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 the transmission pushbuttons.

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 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.

The buttons were replaced by conventional steering column- or floor-mounted shift levers in all automatic Chrysler-built vehicles for the 1965 model year.

The gated shift quadrants also permitted 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).

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.

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 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 A727 incorporated a parking pawl, with the sole exception of the 1962 Chrysler and Dodge 880 version, which had an extension-mounted drum brake.

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.

The 48RE is an electronically governed, ECU-controlled, four-speed heavy-duty overdrive automatic transmission, that is stronger than its predecessor, the 47-series.

The 48RE was introduced in 2004 to 3rd gen ram pickups with the 5.9 cummins, or the v10, some 03 and early 04 trucks still were equipped with 47RE units, and then came a 48re which still used a TV cable, and then from 04.5-07 the 48re was fitted with a TTVA motor (transmission throttle valve actuator) which eliminated the need for a mechanical tv cable.

with the higher than ever low end cummins torque, the direct drum was bigger to allow 5 .085" frictions and 5 .084" steels, the forward drum is in fact made bigger (deeper) to make room for the 5th direct friction/steel, the 48s forward clutch frictions switched from a 64 tooth to a 93 tooth inner spline count, 6 pinion, steel planets were introduced with more robust thrust washers backing them, the overdrive housing was slightly enlarged in the parking mechanism areas to allow the bigger parking rod and pawl mechanism.

A smaller version of this transmission was also used in the Dodge Colt/Plymouth Champ cars made by Mitsubishi in Japan.

These automatics had lower first- and second-gear ratios, allowing the lower-powered engines to provide better acceleration without sacrificing highway fuel economy.

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 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.

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 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.