes
Randle Blankenship wrote: There was a time in the early to mid 1950s when GM Hydramatics were used not only in GM cars, buses, trucks, and military vehicles, but Nash, Hudson, Kaiser, Willys cars... and some Dodge postal delivery trucks (1954 or 1955 RHD models). The sound of their coming and going was distinctive.
The Dodges had the shift lever sprouting from the left side of the steering column. The shift quadrant was marked R Lo Dr N. I saw one of these up close at the time, and I can confirm that it was indeed a four speed truck Hydramatic coupled to a Dodge Six engine. The same vintage International postal trucks were using 3 speed Borg Warner automatics. I do not know of any consumer type Dodge truck of the time being offered with any kind of automatic, though some earlier Dodge pickups had optional fluid drive.
General Motors, DaimlerChrysler, and BMW developed a two-mode transmission/motor, which increased the gas mileage of the Dodge Durango/Chrysler Aspen Hemi by around 25%; it was also used in Chevrolet and Cadillac trucks and Mercedes and BMW cars. Starting in 2007, GM built all the transmissions for all the partners in a new plant near Baltimore. It had two electric motors inside; one for low speeds, the other for high speeds. The automatic-transmission part (which is used for transmitting gas-engine power) was a CVT. This setup was dropped by General Motors pickups when the 2014 models were launched, and by Chrysler when the Durango and Aspen were cancelled.