Chrysler Transaxle A-404/413/415/470 Introduction

These transaxles combine a torque converter, fully automatic 3 speed transmission, final drive gearing and differential into a compact front-wheel-drive system. The unit is basically a "Metric" design. The identification markings and usage of the transaxle are charted in Diagnosis and Tests. Transaxle operation requirements are different for each vehicle and engine combination and some internal parts will be different to provide for this. Therefore, when replacing parts, refer to the seven digit part number stamped on rear of the transmission oil pan flange.
Within this transaxle, there are 3 primary areas:
(1) Main centerline plus valve body (similar to conventional TorqueFlite).
(2) Transfer shaft centerline (includes governor and parking sprag).
(3) Differential centerline.
Center distances between the main rotating parts in these 3 areas are held precisely to maintain a low noise level through smooth accurate mesh of the gears connecting the centerlines.
The torque converter, transaxle area, and differential are housed in an integral aluminum die casting.
NOTE: The differential oil sump is separate from the "transaxle sump."
Special emphasis is placed on filling and maintaining the differential oil level—to Va inch to 3/e inch below the fill hole in the differential cover.
The torque converter is attached to the crankshaft through a flexible driving plate. Cooling of the converter is accomplished by circulating the transaxle fluid through an oil-to-water type cooler, located in the radiator side tank. The torque converter assembly is a sealed unit which cannot be disassembled. The transaxle fluid is filtered by an internal "Dacron Type" filter attached to the lower side of the valve body assembly.
Engine torque is transmitted to the torque converter then, through the input shaft to the multiple disc clutches in the transaxle. The power flow depends on the application of the clutches and bands. Refer to "Elements in Use Chart" in Diagnosis and Tests section.

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