TorqueFlite (also seen as Torqueflite) is the trademarked name of Chrysler Corporation's automatic transmissions, starting with the three-speed unit introduced late in the 1956 model year as a successor to Chrysler's two-speed PowerFlite. In the 1990s, the TorqueFlite name was dropped in favor of alphanumeric designations, although the latest Chrysler eight-speed automatic transmission has revived the name.

Torqueflite transmissions use torque converters and Simpson gearsets, two identical planetary gearsets sharing a standard sun gear. Chrysler Corporation licensed this gear set from Howard Simpson in 1955.

The first Torqueflites provided three speeds forward plus reverse. Gear ratios were 2.45:1 in first, 1.45 in second, 1.00 in third, and 2.20 in reverse. The transmission was controlled by a series of push buttons on the vehicle's dashboard. The buttons were generally at the extreme driver's side end of the dash, i.e., the left in left-hand drive vehicles and the right in right-hand drive ones. 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 push-buttons.

The button arrangement varied by vehicle model and year; the sequence was reverse, neutral, drive, second, and first, top to bottom with vertically arrayed buttons, from left to right with horizontally arrayed buttons, and clockwise starting at upper left with clustered buttons. The neutral button had to be engaged before starting the engine. In some applications, the button also activated the starter.

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 push-buttons: Moving the lever to the "park" position placed the car into neutral and engaged a lock pawl on the transmission's output shaft. Moving the parking lever from the "park" position unlocked the shift buttons to select a driving range. The buttons were replaced by conventional steering column- or floor-mounted shift levers in all automatic Chrysler-built vehicles for the 1965 model year. However, floor levers were available in specific sporty 1964 models. The levers always used the P-R-N-D-2-1 sequence.

Like the operation of General Motors' Hydramatic transmissions, Torqueflites start in first gear when the drive or second position is selected. This contrasts with vehicles equipped with automatic transmissions from Ford and Borg-Warner, which begin in second rather than first if the second position is selected.

For 1962, a canister-style fluid filter was installed in the cooler line. For 1964, the canister filter was eliminated, and an efficient Dacron filter replaced the transmission's internal intake screen. Fluid life starting in 1964 was extended from 12,000 mi (19,000 km) to 50,000 mi (80,000 km), justifying the deletion of the drain plug from the oil pan.

For 1966, the twin-cable shift and park control mechanism (a holdover from the push-button operation) was replaced by a solid shift control linkage consisting of a series of pushrods, rotating rods, and levers. The rear pump was eliminated, which simplified and cost-reduced the transmission but rendered push-starting impossible; Chrysler engineers reasoned that improved electrical and fuel systems reduced the need to push-start vehicles, and safety concerns weighed against doing so. 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). With the elimination of the rear pump, the oil filter was designed with a single oil port.