Trimatic Types

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Originally submitted by T:

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LS V8 Trimatic from 5L VK Commodore. All V8 Bellhousings are the same. Photo by hot308VK. 1 = Gear Selector Shaft, 2 = Oil Pan, 3 = Torque-Converter Access Cover Plate. Click to Enlargen.

Types of Trimatics:

Trimatics have been fitted to a range of cars from 4 cylinder to 8 cylinder. Different Bellhousings, Torque-Converters, Clutch Packs and Shift Valves have been fitted to accommodate the differing requirements of each engine.

Bellhousings:

383HGBrougham on Sat, 02/05/2009 - 10:01. Only the 6 cylinder transmission has both the half and full circle bellhousing!
V8 transmissions use the same half circle bellhousing. 383HGBrougham on Sat, 02/05/2009 - 14:06. you need to be aware there was also a V8 Chev bellhousing for a trimatic transmission that was fitted for the vehicles exported to South Africa and a different bellhousing for Gemini as well. End of submissions by 383HGBroughm.

V8 Trimatic and Torque-Converter. Photo by AshWBTUNNA. Click to enlargen.

V8 Trimatics:

The V8 Trimatic uses a larger Bellhousing and Torque Converter than a 6 Cylinder Trimatic.

V8 Trimatic Type F0459449 converted to 6 Cylinder.  The Fully Closed 6 Cyl Bellhousing has been fitted. Photo by Daves59. Click to enlargen.

Bellhousings

6 Cylinder Trimatics:

The 6 Cylinder Trimatic uses a smaller Bellhousing and Torque Converter than a V8 Trimatic .  

LS V8 Trimatic from 5L VK converted to 6 Cyl. This 6 Cyl Bellhousing was fitted from UC, VB and WB onwards. The Fully Closed 6 Cyl Bellhousing. Photo by Daves59. Click to enlargen.
 
V8 Trimatic converted to 6 Cyl. The UC, VB and WB onwards Bellhousing has been fitted. Photo by Daves59. Click to enlargen.

 

Bellhousings

Early Type:

HG - HZ Six Cylinder. The early type Trimatic uses a half height Bellhousing which uses a removable tinplate cover. This cover follows the curve of the Torque-Converter. This gearbox was the first type of Trimatic and existed up to the end of HZ. Note that the oil filler neck is unique to this gearbox. The bellhousing/engine bolts are short and each boss that the bellhousing/engine bolts tighten up to are also short. If the bolts from a later model gearbox are used they will bottom in the engine holes and not secure the bellhousing properly. The correct length bolt must be used for the early type gearbox. The early type oil filler neck expects a thin boss in order to enter the filler neck hole vertically. HG was exclusively Cable Kickdown, HQ used either Cable or Electric, HJ and later were exclusively Electric Kickdown.

HG Cable Kickdown adjustment bracket, click to enlargen. Photo by Portunio.

Early Type With Cable Kickdown:

HG - early HQ Six Cylinder. The earliest Trimatics had  the contoured lower service cover and used a Mechanical Cable to activate the Kickdown. Trimatics were Cable Kickdown until mid HQ.

Cable Kickdown Adjustment:

The difference between the amount of protruding Kickdown Cable at Full Throttle and Idle should 8.13mm.  Adjust the Outer Cable adjusting Nuts until this measurement has been obtained.

Cable Kickdown Adjustment. The difference between the amount of protruding Kickdown Cable at Full Throttle and Idle should 8.13mm. Adjust the Outer Cable adjusting Nuts until this measurement has been obtained. The yellow Arrow shows the Nuts to use. Click to Enlargen. Photo by Ayios.

Early Type With Solenoid Kickdown:

Late HQ Six Cylinder onwards. Early Trimatics had  a contoured lower service cover and used an Electrical Solenoid to activate the Kickdown. Trimatics were Electric Kickdown from mid HQ on.

Later Type:

UC, VB and WB onwards Six Cylinder. The later type Trimatic has a vertically mounted service cover plate because the Bellhousing  is fully enclosed. This gearbox appeared around the time of the VB Commodore. A Trimatic with a 360 degree Bellhousing is sometimes referred to as the Spaceage Bellhousing or Moonshot Bellhousing.

Later Type Trimatics With Solenoid Kickdown:

UC, VB and WB Six Cylinder onwards. All the later type Trimatics used Electric Solenoid Kickdown.

Dipstick Tube:

On Six Cylinder Trimatics, it's important to keep the  Dipstick Tube with the Trimatic. Dipstick tubes changed with different models of Trimatic and not using the correct Dipstick tube will cause Oil Leaks where the Dipstick Tube enters the Trimatic.

V8 Trimatics:

The V8 Trimatic in both the Early and Later type uses a different Flex Plate and a different Torque-Converter. Not only does the Torque-Converter have a different Stall Characteristic it is physically different in appearance as well.
Within the gearbox itself there are more clutch plates in each Clutch Pack and the shift valves are different to accommodate different shift rates and times.

EFI VK Trimatics:

The EFI VK Trimatic Bellhousing has extra ribbing as well as being the later full type with thick mounting Bosses. This 6 Cylinder has increased power over the EST black six.

EST Trimatic:

The EST Trimatic Bellhousing is half height and has an Hole in the top for mounting the EST Speed Sensor as in the Photos.

Column Shift:

Column shift Trimatics have the Selector Lever on the driver's side of the gearbox.

T Bar:

Pre-Commodore Holdens have a T-Bar mechanism that connects to the offside of the Trimatic. Commodore Holdens have a T-Bar mechanism that connects to the nearside of the Trimatic.

Selector Lever:

If you intend to replace a Trimatic, the location of the Selector Lever (left side or right side) is critical.  

V8 Trimatic converted to 6 Cyl. Note that the removable lower Tinplate Cover is no longer present. Click to Enlargen. Photo by David Nye.
6 Cylinder Trimatic with HG - HZ Bellhousing. Later Style Bolts used on this Gearbox will be too long and bottom out before the Bellhousing  is fully secured. Click to Enlargen. Photo by Jason.

 

  
Trimatic with HG - HZ 6 Cylinder Bellhousing. Click to Enlargen. Photo by VernonV.
 
Photo by Elliott. Trimatic as fitted to VB - VK Six Cylinder Holdens. Has extra ribbing on the Bellhousing. Shows the increased thickness of where the Bellhousing Bolts live. Has the Carburettor Engined Dipstick and Tube. The EFI VK Tube is longer. Click to enlargen.
 
Photo by Elliott. Note that the Dipstick Tube is unique to this gearbox. The bellhousing bolts are long and each boss that the bellhousing bolts tighten up to is also long. If the bolts from an earlier model gearbox are used they will be too short to properly secure the engine and bellhousing properly. The Dipstick Tube expects a thick boss in order to enter the filler neck hole vertically. Click to enlargen.
 
HZ 253 Trimatic Kickdown connector. Click to enlargen. Photo by 74HQWAGON.
 
Factory HG Premiere Cable Trimatic Kickdown mechanism. Click to Enlargen. Photo by Ayios.

Factory HG Premiere Cable Trimatic Kickdown mechanism. Click to Enlargen. Photo by Ayios.

 
Factory HG 6 Cly Trimatic with Cable Kickdown mechanism.  Click to Enlargen. Photo by Ayios.

 
Trimatic with Cable Kickdown mechanism. The Rear Cooler Line should be fitted between the Filler Tube and the Trimatic Body. Click to Enlargen. Photo by Ayios.
 
Trimatic with Cable Kickdown mechanism. Click to Enlargen. Photo by Ayios.
 
Trimatic with Cable Kickdown mechanism. Click to Enlargen. Photo by Ayios.
 
Cable Kickdown on an HG Trimatic. Click to Enlargen. Photo by Lyndon Johnston.
 
The photo shows the Early style open Trimatic Bellhousing. Note the removable lower Tinplate Cover. Click to Enlargen. Photo by VEIGHT.

   

 
Cable Kickdown mechanism. Click to Enlargen. Photo by Mechatron.
 
 
Late HG to early HJ electric Kickdown Accelerator Pedal. Click to Enlargen. Photo by HQ_SS.

         

 

 

 
Late HG to early HJ electric Kickdown Accelerator Pedal. Click to Enlargen. Photo by HQ_SS.
Late HG to early HJ electric Kickdown Switch. Click to Enlargen. Photo by ASHMONKEY.

 

 
Late HJ - HZ electric Kickdown mechanism. Click to Enlargen. Photo by HQ_SS.
 
Late HG to early HJ electric Kickdown Accelerator Pedal. Click to Enlargen. Photo by HQ_SS.
 
Factory HG Premiere Cable Kickdown Trimatic 253 showing the centre oil filler neck. Click to Enlargen. Photo by Ayios.
 
Late HJ - HZ electric Kickdown mechanism. Click to Enlargen. Photo by HQ_SS.
 
Late HJ - HZ electric Kickdown mechanism. Click to Enlargen. Photo by HQ_SS.
 
Early Type 6 Cylinder Half Bellhousing Lower Cover (HG - HZ). Photo by Red Seat. Click to Enlargen.
HQ 253 Trimatic. The Electric Kickdown Connector is circled. Photo by Munromad. Click to Enlargen.
 
L R Trimatic from an EFI VK Commodore.  Click to Enlargen. Photo by 383HGBrougham.
LR Trimatic from an EFI VK Commodore.  This Bellhousing is used on UC, VB, WB onwards. Click to Enlargen. Photo by 383HGBrougham.

LR Trimatic from an EFI VK Commodore.  Click to Enlargen. Photo by 383HGBrougham.
 
LP (EST) Trimatic removed from 6 Cyl EFI VK.  This Trimatic should have the half height EST Bellhousing. Photo by VkanaSvz. Click to Enlargen.
The Trimatic in the rear is an LP from an EST Commodore. Note it has an Hole drilled in the top for the Crank Angle Sensor and provision for a removable Inspection Cover.  Click to Enlargen. Photo by Stuart.

 


 
LP Trimatic Half Bellhousing from a 6 Cyl EST VK Commodore.  Click to Enlargen. Photo by 383HGBrougham.
 
LP Trimatic Half Bellhousing from a 6 Cyl EST VK Commodore.  Click to Enlargen. Photo by 383HGBrougham.
 
V8 Trimatic Bellhousing. All V8 Trimatics use the same Bellhousing. Note there is no provision for Starter Mounting in a V8 Trimatic Bellhousing. Click to Enlargen. Photo by 383HGBrougham.
 
V8 Trimatic Bellhousing. All V8 Trimatics use the same Bellhousing.  Click to Enlargen. Photo by 383HGBrougham.
 
V8 Trimatic Bellhousing. All V8 Trimatics use the same Bellhousing.  Click to Enlargen. Photo by 383HGBrougham.
 
Holden 308 V8 Starter. Note the Starter bolts onto  the Engine Block near the Sump seam and not into the Bellhousing.  Photo by Robbie Godwin. Click to Enlargen.
 
FV Trimatic from a Column Shift (Driver's Side Selector Lever) 3.3 WB. Note that the Locator has pulled out of the Crankshaft and stuck to the Front of the Torque Converter. Photo by Dusty Dirt Roads. Click to Enlargen.
 
FV Trimatic from a Column Shift (Driver's Side Selector Lever) 3.3 WB. The Torque Converter has been wired back so that it will maintain proper seating. Photo by Dusty Dirt Roads. Click to Enlargen.
Six Cylinder Trimatic with driver's side Selector Lever and Commodore style Bellhousing. Photo by Dr Stitch H.D. Click to Enlargen.

 

Six Cylinder Trimatic with passenger side Selector Lever and early style Bellhousing. Photo by Dr Stitch H.D. Click to Enlargen.
 

 

Gearset:

Not all Tri-matic gearsets are the same. The early boxes (HG/LC) with the cable detent have a weaker gearset with different ratios. These early (weaker) gearsets were still used in the Euro boxes (Fiat/Rover/Volvo etc.). From memory I think the early ratios are 2.40 & 1.48 for 1st & 2nd gear, while the electric detent boxes (HQ onwards) have 2.31 & 1.46 1st & 2nd gear. The Aussie gearset (2.31/1.46) are very tough & don't usually fail, I believe that they're tougher than TH350 gears. Dr Terry

   

A 3.3 Engine from a VC or VH Commodore with EST Trimatic. Note the Hole in the top of the Bellhousing. Click to Enlargen. Photo by SleakVH.
 

Links:

HG383Brougham's Shed

HQ_SS' Shed

Terms:

Terms

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