Recalls & faults: Holden VT Commodore (1997-00)

Recalls: Holden VT Commodore

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the number of recalls should not be taken as an indicator of a model’s reliability or its safety more generally.

Recalls: Holden VT Commodore

• In March 1998, a recall was issued for Holden VT Commodore police vehicles fitted with unique front bucket seat cushions with low side wings; these wings could enable to mat supporting the seat cushion to deflect sufficiently to crush wiring routed across the driver’s seat, potentially resulting in heat damage to the seat cushion. The recalled vehicles had serial numbers in the range L251589 to L296360 (PRA 1998/3494).
• In May 1998, a recall was issued for Holden VT Commodore models built from 5 February 1998 to 24 March 1998 due to the welding of brake pedal assemblies potentially being inadequate and causing the brakes to fail. The recalled vehicles had serial numbers in the range L287611 to L321633 (PRA 1998/3537).
• In March 1999, a recall was issued for Holden VT Commodore vehicles due to seats with unprotected wiring. As such, the seat cushion could deflect sufficiently to crush the wiring harness and expose bare wires to the motor bracket and create a short circuit; this could cause the wiring insulation to burn). The recalled vehicles were numbered in the range L246596 to L259927 inclusive (PRA 1999/3845).
• In April 1999, a recall was issued for Holden VT Commodore models manufactured from 24 August 1998 to 11 December 1998 for potentially faulty microprocessors within the sensing and diagnostic module of the supplemental restraint system; this could potentially cause accidental activation of the vehicle’s airbags. The reaclled vehicles were numbered in the range L367025 to L413138 inclusivea (PRA 1999/3916).
• In July 1999, a recall was issued for VT Series II Commodore models manufactured between 27 May 1999 and 22 June 1999 due to final attaching torque not being achieved during assembly of the steering gear, rack-bar and inner ball joint housing. The recalled vehicles were numbered in the range L464495 to L473691 inclusive  (PRA 1999/4007).
• In November 1999, a recall was issued for eighty (80) VT Series II models due to steering knuckles having potential casting defects which could compromise the durability of the knuckle and cause it to fail (PRA 1999/4139).
• In November 1999, a recall was issued for nineteen (19) VT Series II vehicles due to the potential that the integrity of a weld used in the rear semi-trailing arm manufacturing process did not meet Holden specifications. As such, the durability of the weld may be compromised and cause the component to fail (PRA 1999/4138).
• In November 2000, a recall was issued for VT Series I (VT.I) vehicles fitted with 5.0-litre V8 engines (code LB9). For these vehicles, the fuel feed hose may not have been manufactured to the correct specification – this could cause the hose to suffer thermal degradation, causing a fuel leak and potential fire hazard (PRA 2000/4550).
• In July 2001, a recall was issued for VT.II Commodore vehicles that were after June 1999. In these vehicles, an interruption of the electrical current to the fuel pump relay, fuel pump connectors and low-beam headlight relay could cause the fuel pump and low-beam lights to fail (PRA 2001/4844). To fix, the old relays (part number 92047112) were replaced with new relays (part number 92107897).
• In November 2001, a recall was issued for Holden VT Commodore vehicles fitted with towbar tongues manufactured by Frontline after 1 April 2000 with a 1600kg or 2100kg rating since the tongues could break during towing due to the brittleness of the material (PRA 2001/5042).
• In February 2002, a recall was issued for Holden VT Commodore models with factory-fitted LPG systems from September 2000 to August 2001 due to brass flare nuts – which were fitted to the LPG supply lines – potentially cracking and resulting in LPG leakage. The flare nuts were fitted at each end of the three separate sections of the LPG supply pipes between the shut-off valve on the tank and the LPG converter in the engine (PRA 2002/5200).

Problems and faults: Holden VT Commodore

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

V6 Engines

• A ringing noise from the pulleys at idle may be caused by the drive belt slapping against the air conditioning idler pulley. A revised pulley was introduced in late 2000.
• For supercharged models, the supercharger belt may squeal or chirp following cold starts if the belt is old or if the pulleys are misaligned.
• Oil may leak from the rear main seal and appear at the back of the crankshaft (since the seals are located in an alloy plate). Specific GMH tools are required to reinstall and align the seal plate and the transmission may need to be replaced to do so.
• A rough idle or hissing noise from the engine bay may be due to the hose between the throttle body and purge solenoid separating – a revised hose with improved adhesive was subsequently released.

5.0-litre V8 Engines

• Reduced engine power and noisy valve train operation may be due to the metal plate that secures the aligning plates for the roller lifters breaking – this could cause damage to the lifters and cam lobes.

VT Commodore: 5.7-litre LS1 V8 engines

• For early VT.II Commodores, oil consumption of up to 2.5 litres per 10,000 kilometres was considered acceptable. The piston and ring designs were modified during production to reduce oil consumption.
• Rattling noises on start up are relatively common due to piston manufacturing tolerances and should reduce as the engine warms up.
• During a cold start-up, there should be at least 150kpa of oil pressure to prevent damage to the crank bearings when accelerating – if less, the engine may need to be removed to replace the oil pump and the pick-up tube o-ring. Due to the front-mounted oil pick-up and sump design, hard acceleration could result in the pump pick-up not being submersed in enough oil, such that the oil system may momentarily aerate.
• Coolant could leak from the spring-band clamps on the coolant cross-over pipe (located below and behind the radiator). From mid-2000, worm drive hose clamps were fitted.
• The engine cover may rattle as it comes into contact with the coil/bracket assembly; the support brackets and mounting nuts were subsequently revised. For manual models built prior to VIN #L867194, the engine cover may also rattle against a twisted hydraulic clutch hose; in mid-2002, a revised clutch hose with quick-connect fittings was introduced.
• Excessive engine vibration may be due to the powertrain control module (PCM) calibration (later revised with improved idle speed control), a stressed exhaust system or a bent catalytic converter bracket (spacers can be added to keep the bracket straight when bolted in place).
• Squealing noises from 1500-1900rpm may be due to the power steering pump pulley being misaligned with the crank and alternator pulleys.
• For automatic models, a chirping or squealing noise from the serpentine belt under hard acceleration and when shifting from first to second gear may require a revised belt tensioner with increased damping to be fitted (released in early 2002).
• A rough idle, high-pitched hissing noise and ‘check engine’ light illuminating may be due to the PCV (positive crank case ventilation) pipe deteriorating; a revised PCV pipe was subsequently released.
• For early VT Commodores, power steering fluid could leak due to the return hose that was clamped to the power steering reservoir coming into contact with the power steering pump pulley. In mid-1999, a tie-strap was introduced to restrict hose movement.

GM LS V8 engines

Overview

With the exception of the early 5.7-litre LS1 V8 engines such as those in the VT.II Commmodore, General Motors’ LS V8 engines are regarded as being generally reliable. However, they may experience the problems described below.

Hydraulic lifter failure

For GM’s LS V8 engines, the hydraulic lifters may fail due to:

• A failed plunger within the lifter itself. When the plunger fails, it cannot maintain oil pressure and remains in a collapsed state – the lifter therefore cannot take up valve lash such that a tapping noise is heard that increases in volume and frequency with engine speed;
• The spring mechanism jamming – this is more common in older engines;
• Inadequate lubrication of the lifter roller wheel surface causing friction on the lobe (this generally results in a squeaking noise);
• Softened valve springs which also require replacement; or,
• Worn lifter buckets.

A failed hydraulic lifter can bend the pushrods which can then fall out of the space between the rocker arm and the top of the lifter. Once a pushrod falls out of that space, it may cause broken rocker arms, broken valves, cracked heads, a damaged cam or total engine failure.

It is recommended that the lifters be replaced every 100,000 kilometres, though failure of the hydraulic lifters is more common in engines with high-lift camshafts because higher spring pressure are required to prevent valve float, putting extra pressure on the lifter. Replacing the lifters requires that the cylinder heads be removed such that new head gaskets and head bolts are required.

Hydraulic lifter noise

From cold start-up, the hydraulic lifters may make a tapping noise. The most common cause of hydraulic lifter noise is particles in the engine oil becoming jammed between the lifter plunger and the lifter body, causing the plunger to become stuck down. The clearances between the plunger and body of a hydraulic lifter can be as little as 3 microns (0.003 mm) such that any particle larger than this in the oil can jam the lifter plunger in its body.

Lifter noise may also be caused by aeration of engine oil in the lifter’s pressure chamber since this increases valve closing velocity. Aeration of engine oil may be caused by:

• air in the higher pressure chamber of the lifter affecting valvetrain lash;
• air that is ingested into the lifter during a cold start due to a suction side leak at the oil pump or oil pump pick-up tube O-ring; or,
• low oil levels and high engine speeds.

Once air gets into the high pressure chamber, it will be slowly expelled through the narrow clearance of the plunger and body.

Rocker bearing failure

The rocker bearings – which sit on top of the valve train and transfer energy from the pushrod to the valve – can develop a sideways slop which can damage the valve tops, the rocker or valve springs. Furthermore, the rocker bearings can split such that the needle bearings fall out and end up in the oil pan.

Trunion bearing upgrade kits can be installed in the factory rockers which reduce sideways movement and provide a better range of vertical movement. Alternatively, after-market roller rockers can be installed which have better geometry than the standard rockers and control the valve more precisely via the centre of the valve tip.

Valve spring failure

The LS engine has ‘beehive’, single valve-type valve springs (as opposed to a dual valve spring which has a smaller spring inside the primary spring) and, in rare cases, the valve spring may break at its top where the coils are tightly wound. If a single valve-type valve spring breaks, it is common for the valve to be dropped, causing significant engine damage; sometimes, however, the valve may be held up by the valve locks when the spring is breaks. Symptoms of broken valve spring include:

• Engine vibrations;
• Loss of power beyond 4000 rpm;
• Misfire under load; and,
• Constant misfire.

If the vehicle is driven with a broken valve spring, a valve may come into contact with the piston, causing the valve to be bent. Furthermore, if the valve head breaks off, the engine will seize. To fix a failed valve spring, the cylinder heads need to be removed so that a new valve, head gasket and head bolts can be fitted.

For durability, it is recommended that high rpm are avoided when the engine is cold.

Automatic transmissions

• When driving at highway speeds, the transmission may downshift from fourth to third gear but would not subsequently engage fourth gear – this was due to transmission fluid loss and may require the O-rings in the gearbox to be replaced.
• A clunking noise when the gearshift is moved into park may require a revised transmission slider guide to be fitted (introduced in mid-1999).
• For V6 Commodores, the automatic transmission may require significant throttle openings to downshift when driving at 70-85 km/h in fourth gear due to the original transmission calibration. In mid-2000, a revised Memcal transmission calibration was released to overcome this problem.

Manual transmissions

• At the first use of the clutch pedal after a cold start, there may be a squealing noise which recurs when the clutch is disengaged – this may be due to incorrect fitment, damage or a lack of lubrication of the spigot bush.
• For VT Commodores with the 5.0-litre engine, the tail shaft yoke that enters into the rear of the gearbox can cause oil leaks from the rear of the gearbox; a revised yoke was introduced in late 1998. Furthermore, a growling noise from the pedal area when the clutch is released may be due to the clutch pressure plate; a hydraulic damper was subsequently released to reduce this noise.
• For VT Commodores with the 5.7-litre V8 engine:
  • The gearshift knob may vibrate in third or fourth gear at wide open throttle openings from 2500-4000rpm due to excessive clearance between the shifter knob and lever; from March 2002, gearshift knobs were glued on. Furthermore, the gearshift lever may rattle due to excessive clearances in the remote shifter linkages; a revised remote shifter was introduced in late 2003.
  • It may be difficult to engage gears and the clutch pedal may feel soft and/or have a low disengagement point due to a chemical reaction between the clutch fluid and clutch slave cylinder housing (which produces a gas in the hydraulic system); a revised clutch slave cylinder was released in late 2003.
  • It may not be possible to select gears if the remote shifter mechanism front pivot ball dislodges from the nylon retainer – this may occur if excessive force is used for gear changes. A metal reinforcing plate was subsequently introduced to prevent this from occurring.
  • Excessive road or gear noise from the transmission shifter area may be due to a split inner boot or a loose retainer plate. A revised gearshift boot and retainer plate was introduced in early 2002.

Suspension and tyres

• Excessive rear inside tyre wear may require a rear camber kit to correct wheel angles. However, worn control arm bushes can also affect wheel alignment and tyre rear.
• Noises from the front suspension during low speed manoeuvres may be due to the rubber bushes on the front sway bar links having compressed or split.
• Grinding noises from the front wheels when cornering may be due to the ingress of small stones or dirt into the front strut upper support bearing; a foam dust seal was subsequently released to reduce this problem.
• The radius rod which joins the front lower control arm to the front of the engine cross member was susceptible to wear and the rubber could split. Furthermore, the bushes on the rear of the radius rod (in the lower control arm) could wear, move rearward during braking and cause a clunking noise.

Steering

• After long drives or high operating temperatures, there may be a clunking noise from the front of the vehicle that is also felt through the steering wheel when turning – this may be caused by excessive movement of the inner tie-rod end of the steering rack. A revised tie-rod was introduced in early 2001.
• Excessive free play in the steering wheel may be due to the upper bearing of the steering column failing; a revised bearing was introduced in 2001.

ABS warning light

The ABS warning light may illuminate due to the left front ABS sensor lead coming into contact with the sway bar link rod; a retaining clip was introduced in late 1999 to prevent this.

Rust

The chassis rails of VT Commodore are susceptible to rust on the curved section which curves up towards the firewall (inboard of the front wheels). In some cases, it is thought that the rust may be caused by the air conditioning unit dripping water onto the rails.