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Recalls & faults: Holden VE Commodore (2006-13)

Stephen Tomlinson — Sun, 21 Mar 2021 00:30:54 +0000

Recalls: Holden VE 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 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 VE Commodore

2006 Holden VE Commodore V8: incorrectly manufactured fuel hose

In October 2006, a recall was issued for Holden VE Commdore vehicles with 6.0-litre V8 petrol engines manufactured from July 2006 to August 2006 for an incorrectly manufactured fuel hose which connected the main fuel line and the injector rail in the engine bay (PRA 2006/8821).

2006 Holden VE Commodore: incorrectly manufactured belt buckle

In November 2006, a recall was issued for
Holden VE Commodore vehicles built prior to 11 September 2006 due to an incorrectly manufactured rear seat belt buckle (PRA 2006/8869).

2006-07 Holden VE Commodore LPG: undersized O-rings

In April 2007, a recall was issued for Holden VE Commodore vehicles with a factory-fitted LPG system that were manufactured from November 2006 to April 2007 for undersized O-rings in the LPG service valve hand tap (PRA 2007/9185).This recall was subsequently revised due to additional cylinders being identified with the same defect.

Holden VE Commodore V6: potential fuel leak

In January 2008, a recall was issued for VE Commodore vehicles fitted with 3.6-litre V6 petrol engines as one of the fuel lines in the engine compartment could rub against a fuel vapour hose clip. For the VINs of the recalled vehicles, please see PRA 2008/9759.

2006-08 Holden VE Commodore: ‘Surveillance Mode’ could turn off headlights

In April 2008, a recall was issued for current and former police and emergency service Holden VE Commodore vehicles that were manufactured prior to 12 March 2008 – when the ‘Surveillance Mode’ switch was pressed, the headlights would turn off when the headlight switch was in the ‘Auto’ position (PRA 2008/9988).

2009 Holden VE Commodore 3.0 SIDI V6: brake booster assistance

In December 2009, a recall was issued for VE Commodore Omega models fitted with the 3.0-litre V6 petrol engine for a condition in which brake booster power assistance may not be available after a cold engine start. As a result, increased brake pedal effort may be required. The recalled vehicles were in the VIN range 6G1EK##F#AL400777 to 6G1EK##F#AL420262 (PRA 2009/11279).

2012-13 Holden VE Commodore LPG: engine may stall and not restart

In August 2013, a recall was issued for Holden VE.II Commodore vehicles that were fitted with LPG engines and manufactured between 12 December 2012 and 13 May 2013. In some of these vehicles, certain LPG vaporisers were manufactured with an incorrect diaphragm spring which could affect the operation of the diaphragm. When the diaphragm was worn, additional LPG could be delivered to the engine, causing the engine to stall and not restart. The recalled vehicles were in the VIN range 6G1EK8E49CL711575 to 6G1EK5E4XCL721384 (PRA 2013/13682).

2013 Holden VE Commodore: wiper motor may fail

In June 2014, a recall was issued for VE.II Commodore vehicles that were manufactured between 27 February 2013 and 31 October 2013. In these vehicles, the driven gear in the wiper motor may fail due to incorrect grease application. As a result, the windscreen wipers may not work and visibility could be reduced, thereby posing an accident hazard to the driver and other road users. The recalled VE Commodore vehicles had VINs in the range 6G1 EK8E49CL 711575 to 6G1 NP5E21EL 946263 (PRA 2014/14168).

2011-13 Holden VE Commodore LPG: valve may restrict fuel supply

In July 2014, a recall was issued for Holden VE.II Commodore vehicles with LPG engines that were manufactured after 10 February 2011. In these vehicles, the LPG excess flow valve may restrict fuel supply to the engine and reduce engine performance. If this occurred, the driver would not be able to increase engine speed, potentially posing an accident hazard to the driver and other road users. The recalled vehicles had VINs in the range 6G1 EK8E40CL 600008 to 6G1 NN5E48EL 987612 (PRA 2014/14189).

2011-13 Holden VE Commodore with LPG engine: potential fuel leak

In July 2017, a recall was issued for Holden VE Commodore vehicles that had LPG engines and were manufactured after 10 February 2011. If the LPG vaporizer had been serviced or replaced, there could be a loose electrical ground connection that could cause an electrical arc in the LPG fuel feed hose. If this occurred, there was a risk of a fuel hose leak or fire which posed a hazard to vehicle occupants and other road users. The recalled vehicles had VINs in the range 6G1EK4E40CL600020 to 6G1NP5E4XFL147410 (PRA 2017/16025).

Problems and faults: Holden VE 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.

2006-07 Holden VE Commodore V6: stretched timing chains

In January 2006, 7.7 mm inverted tooth timing chains were introduced for the LE0, LW2 and LY7 Alloytec V6 engines, replacing 9.5 mm pitch roller chains. For some – but not all – of these timing chains, the chain links were not manufactured in accordance with design specifications and the chains could become elongated (also known as ‘stretched timing chains’). According to GM Bulletin H08-0601-01, chain elongation was expected to occur in early engine life (i.e. 10,000 kms to 20,000 kms). There have, however, been reports of timing chain elongation occurring at significantly higher kilometres.

Elongation of the timing chains would cause,

the Malfunction Indicator Lamp (MIL or ‘Check Engine’ light) to illuminate; and
the ECU to log fault codes P0008, P0009, P0016, P0017, P0018 and P0019 which indicated that camshafts on either bank of the engine were misaligned with the crankshaft.

The V6 engines with timing chains susceptible to elongation were produced from January 2006 to engine build date 18 May 2007 (18/5/2007); this production range corresponded to engine numbers between H053340001 and H071380576.

The typical chain elongation observed was a minimum of 3 mm on a doubled-up chain. Where the timing chains had become elongated, they had to be replaced. The idlers, guiders and tensioners, however, did not require replacement, though the guides should be inspected for any abnormal wear.

Holden VE SIDI V6: carbon deposits/build-up

The VE Commodore’s 3.0- and 3.6-litre V6 direct injection (SIDI) engines were susceptible to accumulating carbon deposits (or build up) on the intake valves. In these direct injection engines, carbon deposits may accumulate on the stem and throat of the intake valve due to:

the vaporisation of oil which is not trapped by the oil separator; or
unburned fuel and exhaust gases that escape past the piston rings and enter the crankcase (‘blow-by’).

Since direct injection engines do not spray fuel on the backside of the intake valves, the detergent properties of the fuel cannot remove the carbon build up (as occurs in port injected engines). Symptoms of carbon deposits on the intake valve include difficulty starting the vehicle (hard starting), misfiring, misfire engine codes and reduced engine performance. Potentially, these deposits can result in damage to the catalytic converter if bits of the deposit break off and enter the exhaust. To remove the carbon deposits, the intake must be removed and the valves cleaned manually. To reduce the incidence of carbon deposits, a common aftermarket modification is the fitment of an oil vapor catch. The catch can receives dirty air from the crankcase via the Positive Crankcase Ventilation (PCV) valve, filters it and returns it to the intake manifold via the PCV port.

2006-12 Holden VE Commodore V6: intermittent engine hesitation or flutter

In February 2012, General Motors issued Technical Service Bulletin PI0090E for 2004-12 model year vehicles which had the following ‘Alloytec’ V6 engines –

LY7: 3.6 litre high-output V6 (introduced in August 2006 for Holden’s VE/WM range);
LF1: 3.0-litre SIDI V6 (introduced in September 2009 for Holden’s VE/WM range);
LLT: 3.6-litre SIDI V6 (introduced in September 2009 for Holden’s VE/WM range);
LFW: 3.0-litre SIDI V6 with flex-fuel capability (introduced in September 2010 for Holden’s VE/WM range); and
LFX: 3.6-litre SIDI V6 with flex-fuel capability (introduced in November 2011 for Holden’s VE/WM range).

Since the technical service bulletin identified the Pontiac G8 and Chevrolet Caprice PPV, both of which were produced by Holden, this bulletin is considered applicable Holden’s VE and WM ranges.

In these engines, the exhaust camshaft position sensor (bank 1) or intake camshaft position sensor (bank 1) may have had intermittent or poor connections at the terminals in the harness connector. This could cause the engine control module (ECM) to be temporarily unable to determine engine position such that it would stop fuelling and sparking. The ECM would require at least one engine revolution to resynchronise and, if it did, it would not log a diagnostic trouble code (DTC).

To fix, the intake camshaft position (CMP) sensor was to be cleaned or replaced as needed.

2006-09 Holden VE Commodore SS (V8) with 6L80 automatic transmission: slips in reverse or third, delayed reverse or drive engagement, and harsh 2-3 shifts

In February 2014, General Motors issued Service Bulletin 09-07-30-004J for 2006-09 model year vehicles that were fitted with the 6L80 automatic transmission; since this included Pontiac G8 which was produced by Holden, this bulletin is considered applicable to the Holden VE/WM and HSV E-Series ranges. According to the bulletin, these vehicles may exhibit the following conditions:

Slip when reverse was selected or no reverse;
Delayed engagement into reverse;
Illumination of the malfunction indicator light (MIL). DTCs P0776, P2715 or P2723 may be logged in the transmission control module (TCM);
Harsh gearshifts from second to third gear;
Harsh gearshifts from fourth to fifth, or slips in fifth; and,
Slips on acceleration when overtaking.

For 2006-08 model year vehicles, these symptoms may be caused by a cracked 1-2-3-4 / 3-5-R clutch housing. To fix, the cracked housing was to be replaced.

For 2006-09 model year vehicles, however, a harsh 2-3 shift condition could be caused by leaking 1-2-3-4 and 3-5-R clutch fluid seal rings on the transmission fluid pump cover assembly. To fix, new clutch fluid seal rings were to be fitted. In December 2008, a 2-piece seal ring was implemented and this overcame the fault of the previous 1-seal ring design.

2006-12 Holden VE Commodore SS (V8) with 6L80 automatic transmission: slip or no fourth, fifth or sixth gear

In July 2012, General Motors issued Technical Service Bulletin PI0773 for 2006-12 model year vehicles that had six-speed 6L80 automatic transmissions; since this bulletin included the Pontiac G8 manufactured by Holden, it is applicable to the Holden VE and HSV E-Series ranges. As per the bulletin, these vehicles may exhibit the following symptoms:

Illumination of the Malfunction Indicator Lamp (MIL) and Diagnostic Trouble Code (DTC) P0796 being logged in the Transmission Control Module (TCM);
Slip or no fourth gear;
Slip or no fifth gear; and,
Slip or no sixth gear.

According to the bulletin, these conditions may be caused by distress to the 4-5-6 clutch. To diagnose, the pump was to be dis-assembled and inspected for the following:

Scored pump rotor or pump vanes;
A scored pump cover or pump rotor pocket;
A cracked pump slide.

Holden VE Commodore with six-speed auto: clunk noise on take-off

General Motors issued a service bulletin for Holden VE Commodore vehicles that had six-speed automatic transmissions. When accelerating from rest under light to medium throttle, the driver may notice a ‘thud’ or ‘clunk’ noise from the rear of the vehicle immediately after take-off. According to the service bulletin, the noise would only be heard when moving forward in Drive mode or Sports mode, but would not be experienced in Active Select (A/S) mode.

The clunk noise was attributed to the transmission making a clutch change while in first gear. Specifically, the transmission changed from a first locked (CBR1 clutch locked) to a first freewheel (CBR1 clutch released) state at 4 km/h. The driver does not usually feel the clutch transition of CBR1 releasing since the first gear ratio was maintained. However, the disengagement of the CBR1 clutch and the engagement of the one-way clutch caused a torque-spike that could produce a clunk noise at the driveline end of the vehicle.

According to the service bulletin, owners were to be informed that the noise was a ‘known, normal characteristic of the transmission’ and that it was ‘not detrimental to the life of the vehicle’.

2009-10 Holden VE Commodore SS (L76 AFM): oil consumption

In October 2012, General Motors issued Technical Service Bulletin 10-06-01-008F for 2009-11 vehicles with 6.0-litre L76 V8 engines that were manufactured prior to February 2011. For these vehicles, the owner may notice:

Engine oil consumption;
Illumination of the ‘service engine soon’ light; and/or
Rough running of the engine.

According to the bulletin, oil consumption of 1 litre per 3200- 4800 km was considered normal, though excessive oil consumption could have two causes –

1. Oil spray discharged from the AFM pressure relief valve within the crankcase
Under most driving conditions and drive cycles, discharged oil did not cause a problem. Under certain conditions, such as extended high engine speed operation in combination with parts at the high end of their tolerance specification, the oil spray quantity may be more than usual – this could cause excessive deposit formation in the piston ring grooves which increased oil consumption and could cause cracked/fouled spark plugs (#1 and/or #7).

To fix, an AFM shield was to be installed, the pistons cleaned and a new oil pan gasket installed. If this did not correct the condition, it may be necessary to replace all of the piston assemblies (pistons and rings) with new parts).

2. Oil pulled through the PCV system
PCV pullover or an over-active lifter could cause oil to be pulled through the PCV system even at low mileages. A correctly functioning PCV system should only leave a film of oil in the intake manifold. If inspection of the intake manifold showed oil puddling in the bottom, then the left valve cover would need to be replaced with an updated part and new left rocker arm covers were also to be fitted. The revised rocker arm cover had a relocated PCV drain hole that prevented oil from entering the intake manifold.

2009-10 Holden VE Commodore SS (L76 V8): ticking valve lifters at start-up

In January 2011, General Motors issued Technical Service Bulletin #10-06-01-007B for vehicles with L76 V8 engines. For these L76 V8 engines, the valve lifters could make a ticking noise when the engine was started and had been off for two hours or more prior to starting; the ticking noise could last from two seconds to ten minutes.

According to the technical bulletin, the valve lifter ticking noise may be caused by any of the following:

Aerated oil in the valve lifter body, resulting in the valve lifter being unable to purge the air quickly;
A low engine oil level or incorrect oil viscosity;
Dirty or contaminated oil;
A lower internal valve lifter oil reservoir level;
Debris in the valve lifter; or,
A high valve lifter leak down rate.

General Motors’ Service Information (SI) diagnostics were to be used to isolate the cause of the valve lifter tick noise. If the noise could not be isolated, however, the engine oil was to be topped up if low, or replaced if it was of incorrect viscosity or contaminated. If this did not resolve the problem, the lifters were to be replaced.

2009-13 Holden VE Commodore SS with L76/L77 V8 AFM engine: low oil pump pressure due to sticking oil pressure relief valve

In May 2013, General Motors issued Technical Service Bulletin PIP4158F for 2007-13 model year vehicles that had the following engines –

L76: 6.0-litre V8 with AFM hardware;
L77: 6.0-litre V8 with AFM hardware and flex-fuel capability;
LS2: 6.0-litre V8 for HSV models;
LS3: 6.2-litre V8 for HSV and, subsequently, Holden models; and,
LS7: 7.0-litre V8 for the Chevrolet Corvette and HSV W427.

Due to the oil pump pressure relief valve sticking, these engines may experience low oil pressure, no oil pressure and/or engine noise. In some cases, these symptoms would occur intermittently if the valve freed up when the engine cooled down.

If GM’s Service Information (SI) diagnosis isolated low mechanical oil pressure at the oil filter housing and oil pressure sensor, the oil pump was to be replaced, the oil cooler lines flushed (if fitted), the inside of the oil pan cleaned, the oil changed and the oil filter replaced.

2013 Holden VE Commodore SIDI V6: Torque Converter

For Holden VE Commodore models with 3.0-litre SIDI V6 engines, the torque converter in approximately 500 vehicles produced in 2013 caused shuddering and required replacement.

Holden VE Commodore SS (L98 V8 engine): clutch and slave cylinder

For Holden VE Series I models with the L98 V8 engine and T56 manual transmission, the slave cylinder was made from plastic and could develop leaks such that the clutch pedal would stay down when the car was driven under repeated high loads; the clutch would also slip at high rpm and wear prematurely.

To fix, the clutch and slave cylinder had to be replaced. A common improvement (often performed under warranty) was to fit the higher-rated LS7 clutch and improved slave cylinder that was introduced in the HSV E-Series range in April 2008 for the LS3 engine and the Holden VE.I range in September 2009 for the TR6060 transmission. The LS7 clutch had a 290 mm higher clamp load, an increase of 24 per cent over its predecessor.

2009-11 Holden VE Commodore SS (L76/L77 V8 engine): belt squeak noise and/or crankshaft balancer wobble

In January 2012, General Motors issued Technical Service Bulletin PIP4750D for 2008-12 model year vehicles which had the following V8 engines –

L76: 6.0-litre V8 with AFM hardware (introduced in January 2009 for Holden VE vehicles);
L77: 6.0-litre V8 with AFM hardware and flex-fuel capability (introduced in September 2010 for Holden VE Series II vehicles);
LS3: 6.2-litre V8 (introduced in April 2008 for the HSV E-Series); and,
LS7: 7.0-litre V8 (used in the Chevrolet Corvette and HSV W427).

Since the bulletin identified the Pontiac G8 and Chevrolet Caprice, both of which were produced by Holden, this bulletin is considered applicable to Holden’s VE and WM ranges and HSV’s E-Series.

According to the bulletin, these engines may:

Emit a belt squeak noise. If this occurred, the drive belt was to be replaced; and/or,
Exhibit a crankshaft balancer that appeared to be out of balance (i.e. appeared to wobble while the engine was running). The technical bulletin described a procedure to measure balancer run-out and, if greater than 4 mm, the crankshaft balancer was to be replaced.

Holden VE Commodore SS: LS98, L76 and L77 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.

L98, L76 and L77 V8 engines: other problems and faults

The serpentine drive belt may squeal after start-up due to the air conditioning compressor being misaligned or problems with the power steering pulley.
An oil leak may develop at the rear of the V8 engine due to a porous aluminium engine casting.
For pre-November 2009 models with V8 engines, the air conditioning belt may get thrown off – a revised air conditioning compressor bracket and pulley were subsequently released to fix this. Alternatively, a separated harmonic balancer or coolant leaking from the hose clamps may cause this.

Holden VE Commodore: rattling noise from front suspension due to ball joint corrosion

In August 2015, General Motors initiated for Customer Service Campaign 10058796-6065 for 2008-09 model year Pontiac G8 vehicles (which were manufactured by Holden); as such, Holden’s VE range is also considered to be susceptible to this problem. In these vehicles, the boots on the front lower control arms could become rigid in cold weather – this could allow water to enter the joint and corrode the surface of the ball joint. If this occurred, a loud metallic rattling noise may be heard from the front suspension when the vehicle is driven on rough road surfaces. As part of General Motors’ Customer Service Campaign, the warranty was extended to ten years or 120,000 miles (193,000 kilometres), whichever came first, for this condition.

Holden VE Commodore: knocking noises from front suspension

Knocking noises from the front suspension may be due to worn sway bar bushes or strut-top mounts/bushes.

Holden VE Commodore: Other problems and faults

Heater hoses and water pumps should be checked for possible leaks.
Water may leak through the firewall and a join in the plenum chamber, causing damp or mouldy carpets. Alternatively, water may leak into the front passenger foot well due to drain tubes cracking at the air box.
The windscreen washer container was susceptible to cracking – this was a common replacement item.

Recalls & faults: Holden RG Colorado utility (2012-20)

Stephen Tomlinson — Sat, 20 Mar 2021 23:45:52 +0000

Recalls: Holden RG Colorado utility

Overview

Recalls: Holden RG Colorado utility

2013-15 Holden RG Colorado utility: short circuit and fire hazard

In April 2015, a recall was issued for 2014 and 2015 Holde RG Colorado utilities that were manufactured from 4 September 2013 to 21 January 2015. In these vehicles, the alternator B+ electrical cable may have been assembled in contact with a steel bracket at the battery tray. Under certain driving conditions the insulation on the cable may wear – this could cause an electrical short circuit between the cable and the brake. In turn, the short circuit could cause the cable insulation to melt or catch fire, posing a risk to the vehicle occupants and a potential accident hazard to other road users. The recalled Holden RG Colorado vehicles had VINs in the range MMU145DK0EH600244 to MMU156FK0FH616228 (PRA 2015/14657).

2011-15 Holden RG Colorado Space Cab: missing seatbelt anchor bolt

In July 2015, a recall was issued for Holden RG Colorado vehicles with Extended/Space Cab bodies and second-row jump seats. In these vehicles, a bolt that was one of two fasteners securing the anchor bracket for the rear seatbelt buckles may not have been fitted during production. The absence of the seatbelt anchor bracket bolt may result in reduced performance of the rear seatbelts in the event of a collision – this presented an increased injury risk to rear seat occupants. The recalled Holden RG Colorado vehicles were manufactured from 15 September 2011 to 16 June 2015 and had VINs in the range MMU142ED0CH600065 to MMU145DK0GH607082 (PRA 2015/14806).

2015 Holden RG Colorado: front seatbelt retractor

In September 2016, a recall was issued for Holden RG Colorado vehicles that were manufactured from 12 January 2015 to 18 March 2015. In these vehicles, the bolt which held the front seatbelt retractor into the body of the vehicle may not have been correctly tightened during manufacture. In the event of a collision, the seatbelt may not restrain the occupant as intended, thereby increasing the risk of an injury. The recalled Holden RG Colorado vehicles had VINs in the range MMU145DK0FH615256 to MMU148LK0FH624321 (PRA 2016/15618).

Holden RG Colorado: label to be fitted to vehicle jack

In June 2017, a recall was issued for Holden RG Colorado vehicles because certain vehicle jacks that were sold by Holden Service Parts Organisation (HSPO) as service replacements were not fitted with the required AS/NZ2693 label; this label was necessary to describe the safe and correct usage of the jack. Furthermore, incorrect use of the vehicle jack could result in serious injury. As part of the recall, a label was to be fitted to the vehicle jack assembly (PRA 2017/16099).

Problems and faults: Holden RG Colorado utility

Overview

2012-13 model year Holden RG Colorado: fuel pipe and wiring harness

In October 2016, General Motors issued Customer Satisfaction Program L150631 ZCSP for 2012-13 model year Holden RG Colorado vehicles. In these vehicles, the fuel pipe and the chassis wiring harness could come into contact with each other when the fuel line was pressurised. As part of the Customer Satisfaction Program,

The chassis wiring harness was to be inspected to see if it was clipped into the lower brake pipe in two (2) locations as per its original design; and,
Two additional clips were to be fitted.

If there was any damage to the fuel pipe, it was to be replaced.

2014 model year Holden RG Colorado: fifth gear thrust washer fracture

In November 2016, General Motors issued Customer Satisfaction Program A151702040 ZCSP for 2014 model year Holden RG Colorado vehicles that had five-speed manual transmissions. If the vehicle was heavily loaded and driven at high speed, the fifth gear thrust washer could wear and fracture, causing the transmission to disengage fifth gear (described as ‘fifth gear jump-out’) and rear wheel lockup. To fix, the transmission was to be replaced.

2014-16 model year Holden RG Colorado: oil consumption

In September 2017, General Motors issued Service Update A172101890-ZSUB for 2014-16 model year Holden RG Colorado vehicles. According to the service update, the engine oil in these vehicles may ‘deplete’ earlier than the recommended oil service intervals and cause the engine to consume oil. To fix,

The engine oil was to be changed, replacing the 5W-30 oil with Premium HP Diesel/dexos2 5W-40 oil;
The engine oil cap was to be replaced; and,
The owner/service manual was to be updated to show the new engine oil specification.

2015-16 model year Holden RG Colorado: dipstick replacement

In July 2016, service bulletin A150711-ZSUB was issued for 2015-16 model year Holden RG Colorado vehicles. According to the service bulletin, a dipstick design change could cause ‘the perception of greater oil consumption than is actually the case’. The service bulletin provided a service procedure to fit a revised engine oil dipstick for 2015-16 model year Holden RG Colorado vehicles which would provide a more accurate indication of oil level.

2012-16 model year Holden RG Colorado: broken wiring harness

In October 2016, General Motors issued Special Coverage Adjustment 2017060-ZSPP for 2012-16 model year Holden RG Colorado vehicles. In these vehicles, the front door wiring harness may exhibit broken wires where the harness passed from the door through the A-pillar. During vehicle assembly, there may have been a small cut in the wiring PVC insulation. Over time, constant movement of the wiring harness during door open/close operation could break the wires. If this occurred,

The SRS airbag light may illuminate; and,
Diagnostic Trouble Code (DTC) B0085 or B0086 may be logged.

If the front door wiring harness was confirmed to be defective, then it was to be replaced. For affected Holden RG Colorado vehicles, warranty coverage was extended to six years or 120,000 kilometres, whichever occurred first, from when the vehicle entered service.

Holden RG Colorado: coolant leak from Welch plug

For the Holden RG Colorado, there have been reports of coolant leaking from the Welch plug at the rear of the cylinder head. Since the loss of coolant may cause the engine to overheat, it is recommended that owners monitor their coolant levels. In one case, an owner experienced repeated coolant leaks from the same casting hole after the Welch plug was replaced – this may indicate that the Welch plugs are a poor fit or variance in the size of the casting hole.

Holden RG Colorado suspension squeak/noise

There have been reports of high-pitched, squeaking noises from the Holden RG Colorado’s suspension. While some dealers attempted to fix this by lubricating the bushes, the problem was that the angle of the shock absorber pin caused it to rub against and wear through the original bush. The pin would then contact the metalwork, causing the squeaking noise. Revised shock absorber pins and bushes were subsequently introduced and could be fitted to replace the original bushes.

2015 model year Holden RG Colorado Crew Cab: passenger seat shakes

In February 2016, General Motors issued service bulletin #15-H-0012 for 2015 model year Holden RG Colorado Crew Cab vehicles that were manufactured prior to 17 March 2015 and had VINs preceding MMU156MK0FH623658. The affected vehicles had four-way manually adjustable front passenger seats that may vibrate or shake excessively when the seat was unoccupied and the vehicle was being driven at speeds from 30-80 km/h. According to the service bulletin, this shaking was due to ‘inadequate vibration mode separation’ between the vehicle and the seat frame modes. To fix, the front passenger seat base/cushion frame was to be replaced with a revised damped seat base/cushion frame.

Holden RG Colorado: water leaking from roof

For some Holden RG Colorado vehicles, water has leaked into the cabin from the brake light which is mounted on the roof – this can be fixed by re-sealing the light with silicon sealant.

Recalls & faults: Holden JH Cruze (2011-16)

Stephen Tomlinson — Sat, 20 Mar 2021 23:30:01 +0000

Recalls: Holden JH Cruze

Overview

Recalls: Holden JH Cruze

2010-11 Holden JH Cruze Diesel: drive shaft may separate

In July 2014, a recall was issued for Australian-manufactured JH Cruze vehicles that had 2.0-litre turbo-diesel engines, automatic transmissions and were manufactured between 19 October 2010 and 9 May 2011. In these vehicles, the right hand drive shaft may separate due to over-extension in certain conditions – this may result in a loss of drive, posing an accident hazard to occupants and other road users. The recalled JH Cruze vehicles had VINs in the range 6G1PE5EYXBL500241 to 6G1PE5EY5BL548505 (PRA 2014/14199).

2010-11 Holden JH Cruze manual: park brake may not be applied

In May 2015, a recall was issued for Holden JH Cruze sedans and hatchbacks that had manual transmissions and self-adjusting park brake systems. If the park brake lever was not applied as far as possible and the brakes were at a sufficiently elevated temperature, it is possible that vehicle may move after it has been parked – this could pose a risk or injury to persons or damage to property. The recalled JH Cruze vehicles were manufactured from 25 June 2010 to 1 December 2011 and had VINs in the range 6G1PE5E83BL500047 to 6G1PE6E8XCL619558 (PRA 2015/14708).

2011-12 Holden JH Cruze Turbo: reducedbraking performance

In August 2013, a recall was issued for JH Cruze vehicles that were fitted with 1.4-litre turbocharged petrol engines, automatic transmissions and manufactured between 22 February 2011 and 8 June 2012. In these vehicles, the supplementary electric vacuum pump may not work when the engine is cold. If this occurred, the braking performance of the vehicle would be reduced, posing a potential crash hazard. The recalled Holden JH Cruze vehicles had VINs in the range 6G1 PD5E80BL 518864 to 6G1 PE6E8XCL 661387 (PRA 2013/13702).

2011-13 Holden JH Cruze Turbo: fire hazard

In June 2012, a recall was issued for Holden JH Cruze vehicles that were fitted with 1.4-litre turbocharged petrol engines. In these vehicles, oil could spill onto the lower air deflector; if the oil were to come into contact with hot engine components, the exhaust manifold or catalytic converter, a fire could result (PRA 2012/13189).The recalled Holden JH Cruze vehicles had VINs in the following ranges:

2012 ‘model year’: 6G1P#6E8#CL600043 to 6G1P#6E8#CL623659; and,
2013 ‘model year’: 6G1P##E8#DL800001 to 6G1P##E8#DL801674.

2012-14 Holden JH Cruze 1.8i: driveshaft may fracture

In September 2013 (PRA 2013/13753) and April 2014 (PRA 2014/14039), recalls were issued for JH Cruze vehicles that had 1.8-litre four-cylinder petrol engines, manual transmissions and VINs in the range 6G1PD5E50DL814248 to 6G1PD6EMXEL968206. In these vehicles, the right-hand tubular driveshaft may fracture – if this occurred, all drive power would be lost, thereby posing a hazard to the driver and other road users. The build dates for these vehicles were as follows:

2013 ‘Model Year’: 18th October 2012 to 5th March 2013; and,
2014 ‘Model Year’: 18th March 2013 to 7th March 2014.

2010-13 model year Holden JG/JH Cruze: Takata airbag recall

In June 2018, August 2018 and August 2019, recalls were issued for 2010-13 model year Holden JG/JH Cruze vehicles. The Takata driver’s airbag in these vehicles contained propellant wafers that could absorb moisture over time. In the event of a collision which triggered the driver’s airbag, excessive internal pressure could cause the metal airbag inflator housing to explode. This, in turn, would cause the metal fragments to be projected through the airbag cushion and into the cabin – these fragments posed a serious risk of injury and fatality. For the VINs of the recalled vehicles, please see PRA 2018/16856.

Problems and faults: Holden JH Cruze

Overview

2011-13 Holden JH Cruze: GF6/6T40 automatic transmission failure

In November 2016, General motors initiated Special Coverage program 2022640 ZDSPP for 2011-13 Holden JH Cruze vehicles – with 1.8-litre petrol (2HO), 1.4-litre turbo petrol (LUJ) or 2.0-litre diesel (LLW/LNP) engines – that had six-speed GF6/6T40 automatic transmissions. According to the Special Coverage program, these vehicles may exhibit the following symptoms:

Unable to engage reverse;
Unable to engage forward gears;
Slip or flare (i.e. engine speed increases without increase in vehicle speed) in forward or reverse gears;
Illumination of the malfunction indicator light (MIL);
Diagnostic Trouble Code (DTC) P0776 found as an active or a history code in the Transmission Control Module (TCM); and,
Loss of forward motion while driving.

If the transmission was diagnosed as needing only a component of the transmission to be replaced – such as the input/output speed sensor, TEHCM (Transmission Electro-Hydraulic Control Module), valve body, torque converter, torque converter seal or driveshaft seal – then only that component was to be replaced.

Where, however, diagnostic procedures confirmed a failed transmission and the transmission assembly needed to be replaced, then this repair was covered by the Special Coverage program for a period of five (5) years or 150,000 kilometres, whichever occurred first, from the date the vehicle first entered service, regardless or ownership.

2014-16 model year Holden JH Cruze 1.8i: cracked cylinder head

In September 2017, General Motors issued Special Coverage Program A172110231-ZSPP for 2014-16 model year Holden JH Cruze vehicles that had 1.8-litre LUW petrol engines. In these vehicles, the cylinder head could crack and cause the following symptoms –

Rough engine running (misfires);
Engine overheating and illumination of the instrument cluster warning light;
Low coolant levels; and,
Deterioration of the throttle body heater inlet pipe.

To fix, the cylinder head, throttle body heater inlet pipe and associated components were to be replaced. For these vehicles, Holden provided an extended warranty of six years or 120,000 kilometres, whichever occurred first, from when the vehicle entered service.

2011-15 model year Holden Cruze: loose negative battery cable and loss of power steering

In June 2015, General Motors issued Service Bulletin 14311B for 2011-15 model year Chevrolet Cruze vehicles; in Australia, the equivalent model was sold as the Holden Cruze. In these vehicles, the negative battery cable terminal clamp may have had an insufficient crimp at the negative battery terminal. Over time, internal resistance could increase such that electrical systems would not receive adequate power. If this occurred,

Power steering assistance may be lost such that greater effort would be needed to turn the steering wheel;
The radio/HVAC (heating, ventilation and air conditioning) display may turn off and on;
Messages for the ABS, traction control, electronic stability control may come on and off;
The turn signal may not be heard;
The ‘Battery Saver active’ and ‘Service Steering’ messages may appear in the Driver Information Centre (DIC); and,
The interior and exterior lighting may flicker.

To fix, the negative battery cable was to be replaced and a bolt was to fasten the small regulated voltage cable. In the USA, General Motors extended warranty coverage for this condition to ten years or 120,000 kilometres from the date the vehicle entered service, whichever came first.

2011-14 model year Holden Cruze: steering wheel resistance moving off-centre

In June 2015, General Motors issued Service Bulletin 14232A for 2011-14 model year Chevrolet Cruze vehicles; in Australia, the equivalent model was sold as the Holden Cruze. After driving long distances on a straight road, the steering wheel may exhibit increased resistance to moving off-centre due to increased friction in the steering system. While the steering wheel could be turned in this condition, increased effort would be required. To fix,

The steering gear was to be replaced on pre-2012 model year vehicles; or,
The power steering control module was to be re-programmed on 2013-14 model year vehicles.

In the USA, General Motors extended warranty coverage for this condition to ten years or 150,000 kilometres from the date the vehicle entered service, whichever came first.

Holden JH Cruze 1.4 iTi (turbo): whistle/chirp noise from engine bay

In February 2015, General Motors issued Service Bulletin PI1297B for 2013-15 ‘model year’ Holden JH Cruze vehicles that had 1.4-litre turbocharged petrol engines. According to the Service Bulletin, the driver may notice a whistle or chirp noise from the engine area after the vehicle had warmed up and there were four possible causes:

A vacuum leak at the positive crankcase ventilation (PCV) control valve. To fix, the camshaft cover assembly was to be replaced (see below);
A vacuum leak, most likely at the front crankshaft seal. For this cause, the whistling/chirp noise may head for up to 10 seconds after the engine was shut off due to the vacuum in the engine crankcase equalising with atmospheric pressure. To fix, the front crankshaft seal was to be replaced;
A whistling noise from the water pump due to:
- Low coolant with air moving through the system;
- A noisy water pump bearing (indicated by a rattle or growl noise); or,
- The coolant shaft seal (indicated by a higher-pitched whine noise, typically heard at idle when the engine was warm).
Drive belt or belt tensioner.

Holden JH Cruze 1.4 iTi: valve cover replacement

For the Holden JH Cruze 1.4 iTi, the valve/camshaft cover contains the positive crankcase ventilation (PCV) system. It may be necessary to replace the camshaft cover due to:

A split in the PCV valve diaphragm; or,
A rupture of the spring-loaded PCV disc. If this disc fails, the PCV draws oil from the crankcase since it is no longer sealed.

Symptoms of a ruptured PCV valve diaphragm include:

The engine running rough at idle after turning the air conditioning off or on;
Sluggish acceleration;
Harsh gearshifts on low gears;
Hard starting; and,
Engine fault codes such as P1101, P0171, P013F or P0507.

Due to its high rate of failure, which often occurs before 80,000 kilometres, the camshaft cover was subsequently redesigned. The redesigned cover – GM part number 55573746, including gaskets and bolts pre-assembled – could be identified by its ramped vent.

For instructions on replacing the camshaft cover, please see Cruze Talk: How To Replace Valve/Camshaft Cover.

2011-14 model year Holden JH Cruze Diesel: oil leak from engine cover

In May 2017, General Motors issued Special Coverage Program A162069130-ZSPP for 2011-14 model year Holden JH Cruze vehicles that had 2.0-litre diesel engines. In these vehicles, an engine oil leak may be detected from the front engine cover and the upper oil pan interface. To fix:

The front timing cover was to be re-sealed; and,
The lower oil pan was to be re-sealed.

For these repairs, however, the engine had to be removed from the vehicle and the engine mounted on a stand so that it could be inverted. For the Holden JH Cruze, warranty coverage for this problem was extended to six years or 120,000 kilometres, whichever occurred first, from the date the vehicle entered service.

2011-16 Holden JH Cruze Diesel: coolant flushing due to engine oil contamination

General Motors issued a technical service bulletin for 2011-2016 model year Holden JH Cruze vehicles that had 2.0-litre LNP diesel engines. In these vehicles, the engine oil cooler may have been damaged by a machined chip and this could cause engine oil to leak inside the engine oil cooler and contaminate the coolant. To fix, the engine coolant needed to be flushed.

Holden Cruze Diesel: DPF regeneration

For Holden Cruze models with turbo-diesel engines, the vehicle may enter “limp home” mode if the diesel particulate filter (DPF) becomes clogged. To initiate the DPF’s automatic regeneration, the Holden Cruze requires sustained running with engine speeds above 2000 rpm.

2011-14 Holden JH Cruze 1.4 iTi: coolant leak from water pump

In January 2015, General Motors issued Service Bulletin 14371B for 2011-14 Chevrolet Cruze vehicles that had 1.4-litre turbocharged petrol engines; the equivalent vehicle for the Australian market was the Holden JH Cruze 1.4 iTi.

In these vehicles, the water pump may leak coolant from the weep reservoir or from the water pump shaft seal, causing coolant to drip onto the engine or onto the ground. Over time, the loss of coolant would reduce cooling performance and could lead to engine overheating. If not corrected, the ‘Service Engine’ indicator light may illuminate, an ‘Engine Hot, AC Off’ message may appear and the vehicle may enter ‘limp home’ mode which reduced engine power. To fix, the water pump was to be replaced.

In September 2017, General Motors issued Special Coverage Adjustment A172110251-ZSPP specifically for 2012-14 model year Holden JH Cruze 1.4 iTi vehicles. The warranty for these vehicles was extended to six years or 120,000 kilometres, whichever came first, from the date the vehicle entered service. This, however, was inferior to the ten year or 240,000 kilometre warranty offered in the USA.

2012-13 Holden JH Cruze 1.8i and 1.4 iTi: engine vibration when stationary

In September 2014, General Motors issued Service Bulletin PI0928C for 2012-13 Chevrolet Cruze vehicles that had automatic transmissions and were manufactured prior to 1 August 2013. The equivalent vehicles for the Australian market were the Holden JH Cruze 1.8i and 1.4 iTi.

In these vehicles, the driver may notice a bump sensation, a surge or an engine vibration when the vehicle was stationary, the engine was idling, their foot was on the brake and the transmission was in ‘Drive’. According to the service bulleting, this condition may be caused by:

The ‘Neutral Idle’ feature of the transmission which shifted into neutral in certain conditions; and,
Variation in the 1-2-3-4 clutch fibre plates.

Once verified, the clutch fibre plates were to be replaced by a plate kit (part number 24268545) which contained two clutch fibre plates.

2012-13 Holden JH Cruze 1.4 iTi: malfunction indicator lamp and DTC P0299

In December 2014, General Motors issued Service Bulletin PI1366 for 2011-14 Chevrolet Cruze vehicles that had 1.4-litre turbocharged petrol engines. The equivalent model for the Australian market was the Holden JH Cruze 1.4 iTi.

In these vehicles, the malfunction indicator lamp (MIL) may illuminate and diagnostic trouble code (DTC) P0299 ‘Engine Underboost’ may be logged. According to the bulletin, this code may be logged due to the loss of wastegate preload. Some wear in the wastegate actuator rod end to pin joint was considered normal and wear in this joint did not affect performance provided preload was maintained.

If, however, preload was insufficient – established if the wastegate pivot lever could be wiggled back and forth with little effort while the actuator rod remained static – then turbocharger was to be replaced.

2014 model year Holden JH Cruze 1.6 Turbo: engine thermostat and overheating

In May 2017, General Motors issued Service Update Bulletin A162072290-ZSUB for 2014 model year Holden JH Cruze vehicles that had 1.6-litre turbocharged petrol engines (RPO code LLU). According to this service update bulletin, the vehicle may exhibit the following symptoms:

The cooling fan running after the engine had been switched off;
Engine overheating;
High readings on the temperature gauge;
Illumination of the ‘check engine’ light; and,
Thermally stressed engine components.

These symptoms were attributed to abnormal heating resistance in the engine thermostat/thermostat housing. To fix, the engine thermostat housing was to be replaced.

Holden JH Cruze 1.6 Turbo: leak from turbocharger coolant return hose

In December 2016, General Motors issued Service Update Bulletin E150210 ZSUB for 2014-16 model year Holden JH Cruze vehicles that had 1.6-litre turbocharged engines (RPO code LLU). In these vehicles, temperatures in the engine compartment could exceed the temperatures that the coolant hose was designed for. This heat could damage the turbocharger coolant return hose and cause coolant to leak. To fix, the turbocharger coolant return hose was to be replaced.

Holden JH Cruze: other problems and faults

The air conditioning may stop working due to a hole in the air conditioning condenser caused by debris entering the front grille.
The plastic shields in each wheel arch are prone to splitting.

Recalls & faults: Holden CG2 Captiva (2011-17)

Stephen Tomlinson — Sat, 20 Mar 2021 23:00:50 +0000

Recalls: Holden CG2 Captiva

Overview

Recalls: Holden CG2 Captiva

2011 Holden CG2 Captiva: potential fuel leak #1

In In December 2011, a recall was issued for Holden CG2 (Series 2) Captiva vehicles for potential fuel leaks from the fuel filler neck. If this occurred, there was a possibility of fire or a hazard to other road users (PRA 2011/12936).

2011-12 Holden CG2 Captiva Diesel: potential fuel #2

In December 2013, a recall was issued for Holden CG2 Captiva vehicles with diesel engines that were manufactured between 5 February 2011 and 2 November 2012. In some of these vehicles, the fuel feed hose may be in contact with the air conditioning (A/C) suction pipe. Over time, the fuel feed hose may rub against the A/C suction pipe and develop a hole, causing a fuel leak and possible fire hazard. The recalled vehicles had VINs in the range KL3DD266JBB028825 to KL3CD266JCB092300 (PRA 2013/13915).

2013 Holden CG2 Captiva: contamination of fuel pump control module

In April 2015, a recall was issued for six (6) Holden CG2 Captiva vehicles that were manufactured from 2 September 2013 to 28 December 2013. During service, these vehicles may have been fitted with a fuel pump flow control module that was susceptible to internal contamination, which may cause an electrical short circuit. If this occurred, the ‘check engine’ light may illuminate on the instrument cluster, the engine may stall or the engine may fail to start – these consequences could pose an accident hazard to occupants and other road users (PRA 2015/14645). The VINs of the recalled vehicles were:

KL3CA26U9EB020059;
KL3CA26UJDB046092;
KL3CA26UJDB086078;
KL3CD265JDB045790;
KL3CD265JDB074963; and,
KL3DA264JBB099786.

2014-15 Holden CG2 Captiva: label on vehicle jack

In November 2015, a recall was issued for Holden CG2 Captiva 5 and Captiva 7 vehicles that were manufactured from 28 May 2014 to 21 September 2015. In these vehicles, the label on the jack that was supplied with the vehicle identified a ‘safe working load’ which was not permitted by the AS/NZS2693-2007 standard for jacks if the jack is intended for use with a specific vehicle, as the jack may be used on a vehicle for which it was not intended and causes a hazard. The recalled Holden Captiva 5 and Captiva 7 vehicles had VINs in the range KL3CA26U9EB044391 to KL3CD2669FB083741 (PRA 2015/15011).

Problems and faults: Holden CG2 Captiva

Overview

2011-12 Holden CG2 Captiva: GF6/6T40 automatic transmission failure

In November 2016, General motors initiated Special Coverage program 2022640 ZDSPP for 2011-12 Holden CG2 Captiva vehicles – with 2.4-litre petrol (LE5/LE9), 3.0-litre petrol (LF1/LFW) or 2.2-litre diesel (LNQ) engines – and six-speed GF6/6T40 automatic transmissions. According to the Special Coverage program, these vehicles may exhibit the following symptoms:

Unable to engage reverse;
Unable to engage forward gears;
Slip or flare (i.e. engine speed increases without increase in vehicle speed) in forward or reverse gears;
Illumination of the malfunction indicator light (MIL);
Diagnostic Trouble Code (DTC) P0776 found as an active or a history code in the Transmission Control Module (TCM); and,
Loss of forward motion while driving.

Holden Captiva SIDI V6: carbon deposits/build-up

The Holden CG2 Captiva’s 3.0-litre V6 direct injection (SIDI) engines were susceptible to accumulating carbon deposits (or build up) on the intake valves. In these direct injection engines, carbon deposits may accumulate on the stem and throat of the intake valve due to:

the vaporisation of oil which is not trapped by the oil separator; or
unburned fuel and exhaust gases that escape past the piston rings and enter the crankcase (‘blow-by’).

2011-13 Holden Captiva: engine won’t start and starter motor B+ cable attachment

In June 2014, General Motors issued Service Bulletin 14003A for 2011-13 Chevrolet Captiva vehicles. The bulletin described a service procedure to inspect the starter motor B+ cable attachment. If no damage was found, the starter motor B+ cable attachment nut was to be replaced.

If, however, there was evidence of a no crank/no start condition and damage, then the starter motor, starter motor battery cable and starter motor battery cable nut were to be replaced. Furthermore, all-wheel drive Captiva vehicles would also require a new exhaust front pipe gasket to be fitted. According to the bulletin, less than 0.24% of vehicles were expected to exhibit these symptoms.

Holden CG2 Captiva 2.4i: ‘Service Engine Soon’, won’t start and DTCs P0016/P0017

In June 2016, General Motors issued Service Bulletin PIP4548F for 2012-15 Holden CG2 Captiva vehicles that had 2.4-litre LE5 petrol engines. In these vehicles,

The ‘Service Engine Soon’ light may illuminate; or
The engine may not start (i.e. no cranking); and,
Diagnostic Trouble Codes (DTCs) P0016 and/or P0017 would be stored.

These symptoms may be due to movement of a camshaft reluctor on the camshaft. The reluctor was a press fit (i.e. interference type) and not indexed/keyed to the camshaft. Furthermore, an ‘overheat condition’ may cause the reluctor to spin on the camshaft when hot. If the reluctor were to spin far enough, it could cause a crank no start condition. If the reluctor for either of the intake or exhaust camshafts were not correctly positioned, then the affected camshaft(s) needed to be replaced.

2011-13 model year Holden CG2 Captiva Diesel: engine won’t start

In November 2016, General Motors issued Special Coverage Program 2043810-ZSPP for 2011-13 model year Holden CG2 Captiva vehicles that had:

2.2-litre diesel engines (RPO code LNQ); and,
VINs in the range KL3CD266JBB007806 to KL3CD266JBB161292.

For these vehicles, the engine may not start (i.e. a ‘no crank’ condition) because the starter motor and/or B+ cable had melted. To fix, the starter motor and the B+ cable nut were to be replaced, and a new one-piece B+ cable was to be fitted. For affected Holden CG2 Captiva Diesel vehicles, warranty coverage was extended to 10 years or 160,000 kilometres, whichever came first, from when the vehicle entered service.

2011-15 model year Holden CG2 Captiva Diesel: oil leak from engine cover

In May 2017, General Motors issued Special Coverage Program A162069130-ZSPP for 2011-15 model year Holden CG2 Captiva vehicles that had 2.2-litre diesel engines and serial numbers prior to 054312. In these vehicles, an engine oil leak may be detected from the front engine cover and the upper oil pan interface. To fix:

The front timing cover was to be re-sealed; and,
The lower oil pan was to be re-sealed.

For these repairs, however, the engine had to be removed from the vehicle and the engine mounted on a stand so that it could be inverted. For the Holden CG2 Captiva, warranty coverage for this problem was extended to seven years or 150,000 kilometres, whichever occurred first, from the date the vehicle entered service.

In April 2015, a revised timing cover and upper oil pan design as introduced into vehicle production – this design change featured high tensile bolts and two additional bolts in the upper oil pan. For the Holden CG2 Captiva, this change was implemented from:

9 April 2015;
Vehicle identification number (VIN) KL3DD2669FB054312; and,
Engine number Z22D1-150770133.

Holden CG2 Captiva Diesel: coolant flushing due to engine oil contamination

General Motors issued a technical service bulletin for 2011-2016 model year Holden CG2 Captiva vehicles that had 2.2-litre LNQ diesel engines. In these vehicles, the engine oil cooler may have been damaged by a machined chip and this could cause engine oil to leak inside the engine oil cooler and contaminate the coolant. To fix, the engine coolant needed to be flushed.

Holden CG2 Captiva Diesel: DPF regeneration

For Holden CG2 Captiva models with turbo-diesel engines, the vehicle may enter “limp home” mode if the diesel particulate filter (DPF) becomes clogged. To initiate the DPF’s automatic regeneration, the Holden CG2 Captiva requires sustained running with engine speeds above 2000 rpm.

Holden CG2 Captiva: ESP warning lights

For Holden CG2 Captiva models with automatic transmissions, the ESP warning light may illuminate and the throttle could become unresponsive – this may require the throttle pedal sensor to be replaced.

Recalls & faults: Holden RA Rodeo utility (2003-08)

Stephen Tomlinson — Sat, 20 Mar 2021 21:00:06 +0000

Recalls: Holden RA Rodeo utility

Overview

Recalls: Holden RA Rodeo utility

2003 Holden RA Rodeo: incorrect compliance plate

In November 2003, a recall was issued for Holden RA Rodeo utilities manufactured prior to 1 September 2003 for incorrect seating capacity information on the compliance plates (PRA 2003/6608).

Holden RA Rodeo: vapour flame flashes

In June 2005, a recall was issued for Holden RA Rodeo utility vehicles with petrol engines due to possible fuel vapour flame flashes when refueling. The fuel filler pipes for some models of the Holden RA Rodeo were designed and manufactured from a non-conductive material such that an electrostatic charge could accumulate in the pipe during refueling and cause fuel vapour flame flashes (PRA 2005/7850).

2007 model year Holden RA Rodeo: incorrect brake master cylinder assembly

In September 2007, a recall was issued for 2007 model year Holden RA Rodeo utilities due to potentially incorrect assembly of the brake master cylinder (PRA 2007/9507). The recalled vehicles – identified by VIN – were as follows:

Four-cylinder petrol engines: MPATF####7H512893 to MPATF####7H561907;
V6 petrol engines: MPATF####7H512894 to MPATF####7H561892; and,
Diesel engines: MPATF####7H512570 to MPATF####7H561912.

Problems and faults: Holden RA Rodeo utility

Overview

Alloytec V6 engines: stretched timing chains

InJanuary 2006, 7.7 mm inverted tooth timing chains were introduced for the Alloytec V6 engines, replacing 9.5 mm pitch roller chains. For some – but not all – of these timing chains, the chain links were not manufactured in accordance with design specifications and the chains could become elongated (also known as ‘stretched timing chains’). According to GM Bulletin H08-0601-01, chain elongation was expected to occur in early engine life (i.e. 10,000 kms to 20,000 kms). There have, however, been reports of timing chain elongation occurring at significantly higher kilometres.

Elongation of the timing chains would cause,

the Malfunction Indicator Lamp (MIL or ‘Check Engine’ light) to illuminate; and
the ECU to log fault codes P0008, P0009, P0016, P0017, P0018 and P0019 which indicated that camshafts on either bank of the engine were misaligned with the crankshaft.

The engines with timing chains susceptible to elongation were produced from January 2006 to engine build date 18 May 2007 (18/5/2007); for the RA Rodeo, the engine numbers were greater than H051580001.

3.5L V6: oil consumption

For Holden RA Rodeo utilities with the 3.5-litre V6 engine, there have been reports of high oil consumption and deteriorating oil quality resulting in the bearings and piston rings wearing out and causing engine failure. The ‘check engine’ light should not be relied upon to provide a warning as tar can contaminate the oil pressure switch and stop it from working.

Turbo-diesel engines

For Holden RA Rodeo utilities with turbo-diesel engines, the turbocharger may be slow to provide boost and power may be down due to the exhaust gas recirculation (EGR) valve staying open.
The diesel fuel cooler is mounted low and vulnerable to damage if off-roading. For off-road use, it may be worthwhile fitting a guard or plate over the cooler.

Review: Holden VF Commodore (2013-17)

Stephen Tomlinson — Fri, 19 Mar 2021 12:49:29 +0000

Excellent ride/handling balance
Powerful 6.0-litre L77 V8 and, for VF.II Commodore, 6.2-litre LS3 V8 engines
Accurate steering
Spacious and comfortable interior
Quiet, well-insulated cabin

Thick A-pillars impair forward visibility
Interior plastics scratch easily
Despite VF mass reductions, heavy body hurts fuel economy
Carbon deposits on intake valves of direct injection V6 engines

Review: Holden VF.I Commodore (2013-15)

Overview

Released in May 2013, the Holden VF Series I (VF.I) Commodore was a large, rear-wheel drive sedan (the VF Sportwagon and VF Ute have been reviewed separately). Manufactured in Elizabeth, South Australia, the rear-wheel drive VF Commodore was available with 3.0- and 3.6-litre V6 petrol engines, 3.6-litre LPG engines and 6.0-litre V8 petrol engines. Furthermore, the VF Commodore range consisted of Evoke, SV6, SS, SS V and SS V Redline models.

Engines: V6 SIDI, V6 LPG and L77 V8

Of the engines,

For the Commodore Evoke, the 3.0-litre LFW V6 petrol engine had all-aluminium construction, a forged steel crankshaft, forged powdered metal connecting rods, twin knock control sensors, double overhead camshafts (DOHC), direct fuel injection (Holden’s Spark Ignition Direct Injection or SIDI), four valves per cylinder, continuously variable intake and exhaust camshaft phasing, electronic throttle control, a compression ratio of 11.7:1 and coil-on-plug ignition. For the VF range, a single pipe exhaust was used rather than the VE’s twin pipe system;
Also reserved for Evoke variants, the 3.6-litre LWR dedicated LPG engine differed in that it had multi-point vapour injection, hardened valves and valve seats, a redesigned cylinder head and manifold, specially-developed injectors, a unique fuel rail, new pistons with pentroof-style domes and a compression ratio of 12.2:1;
For the Commodore SV6, the 3.6-litre LFX V6 petrol engine differed from the 3.0-litre LFW petrol engine in its capacity, lower compression ratio of 11.3:1 and twin pipe exhaust system;
For the Commodore SS and SS V, the 6.0-litre L77 pushrod V8 engine had all-aluminium construction, flat-topped pistons, forged powered metal connecting rods, a billet steel camshaft, two valves per cylinder, external knock sensors and a compression ratio of 10.4:1. For models with automatic transmissions, the engine had displacement on demand hardware (Holden’s ‘Active Fuel Management’ or AFM) that could shut down four cylinders under light throttle loads in higher gears. Furthermore, L77 AFM engines were detuned to 1) improve refinement when the AFM system engaged and 2) reduce fuel consumption.

While the 3.0-litre LFW V6 and 6.0-litre L77 V8 engines were initially flex-fuel capable (i.e. capable of running on E85 fuel which consisted of 85 per cent ethanol and 15 per cent petrol), this capability was discontinued in October 2014 as part of the ‘MY15’ update.

Transmissions

The V6 engines were available with six-speed 6L45 automatic and six-speed Aisin D173/AY6 manual transmissions. The V8 engines, however, were available with six-speed Tremec TR6060 manual and six-speed 6L80 automatic transmissions.

Holden VF.I Commodore specifications
Variant	Engine	Trans.	Years	Peak power	Peak torque
Evoke	3.0-litre LFW petrol V6 (SIDI)	6sp auto	2013-15	185 kW at 6700 rpm	290 Nm at 2600 rpm
Evoke	3.6-litre LWR LPG V6	6sp auto	2013-15	180 kW at 6000 rpm	320 Nm at 2000 rpm
SV6	3.6-litre LFW petrol V6 (SIDI)	6sp man., 6sp auto	2013-15	210 kW at 6700 rpm	350 Nm at 2800 rpm
SV6	3.6-litre LWR LPG V6	6sp auto	2013-14	180 kW at 6000 rpm	320 Nm at 2000 rpm
SS, SS V, SS V Redline	6.0-litre L77 petrol V8	6sp man.	2013-15	270 kW at 5600 rpm	530 Nm at 4400 rpm
SS, SS V, SS V Redline	6.0-litre L77 petrol V8 AFM	6sp man.	2013-15	260 kW at 5600 rpm	517 Nm at 4400 rpm

Development and dimensions

The VF Commodore and VF Calais were underpinned by the same Zeta architecture as their VE predecessors. For the VF Commodore, however, high-strength and ultra high-strength Boron steels comprised 49 per cent of the body structure, with the latter used to reinforce the A-pillars and the header which joined them. The use of aluminium for the bonnet, boot, front steering knuckle and tension arms contributed to an approximate 40 kg mass reduction, while the vehicle’s coefficient of drag was reduced from 0.330 Cd to 0.309 Cd by reducing the frontal areas of the wheel arches and introducing a new, higher-sitting bootlid.

Compared to the VE Commodore , the VF Commodore was 53 mm longer (at 4947 mm), 1 mm narrower (1898 mm) and 5 mm lower (1471 mm), though wheelbase length (2915 mm) was unchanged.

Suspension

The VF Commodore had double-pivot MacPherson strut front suspension with dual lower links (with individual ball joints), a tension link, lateral link and a direct acting stabiliser bar. The rear suspension was a four-link independent system with coil-over shock absorbers, three lateral ball joints per side, three cross ball joints and a decoupled stabiliser bar.

The VF Commodore was available with Touring (FE1), Sport (FE2) and Ultra Sport (FE3) suspension tunes.

Electric power steering

The VF Commodore introduced electric power steering (EPS) which reduced fuel consumption and offered different settings for variants within the range. As such, the Evoke had lighter ‘Touring’ steering settings, while the SV6, SS, SS V and SS V Redline had ‘Sports’ settings which provided more feedback and feel; ‘Competition’ settings were available as an option for the SS V Redline.

In October 2014 (‘MY15’), the EPS settings were recalibrated to enhance on-centre steering feel and precision. As standard, the SS V Redline was fitted with the ‘Sport and Competitive’ calibration.

Safety equipment

Standard safety equipment for the Holden VF Commodore included dual front airbags, front side airbags, full-length curtain airbags, ABS, electronic brake force distribution, brake assist, electronic stability control, traction control and front seatbelts with pretensioners and load limiters. Hill Hold Control and Hill Start Assist functions were also fitted as standard.

The Commodore SV6 and SS were further equipped with Blind Spot Alert and Reverse Traffic Alert systems, while the SS-V Redline added Forward Collision Alert and Lane Departure Warning systems.

Brakes

The VF Commodore was available with three braking packages –

For models with V6 engines: 298 mm by 30 mm vented front brake discs with two-piston aluminium calipers and 302 mm vented rear discs with single-piston aluminium calipers;
For the SS and SS V: 321 mm by 30 mm vented front brake discs with two-piston aluminium calipers and 324 mm by 22 mm vented rear discs with single-piston aluminium calipers; and,
For the SS V Redline: 355 mm by 32 mm vented front brake discs with four-piston, two-piece Brembo aluminium calipers and 324 mm by 22 mm vented rear discs with single-piston aluminium calipers.

ANCAP crash testing

In ANCAP crash testing , the VF Commodore received a five star adult occupant protection rating with a score of 35.06 out of 37. In the offset crash test, occupant protection was generally rated as good, though chest and lower leg protection for the driver were acceptable. In the side impact and pole tests, however, maximum points were awarded.

Features: VF Commodore Evoke

Standard features for the Holden VF Comodore Evoke included 16-inch alloy wheels with 225/60 R16 tyres, a six speaker sound system with a CD player, MP3-compatibility and auxiliary inputs, an eight-inch touchscreen with Holden’s MyLink, enhanced voice recognition and Siri Eyes Free integration, dual-zone climate control air conditioning, a four-way power adjustable driver’s seat, cruise control, automatic headlights, a rear view camera, front and rear parking sensors, remote central locking, remote vehicle start (for models with automatic transmissions), power windows and mirrors, tilt and telescopic steering wheel adjustment, an electric park brake, a 12 volt power outlet, trip computer and an immobiliser.

Standard features also included an ‘Auto Park Assist’ function which enabled the vehicle to steer into parallel and 90-degree angle parks while the driver operated the accelerator and brake pedals. From October 2014, ISOFIX anchorage points were fitted across all three rear seats.

Features: VF Commodore SV6, SS, SS V and Redline

The Commodore SV6 and SS were further equipped with 18-inch alloy wheels with 245/45 R18 tyres, FE2 sport suspension, daytime LED running lights, Suede/Sportec (cloth) seat trim and a leather-wrapped steering wheel. Visually, the SV6 and SS variants were be identifiable by their front and rear sports fascias, side skirts, lip spoiler and chrome exhaust tip. The SV6, SS, SS-V and SS-V Redline were also available an optional rear wing spoiler ($500).

From October 2014,

the SV6 was fitted with a full-sized alloy spare wheel as standard, replacing the tyre sealant and air compressor kit;
the SV6, SS, SS V and SS V Redline were fitted with a new gloss-black rear valance; and,
steering wheel gearshift paddles were standard for the SS V Redline and available as an option for the SV6, SS and SS-V variants with automatic transmissions.

Compared to the SV6 and SS, the Commodore SS-V added 19-inch alloy wheels with 245/40 R19 tyres, an eight speaker sound system with a CD/DVD player, leather seats, satellite navigation (with full colour maps, live traffic updates and traffic management control), front fog lights, a digital instrument display, proximity key and push-button start.

The range-topping Commodore SS V Redline was distinguished by its 19-inch forged alloy wheels with 245/40 R19 front and 275/35 R19 rear Bridgestone RE050A tyres, FE3 ultra sport suspension, 220 Watt Bose sound system with nine speakers, a colour head-up display, rain-sensing wipers and power-operated sunroof. For the SS-V Redline, the driver could also engage a ‘competition mode’ with launch control and track settings.

From October 2014, the SS V Redline was fitted with split-rim 19-inch black alloy wheels, a ‘Jet Black’ interior scheme was made standard (available with optional titanium highlights) and, as noted above, models with automatic transmissions were also fitted with steering wheel gearshift paddles.

2013 Holden VF Commodore International

In October 2013, a limited-run International variant was released to commemorate the 35th anniversary of the Commodore. Compared to the Evoke, the International was further equipped with 18-inch alloy wheels, leather seat trim, daytime LED running lights, a leather-wrapped steering wheel and gearshift lever, Blind Spot Alert and Reverse Traffic Alert. In addition to its alloy wheels, the International could be identified by its dark bezel headlights and ‘International’ badge.

2014 Holden VF Commodore SV6 Storm and SS Storm

In April 2014, the Commodore SV6 and SS variants were released in limited-run Storm editions. Compared to their standard counterparts, the SV6 Storm and SS Storm were further equipped with unique 18-inch alloy wheels with darkened ports, satellite navigation, ‘Storm’ dashboard embroidery, red contrast stitching for the dashboard and seats, front fog lights, chrome highlights and ‘Storm’ badges.

2014 Craig Lowndes SS V Special Edition Commodore

In October 2014, the limited-run SS V Craig Lowndes edition was released to celebrate 20 years of Craig Lowndes’ involvement in V8 Supercars. Based on the SS V Redline, the Craig Lowndes Special Edition was distinguished by its:

20-inch black alloy wheels with 245/275 high-performance Bridgestone tyres;
Upgraded suspension bushes;
Four-piston Brembo brake calipers front and rear (front only for the standard SS V Redline); and,
Tyre pressure monitoring (TPM) system.

The SS V Craig Lowndes Special Edition was available in Red Hot or Heron White paint finishes and featured a black roof, black window surrounds, a black ‘6.0 Litre V8’ bonnet decal, unique body side decals, a hood decal and a chrome-finished boot badge.

Inside, enhancements included an embroidered ‘Craig Lowndes’ signature on the dashboard, graphic sill plates and carpet floor mats; as with other post-October 2014 SS V Redline variants, steering wheel gearshift paddles were fitted for models with automatic transmissions.

2015 Holden VF Commodore SV6 Lightning

The limited-run VF Commodore SV6 Lightning was released in March 2015. Based on the Commodore SV6, the Lightning edition was distinguished by its:

20-inch forged alloy wheels;
Gloss black front grille surrounds, fender vents and lip spoiler; and,
For models with automatic transmissions, alloy pedals.

2015 Holden VF Commodore SV6 Storm and SS Storm

In May 2015, the Storm Editions of the Commodore SV6 and SS were released. Compared to the standard SV6 and SS variants, the Storm Editions added 18-inch dark finish alloy wheels, satellite navigation, red contrast seat stitching, front fog lights, ‘Storm’ dashboard embroidery and ‘Storm’ exterior badges.

Brochure

Review: Holden VF.II Commodore (2015-17)

Overview

Produced from September 2015, the Holden VF Series II (VF.II) Commodore introduced GM’s 6.2-litre LS3 V8 engine (detailed below). Where fitted, the V8 engine was accompanied by a bi-modal exhaust with a Holden-designed ‘Baillie Tip’ and mechanical sound enhancer.

Visually, the VF.II Commodore sedan could be identified by its clear lens tail-lights. The Commodore SV6, SS and SS V could be identified by their new front fascias with ducts at the outer edges and alloy wheel designs, while bonnet vents were also introduced for the SS and SS V variants. Both the fascia ducts and bonnet vents were aerodynamically tested at the Monash University wind tunnel.

As part of the VF.II update, the rear suspension for the FE3 suspension tune was revised for greater ride comfort.

LS3 V8 engine

The all-aluminium, ‘Generation IV’ 6.2-litre LS3 pushrod V8 engine had a 103.25 mm bore and 92.0 mm stroke, flat-topped pistons, cast-steel roller rocker arms, roller cam followers, coil pack ignition, two valves per cylinder, hollow-stem intake valves, twin knock control sensors, distributorless ignition and a compression ratio of 10.7:1.

Compared to the L76 and L98 engines, the 6.2-litre LS3 V8 engine had longer bores (103.25 mm compared to 101.6 mm), a stronger block, higher-flow cylinder heads and injectors, hollow-stem intake valves, unique pistons, a more aggressive camshaft with 14.0 mm lift and a revised manifold.

Holden VF.II Commodore specifications
Variant	Engine	Trans.	Peak power	Peak torque
Evoke	3.0-litre LFW petrol V6 (SIDI)	6sp auto	185 kW at 6700 rpm	290 Nm at 2600 rpm
SV6	3.6-litre LFW petrol V6 (SIDI)	6sp man., 6sp auto	210 kW at 6700 rpm	350 Nm at 2800 rpm
SS, SS V, SS V Redline	6.2-litre LS3 petrol V8	6sp man., 6sp auto	304 kW at 6000 rpm	570 Nm at 4400 rpm

Features: VF.II Commodore

Compared to their VF.I predecessors, standard features for the VF.II Commodore SV6 and SS were extended to include a proximity key for keyless entry and push button start (Holden’s Passive Entry/Passive Start). Furthermore, the VF.II Commodore SS V was fitted with a head-up colour display as standard.

The Commodore SS V Redline was fitted with rear Brembo brakes as standard (previously front only), while 20-inch forged wheels were available as an extra-cost option.

2016 Holden VF Commodore Black

Released in April 2016, the Holden VF.II Commodore Black was based on the Commodore SV6 or SS. The Commodore Black could be identified by its unique 18-inch alloy wheels with black finish on the wheel ports, black grille, black lip spoiler and ‘Black Edition’ badging. Inside, standard features extended to include satellite navigation, a colour head-up display, red seat stitching and ‘Black Edition’ front floor mats.

2017 Holden VF Commodore Motorsport Edition

Released in January 2017, the Holden VF Commodore Motorsport Edition was based on the Commodore SS-V Redline. Compared to the SS-V Redline, however, the Commodore Motorsport Edition differed in that it had:

‘Magnetic Ride Control’ adaptive suspension with selectable settings (Tour, Sport and Performance). For the Commodore Motorsport, the suspension also had a high-rate sub-frame bush to ‘improve driver confidence under maximum lateral and braking events’;
20-inch split forged alloy wheels with high performance tyres;
‘Floating disc’ front and rear cross-drilled rotors (for a 3.25 kg mass reduction) with charcoal-coloured Brembo callipers; and,
An engine and transmission cooling package to meet ‘GM level 3’ track performance (like the contemporaneous Chevrolet Corvette, Chevrolet Camaro and Cadillac CTS).

Visually, the VF Commodore Motorsport Edition could be identified by its Phantom black roof, red daytime running light (DRL) surrounds, red door mirror scalps (or black depending on body colour), a unique lip spoiler and ‘Motorsport edition’ decals. Inside, the Commodore Motorsport Edition featured new ‘performance’ front seats with heating function, an embroidered instrument panel, individual vehicle numbering and a unique build option code.

Production of the VF Commodore Motorsport Edition was limited to 1200 vehicles.

Holden VF.II Commodore: February 2017 changes

In February 2017, the Holden VF.II Commodore range was revised as the Commodore SS-V was discontinued and a manual transmission was no longer available for models with V6 engines. For the Commodore SV6 and Commodore SS, standard features were extended to include satellite navigation and a head-up display.

Cosmetic changes for the 2017 Holden VF.II Commodore range included:

For the Commodore SV6, black finish 18-inch alloy wheels;
For the Commodore SS, the fitment of 19-inch alloy wheels (previously 18-inch); and,
For the Commodore SS-V Redline, a black grille, fender vents, door mirror scalps, daytime running light surrounds, a black lip spoiler (Commodore only). Inside, the Commodore SS-V Redline featured a ‘jade black’ applique on the instrument panel and steering wheel, and new ‘V’ sill plates.

Brochure

Brochure: Holden VF.II Commodore, Calais and Sportwagon (October 2015)

Review: Holden TT Zafira (2001-05)

Stephen Tomlinson — Sun, 07 Mar 2021 22:49:55 +0000

Flexible 2.2-litre petrol engine
Good ride/handling balance
Versatile interior
Small turning circle

Front seats lack thigh and lateral support
Third row seats only for occasional use
Limited windscreen wiper coverage

Overview

Released in June 2001, the Holden TT Zafira was a seven-seat people mover. Manufactured in Rayong, Thailand, the front-wheel drive Zafira was powered by a 2.2-litre four-cylinder petrol engine that was mated to either a four-speed automatic or five-speed manual transmission.

The 2.2-litre ECOTEC engine had double overhead camshafts, four valves per cylinder and a compression ratio of 10.0:1. Furthermore, the Zafira had MacPherson strut front suspension and torsion beam rear suspension.

The Zafira was 4317 mm long, 1742 mm wide, 1683 mm tall and had a 2694 mm long wheelbase. Inside, the Zafira had a 2-3-2 seating configuration. The second row of seats had a through-loading hatch and 60/40 split fold capability and could be folded and secured against the front seat backs; similarly, the third row of seats could also be folded forward to form a flat floor.

Holden TT Zafira specifications
	Engine	Trans.	Peak power	Peak torque
Zafira	2.2-litre petrol I4	4sp auto, 5sp man.	108 kW at 5800 rpm	203 Nm at 4000 rpm

Safety equipment

Standard safety equipment for the Holden Zafira included dual front airbags, ABS, electronic brake force distribution, traction control and front seatbelts with pyrotechnic pretensioners with load limiters.

Euro NCAP crash testing

In Euro NCAP crash testing , a 2001 Opel Zafira – as the Zafira was sold in Europe – that was fitted with a 1.8-litre petrol engine received a three star adult occupant protection rating with a score of 22. In the frontal offset impact test, chest protection for the driver was poor, with marginal protection for the driver’ s head, legs and feet; for the front passenger, chest protection was also marginal. As such, the Zafira’ s body was judged to be inadequate for protecting in more extreme crashes. In the side impact, however, the Zafira received maximum points.

Features

Standard features for the Holden Zafira included an 80-watt Blaupunkt sound system with six speakers and a CD player, air conditioning (with pollen filter), cruise control, remote central locking with deadlocking, power windows and heated mirrors, a height and reach adjustable steering wheel, height adjustable driver’s seat, heat reflective windscreen, roof rails and an immobiliser.

May 2003: Zafira update

In May 2003, the Zafira was updated with lap/sash seatbelts for all seats, 40/20/40 split-fold second row seats, additional travel for the driver’ s seat, a second row centre armrest (with cup holders) and new wheel covers.

2003 Zafira Equipe

In May 2003, a limited-run Equipe edition was released; compared to the updated Zafira, the Equipe was distinguished by its 15-inch alloy wheels, front fog lights, rear cargo blind, rear power windows, trip computer and metallic paint.

Review: Holden ZC Vectra (2003-05)

Stephen Tomlinson — Sun, 07 Mar 2021 22:49:54 +0000

Responsive 3.2-litre V6 engine
Accomplished ride/handling balance
Well-weighted steering has excellent feel
Quiet, well-insulated cabin
Spacious interior

Front seats for Vectra CD lack support
Tyre noise, particularly for rear occupants
Jerky throttle response
Manual transmission has clunky feel

Overview

Released in March 2003, the Holden ZC Vectra was available as sedan or liftback. Manufactured in Russelsheim, Germany, the front-wheel drive ZC Vectra was available with either a 2.2-litre four-cylinder petrol engine or a 3.2-litre petrol V6 engine and in CD, CDX and CDXi variants. Transmission options consisted of five-speed manual and five-speed automatic units.

L61 and L31 engines

Of the engines,

the 2.2-litre L61 four-cylinder engine had an aluminium block, two counter-rotating in-block balance shafts, double overhead camshafts, four valves per cylinder, a double mass flywheel and a compression ratio of 10.0:1; and,
the 3.2-litre L31 V6 engine had an iron block, aluminium double overhead camshafts, four valves per cylinder, a variable length intake manifold and a compression ratio of 10.0:1.

Dimensions and body

Compared to the JS Vectra , the ZC Vectra sedan and liftback were 101 mm longer (at 4596 mm), 91 mm wider (1798 mm), 35 mm taller (1460 mm) and had 60 mm longer wheelbases (2700 mm). The use of high and extra-high strength steels also contributed to a substantially stronger body which achieved a 74 per cent increase in torsional rigidity and a 62 per cent increase in bending stiffness.

Suspension

The ZC Zectra had MacPherson strut front suspension and four-link rear suspension (both with coil springs, gas-filled dampers and anti-roll bars).

Holden ZC Vectra specifications
Body	Variant	Years	Engine	Trans.	Peak power	Peak torque
Sedan, liftback	CD	2003-05	2.2-litre petrol I4	5sp auto, 5sp man.	108 kW at 5600 rpm	203 Nm at 4000 rpm
Sedan, liftback	CD	2004-05	3.2-litre petrol V6	5sp auto	155 kW at 6200 rpm	300 Nm at 3800 rpm
Liftback	CDX	2003-05	3.2-litre petrol V6	5sp auto	155 kW at 6200 rpm	300 Nm at 3800 rpm
Liftback	CDXi	2003-05	3.2-litre petrol V6	5sp auto, 5sp man.	155 kW at 6200 rpm	300 Nm at 3800 rpm

Safety equipment

Standard safety equipment for the ZC Vectra included dual front airbags, front side airbags, ABS with cornering brake control, electronic brake force distribution, brake assist, traction control, anti-submarining seats, active front seat head restraints, front seatbelts with pretensioners and load limiters and outer rear seatbelts with pretensioners; the CDXi was also fitted with electronic stability control.

From 2004, the Vectra CDXi was fitted with full-length curtain airbags (i.e. for front and rear occupants).

Euro NCAP crash testing

In Euro NCAP crash testing , a 2002 Opel Vectra sedan – as it was sold in Europe – that was fitted with a 1.8-litre petrol engine received a four star adult occupant protection rating with a score of 29.86 when equipped with curtain airbags. In the frontal offset impact test, protection from serious chest and leg injury was marginal for the driver. In the side impact test, there was a slight risk of serious chest injury for the driver.

Features: Vectra CD, CDX and CDXi

Standard features for the entry-level Vectra CD included 16-inch alloy wheels, a nine speaker sound system with CD player, air conditioning, cruise control, steering wheel audio controls, an eight-way adjustable driver’s seat, remote central locking, power windows and heated mirrors, a height and reach adjustable steering wheel and an immobiliser.

Beyond this, the Vectra CDX added a six-stack CD player, velour upholstery, leather-wrapped steering wheel, trip computer and woodgrain interior trim.

The range-topping Vectra CDXi was further equipped with 17-inch alloys with sports suspension, dual zone climate control air conditioning, black leather seats, contoured front seats with heating, a refrigerated glovebox and satin chrome instrument detailing. Visually, the CDXi could be identified its black headlight bezels, dark lens tail-lights, larger front air intake, wheel arch vents, rear spoiler and twin exhaust pipes.

2004 Vectra update

From 2004, the CD and CDX were fitted with clear side indicator and rear indicator lenses. Furthermore, the CD received body-coloured door handles (previously reserved for the CDX and CDXi) and the CDX was fitted with dual zone climate control air conditioning.

December 2004 Vectra update

In December 2004, the Vectra was again updated and the range was expanded with the introduction of V6-powered CD variants in sedan and liftback bodies. As part of the update,

the Vectra CD variant was fitted new five-spoke alloy wheels, an MP3-compatible CD player (standard across the range), contoured sports seats and twin cupholders (front and rear);
the Vectra CDX was fitted 17-inch seven-spoke alloy wheels; and,
the Vectra CDXi received rain-sensing wipers, automatic headlights, memory settings for door mirrors and electrochromatic (anti-glare) rear view and door mirrors.

Review: Holden JF Viva (2005-09)

Stephen Tomlinson — Sun, 07 Mar 2021 22:49:54 +0000

Comfortable ride
Spacious interior
Well-insulated cabin
Accurate steering

Noisy engine, particularly at higher revs
Vague manual transmission operation
Four-speed automatic transmission slow to kickdown

Overview

Released in October 2005, the Holden JF Viva was available as a sedan, wagon or five-door hatchback. Based on the Daewoo Lacetti and manufactured in Bupyeong, South Korea, the Viva was powered by a 1.8-litre four-cylinder petrol engine that mated to either a four-speed automatic or five-speed manual transmission. The 1.8-litre ‘Family II’ engine had double overhead camshafts, four valves per cylinder and a compression ratio of 9.7:1.

Sharing its underpinnings with the Daewoo Lacetti , the Viva hatch was 4295 mm long, 1725 mm wide, 1480 mm tall and had a 2600 mm long wheelbase. Relative to the hatch, the sedan was 220 mm longer (4515 mm), the wagon was 285 mm longer (4580 mm) and both the sedan and wagon had 35 mm lower rooflines (1445 mm); width and wheelbase length, however, were unchanged. The JF Viva had MacPherson strut front suspension and dual lateral link rear suspension (both with coil springs and stabiliser bars).

Holden JF Viva specifications
Body	Engine	Trans.	Peak power	Peak torque
4dr sedan, 5dr hatch, 5dr wagon	1.8-litre petrol I4	4sp auto, 5sp man.	89 kW at 5800 rpm	169 Nm at 3600 rpm

Safety equipment

Standard safety equipment for the JF Viva included dual front airbags, front side airbags and front seatbelt pretensioners; ABS, however, was optional.

ANCAP crash testing

In ANCAP crash testing , the Viva received a four star adult occupant protection rating with a score of 25.08 out of 37. In the offset crash test, protection from serious chest and leg injury was marginal for the driver. In the side impact test, there was a moderate risk of serious chest and abdomen injury for the driver.

Features

Standard features for the Holen Viva included a four speaker sound system with CD player and MP3-compatibility, air conditioning, steering wheel audio controls, six-way adjustable driver’s seat, remote central locking, power front windows and heated mirrors, a tilt and reach adjustable steering wheel, tinted windows, 12 volt power outlet and an immobiliser. The wagon models were also fitted with a rear cargo blind, roof rails and power rear windows.

From July 2008, the Viva was fitted with 15-inch alloy wheels as standard.

2006 Viva Equipe

In May 2006, limited-run Equipe editions of the Viva were released; compared to the standard Viva, the Equipe editions were further equipped with ABS, 15-inch alloy wheels and power rear windows.

Holden Viva Brochure

Brochure: Holden JF Viva (September 2008)

Review: Holden Volt (2012-13)

Stephen Tomlinson — Sun, 07 Mar 2021 22:49:54 +0000

Responsive electric motor
Quiet operation in electric mode
Capable range for an electric vehicle
Comfortable ride

Over-priced and horrendous depreciation
Petrol engine noisy when operating
Small boot
Cheap interior relative to price
Weight blunts agility

Overview

Released in November 2012, the Holden Volt was a four seat, plug-in hybrid vehicle. Manufactured in Detroit, USA, the front-wheel drive Volt had three motors – a primary traction motor, a secondary motor/generator and a range-extending 1.4-litre four-cylinder petrol engine – which were connected via a planetary gear and electric clutches. Electrical energy was stored in a 16.5 kWh lithium-ion battery pack, though the energy management system restricted charging to 10.3 kWh to maximise the life of the battery pack.

The Volt operated as an electric-13ly vehicle – with an estimated range of 87 km – until its battery capacity fell below a certain threshold. Beyond this point, the petrol engine could burn premium unleaded petrol to power a generator and extend the vehicle’s range to over 600 km. This secondary generator also acted as a motor to assist the primary traction motor at higher vehicle speeds to reduce the speed of the primary motor for greater efficiency. The Volt also had regenerative braking which enabled an electric motor to convert the kinetic energy of the wheels – when braking or coasting – into electrical energy that was stored in the lithium-ion battery.

Like the Holden JG Cruze , the Volt was based on General Motors’ Delta II platform and had MacPherson strut front and torsion beam rear suspension. Compared to the Cruze, the Volt was 99 mm shorter (at 4498 mm), the same width (1788 mm), 38 mm lower (1439 mm) and had the same length wheelbase (2685 mm).

Holden Volt specifications
Motor	Peak power	Peak torque
Primary traction motor	111 kW	370 Nm at 250-2800 rpm
Secondary motor/generator	54 kW	N/A
1.4-litre DOHC petrol engine	63 kW at 4800 rpm	N/A

Safety equipment

Standard safety equipment for the Holden Volt included dual front airbags, dual front knee airbags, front side airbags, full-length curtain airbags, ABS, electronic brake force distribution, brake assist, electronic stability control, traction control, lane departure warning, forward collision alert and front seatbelts with pretensioners and load limiters.

The Volt also had a driver-activated audible alert for pedestrians when the vehicle was running on electric energy.

Euro NCAP testing

In Euro NCAP testing , the Volt (sold in Europe as the Vauxhall/Opel Ampera and Chevrolet Volt) received a five star safety rating which included an 85 per cent adult occupant protection rating and a 78 per cent child occupant protection rating. Under ANCAP’s methodology, this testing resulted in a five star adult occupant protection rating with a score of 34.56 out of 37. In the offset crash test, protection from serious leg injury was marginal for the driver, though maximum points were awarded in the side impact and pole tests.

Features

Standard features for the Holden Volt included 17-inch alloy wheels with 215/55 R17 tyres, a six speaker Bose sound system with an amplifier and subwoofer, 30 GB hard-drive, CD/DVD player, Bluetooth audio streaming, MP3-compatibility and USB connectivity, satellite navigation with a seven-inch colour touch screen, climate control air conditioning, two-tone leather upholstery, heated front seats, cruise control, automatic headlights, front and rear parking sensors, a reversing camera, a rear fog light, Bluetooth mobile phone connectivity, Bluetooth voice recognition, 40/40 split and flat folding rear seats, a leather-wrapped steering wheel, remote central locking with proximity key, power windows and heated mirrors, a height and reach adjustable steering wheel, power-operated park brake, three 12 volt power outlets, tyre pressure monitoring, an electrochromatic rear view mirror and immobiliser.

Inside, the Volt had a seven-inch digital instrument panel which couold be configured to display an electronic speedometer, average fuel consumption, estimated range (electric-13ly, petrol and combined), a trip computer and tyre pressure monitoring.

Brochure

Brochure: Holden Volt (August 2012)