Overview

Released in August 2004, the Holden VZ One Tonner was a two-door cab chassis. Manufactured in Elizabeth, South Australia, the VZ One Tonner was available with newly-introduced 3.6-litre V6 and 5.7-litre V8 petrol engines. As per the table below, the VZ One Tonner range initially consisted of rear-wheel drive One Tonner and One Tonner S models. In March 2005, however, four-wheel drive Cross 6 variants were released.

Engines: Alloytec V6 and LS1 V8

Of the engines,

• The newly-introduced 3.6-litre ‘Alloytec’ LE0 V6 petrol engine had all-aluminium construction, a forged steel crankshaft, forged powdered metal connecting rods, twin knock control sensors, double overhead camshafts (DOHC), sequential electronic fuel injection, four valves per cylinder, continuously variable intake camshaft phasing, electronic throttle control, a compression ratio of 10.2:1 and coil-on-plug ignition. Impressively, ninety per cent of peak torque was available from 1630-5460 rpm; and,
• The 5.7-litre LS1 pushrod V8 engine had all-aluminium construction, flat-topped pistons, two valves per cylinder, twin knock control sensors and a compression ratio of 10.1:1. For the VZ range, the LS1 engine received electronic throttle control.

Transmissions

Of the rear-wheel drive V6 models, the One Tonner was available with four-speed 4L65E automatic and six-speed Aisin D173/AY6 manual transmissions; the Cross 6, however, was solely available with the four-speed 4L60E transmission. Models with V8 engines were fitted either 4L65E automatic or six-speed Tremec T56 manual transmissions.

Development and VY comparison

In addition to the 3.6-litre Alloytec V6 engine, the VZ One Tonner introduced improved off-centre steering feel, Bosch 8.0 ABS (for models with V6 engines) and new brake boosters, brake master cylinders and power steering pumps. Visually, the VZ One Tonner could be identified by its new grille, bonnet and more compact headlights.

Like the VY One Tonner , the VZ One Tonner had part-monocoque and part chassis frame construction with a ‘torque arm’ system which consisted of two vertical uprights at the front of the chassis frame which bolted to the back of the cab. Similarly, the VZ One Tonner was 5230 mm long, 2047 mm wide, 1507 mm tall and had a 3200 mm long wheelbase.

Suspension

The VZ One Tonner had MacPherson strut front suspension and a live rear axle with leaf springs, a reinforced prop shaft and rear axle housing, heavy duty wheels and specially developed tyres. As a result, the One Tonner had maximum front and rear axle loads of 1180 kg and 1800 kg, respectively. Gross Vehicle Mass was 2826 kg and, allowing for fuel, passengers, a rear tray and other accessories, payload was greater than 1000 kg for typical work situations.

For the VZ One Tonner, changes were made to front stabiliser bar geometry for sharper steering response.

Cross Trac: permanent four-wheel drive system

The Cross 6 variants were fitted with Holden’s ‘Cross Trac’ permanent four-wheel drive system which included a New Venture NV124GM transfer case and three open differentials (front, centre and rear). In normal conditions, the Cross Trac system provided a 38:62 front:rear torque split.

In the event that excessive wheel spin was detected at any wheel, the brakes would be applied to that wheel to redistribute torque to the wheels with more traction – this operation was termed an ‘automatic brake differential’ or ABD by Holden. Developed by Holden for local conditions, the Cross Trac system included calibrations for dirt roads and loose surfaces.

Safety equipment

Standard safety equipment for the VZ One Tonner included a driver’s airbag and front seatbelts with pretensioners and load limiters.

The One Tonner S was further equipped with ABS, while One Tonner S models with V6 engines were also equipped with brake assist electronic brake force distribution. Relative to the V6-powered One Tonner S, the Cross 6 added traction control.

Brakes

The VZ One Tonner had 296 mm by 28 mm vented front brake discs with twin-piston calipers and 286 mm by 16 mm solid rear brake discs with single piston calipers.

Features

Standard features for the VZ One Tonner included 15-inch steel wheels, a four speaker sound system with CD player, cruise control, automatic head lights, remote central locking, power adjustable driver’s seat, power windows and mirrors, height and reach adjustable steering column, trip computer and immobiliser; the Cross 6 was similarly equipped but had 16-inch steel wheels.

The One Tonner S was further equipped with 16-inch alloy wheels, air conditioning and a leather-wrapped steering wheel.

Specifications

• Specifications: Alloytec V6 engine (July 2004)
• Specifications: VZ Ute, Crewman and One Tonner (August 2004)
• Specifications: Holden VZ Ute, Crewman and One Tonner (May 2005)
• Specifications: Holden VZ One Tonner and Crewman – Cross 6 and Cross 8 (May 2005)

Related links

• Product Information: VZ Ute, Crewman and One Tonner (August 2004)
• Holden Media Archive: Holden’s New All Wheel Drive One Tonner Cross 6 (February 2005)
• Wikipedia.org: Holden VZ Ute, One Tonner and Crewman

Overview

Released in September 2004, the Holden VZ Monaro was a four-seat, two-door coupe. Manufactured in Elizabeth, South Australia, the rear-wheel drive Monaro was powered by a 5.7-litre V8 petrol engine.

LS1 engine and transmissions

The 5.7-litre LS1 pushrod V8 engine had all-aluminium construction, flat-topped pistons, two valves per cylinder, twin knock control sensors and a compression ratio of 10.1:1. For the VZ Monaro, the introduction of electronic throttle control, a revised camshaft, high output calibration for premium unleaded petrol, a new induction system and the fitment of a full-length split dual exhaust increased peak power to 260 kW.

The V8 engine was available with the heavy-duty 4L65E automatic transmission (with a final drive ratio of 3.46:1) or the six-speed Tremec T56 M12 manual transmission. Compared to the Tremec T56 MM6, the M12 transmission had generally shorter gear ratios (2.97/2.07/1.43/1.00/0.84/0.57 and a final drive ratio of 3.46).

 V2 Monaro comparison

Compared to the V2 Monaro , changes for the VZ Monaro included:

• camshaft modifications for improved low to mid-range power delivery;
• a new brake booster and master cylinder;
• variable ratio power-assisted steering with improved feel;
• since the VZ Monaro was exported to the US as the Pontiac GTO, the fuel tank was relocated between the rear axle and rear seat to satisfy safety requirements; and,
• a rear underbody tray was fitted which reduced rear lift by 16 per cent from 100 km/h.

Visually, the VZ Monaro could be identified by its twin bonnet scoops, more angular headlights and grille opening, mesh grille, deeper-dished 18-inch alloy wheels and big-bore 95 mm dual exhausts. Inside, there were colour-coded instrument clusters, Piano Black centre stack and sports instrument binnacle with oil pressure and voltmeter gauges.

Dimensions

The VZ Monaro was 4798 mm long, 1841 mm wide, 1397 mm tall and had a 2788 mm long wheelbase; kerb weight was 1692 kg and 1698 kg for models with manual and automatic transmissions, respectively (approximately 50 kg heavier than its V2 predecessor).

Suspension

The VZ Monaro had MacPherson strut front suspension and independent rear suspension with semi-trailing arms.

Safety equipment

Standard safety equipment for the VZ Monaro included dual front airbags, front side airbags, ABS, electronic brake force distribution, brake assist, traction control, active front seat head restraints, anti-submarining seat ramps and front seatbelts with pretensioners and load limiters.

Brakes

The VZ Monaro had 320 mm by 32 mm ventilated front brake discs with twin-piston calipers with and 286 mm by 18 mm ventilated rear discs.

ANCAP crash testing

In ANCAP crash testing , post-February 2004 Monaro CV8 vehicles received a four star adult occupant protection rating with a score of 26.89 out of 37. In the offset crash test, the passenger compartment held its shape well but protection from serious chest injury was marginal for the front passenger. In the side impact test, there was a moderate risk of serious abdomen injury for the driver.

Features

Standard Monaro features included 18-inch alloy wheels, a ten speaker sound system (including two subwoofers) with six-disc CD player, dual zone climate control air conditioning, leather seats and door inserts, power adjustable front seats with driver’s seat memory settings, steering wheel audio controls, cruise control, rear parking sensors, front fog lights, automatic headlights, a leather-wrapped steering wheel and gearshift, remote central locking, power windows and mirrors, an electrochromatic rear view mirror, stainless steel sill plates, a trip computer and an immobiliser.

The Monaro CV8 was also fitted with a limited slip rear differential.

2005 Monaro CV8-Z

In August 2005, a limited-run Z edition of the CV8 was released. Compared to the standard CV8, the CV8-Z featured five-spoke 18-inch machined-face alloy wheels with CV8-Z logo, a power sunroof, black bonnet scoop accents and modified rear lamps.

Downloads

• Features: VZ Monaro (August 2004)
• Specifications: VZ Monaro (August 2004)
• Brochure: Holden VZ Monaro (November 2004)

Related links

• Holden Media Archive: The 2004 Holden Monaro (September 2004)
• Wikipedia.org: Holden Monaro (third generation)

Recalls: Holden VZ One Tonner

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 recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Holden VZ One Tonner

• In June 2005, a recall was issued for Holden VZ One Tonner vehicles due to a condition in which the front brake hose could slide out of the retaining bracket on the front strut (PRA 2005/7811).
• In September 2005, a recall was issued for Holden VZ One Tonner vehicles due to a potential wiring harness routing and retention condition that could interfere with the driver’s foot when applying the brake pedal. The recall applied to a specific range of base/level 1 VZ models (PRA 2005/8059).
• In March 2006, a recall was issued for Holden VZ One Tonner models manufactured prior to 2 December 2005 that were fitted with front seat-mounted side airbags. The electrical earth wire fitted underneath either front seat could become detached, potentially causing an electrostatic charge to transfer through the seat and causing unintended deployment of the front side airbag when the vehicle was stationary and while an occupant was exiting one of the front seats (PRA 2006/8380).

Problems and faults: Holden VZ One Tonner

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: O₂ sensor

For VZ One Tonner models with V6 engines, the left oxygen sensor wiring may fail due to its proximity (less than 30mm) to the exhaust manifold heat shield. In October 2004, a clip was added to secure the wiring further away from the heat shield.

VZ One Tonner: LS1 V8 engines

Overview

With the exception of the early 5.7-litre LS1 V8 engines, 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.

LS1 V8 engines: starter motor

For models with V8 engines, the starter motor may work intermittently due to components in the Powertrain Interface Module (PIM) being susceptible to static. A revised PIM was subsequently released.

Transmission

For VZ One Tonner models with automatic transmissions, thudding noises during gear changes may be due to worn shift solenoids.

Problems and faults: Holden VZ One Tonner

• A rattling noise from the steering column when driving at highway speeds or on coarse roads may be due to the steering column adjuster spring vibrating against the steering column housing – a cable tying the two sides of the spring together may alleviate the problem.
• The fuel gauge may be inaccurate for readings below one-quarter of a tank – a revised fuel gauge calibration was introduced in late 2003 for this problem. Alternative causes, however, include a bent fuel float and faulty sender unit.

Recalls: Holden VZ Monaro

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 recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Holden VZ Monaro

• In March 2006, a recall was issued for Holden VZ Monaro models manufactured from 1 April 2003 to 2 December 2005 that were fitted with front seat-mounted side airbags. The electrical earth wire fitted underneath either front seat could become detached, potentially causing an electrostatic charge to transfer through the seat and causing unintended deployment of the front side airbag when the vehicle was stationary and while an occupant was exiting one of the front seats (PRA 2006/8380).
• In March 2006, a recall was issued for Holden VZ Monaro models built from 1 May 2004 to 30 July 2004 due to the incorrect fitment of a plastic clip to the plenum panel. If fitted, the circular clip could contact the engine fuel feed hose, potentially causing a fuel leak and fire hazard (PRA 2006/8407).

Problems and faults: Holden VZ Monaro

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.

VZ Monaro: LS1 V8 engine

Overview

With the exception of the early 5.7-litre LS1 V8 engines, 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.

LS1 V8 engine: other problems

• Within the LS1 engine bay, the plastic engine shroud could rub and cause wear on the fuel hoses.
• 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.

Transmissions

• The spigot bearing for the Tremec T56 transmission was susceptible to failure, producing a whirring noise when the engine is running and difficulty selecting gear.
• The clutch pedal to clutch master cylinder pushrod pivot pin and bush may become dry and squeak – applying Molybond GA10 grease to the pin and bush will reduce this.

Suspension

The suspension bushes wear over time and eventually require replacement. A common modification is to fit polyurethane bush kits that enhance steering feel, reduce tyre wear and last longer than the standard suspension bushes.

Water and rust

If the drain holes become blocked, water can collect inside the front chassis rails and cause corrosion.

Problems and faults: Holden VZ Monaro

• The starter motor may work intermittently due to components in the Powertrain Interface Module (PIM) being susceptible to static. A revised PIM was subsequently released.
• A rattling noise from the steering column when driving at highway speeds or on coarse roads may be due to the steering column adjuster spring vibrating against the steering column housing – a cable tying the two sides of the spring together may alleviate the problem.
• The fuel gauge may be inaccurate due to a bent fuel-level float arm or faulty fuel level sender unit.
• The audio controls in the steering wheel may work intermittently due to loose connections between the wheel and radio head.
• Poor radio reception may be due to invisible cracks in the rear window defogger grid lines.

Released in September 2004, the Holden VZ Monaro was a four-seat, two-door coupe. Manufactured in Elizabeth, South Australia, the rear-wheel drive Monaro was powered by a 5.7-litre V8 petrol engine… Read full Holden VZ Monaro review

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Released in August 2004, the Holden VZ One Tonner was a two-door cab chadsis. Manufactured in Elizabeth, South Australia, the VZ One Tonner was available with newly-introduced 3.6-litre V6 and 5.7-litre V8 petrol engines. Furthermore, the VZ One Tonner range initially consisted of rear-wheel drive One Tonner and One Tonner S models. In March 2005, however, four-wheel drive Cross 6 variants werReleased… Read full Holden VZ One Tonner review

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