Overview

Released in March 2005, the Holden VZ Adventra was a four-wheel drive wagon. Manufactured in Elizabeth, South Australia, the VZ Adventra was available with newly introduced 3.6-litre V6 and 5.7-litre V8 petrol engines. As per the table below, the VZ Adventra range consisted of CX6, SX6, LX6 and LX8 variants.

V6 and V8 Engines

Of the engines,

• The newly-introduced 3.6-litre ‘Alloytec’ LY7 V6 petrol engine had all-aluminium construction, a forged steel crankshaft, forged powdered metal connecting rods, twin knock control sensors, double overhead camshafts (DOHC), sequential electronic fuel injection, four valves per cylinder, continuously variable intake and exhaust camshaft phasing, electronic throttle control, a dual stage intake manifold, a compression ratio of 10.2:1 and coil-on-plug ignition. Impressively, ninety per cent of peak torque was available from 1570 to 5870 rpm; and,
• The 5.7-litre LS1 pushrod V8 engine had all-aluminium construction, flat-topped pistons, two valves per cylinder, twin knock control sensors and a compression ratio of 10.1:1. For the VZ Adventra, the introduction of electronic throttle control and improvements to engine calibration, induction and the exhaust increased peak power to 250 kW.

5L40E and 4L60E transmissions

The V6 engines were mated to five-speed 5L40E automatic transmissions, while the V8 engines were mated to four-speed 4L60E automatic transmissions. For the VZ range, the 4L60E automatic transmissions were upgraded with new torque converters.

Dimensions and VY comparison

Like the VY Adventra , the VZ Adventra was 5036 mm long, 1934 mm wide, 1654 mm tall and had a 2948 mm long wheelbase. Visually, however, the VZ Adventra could be identified by its creased bonnet, bolder front fascia with new headlights, wide air intake, black mouldings and aluminium protector plates. In addition to its new V6 powertrains, the VZ Adventra also had a new brake booster and brake master cylinder.

Suspension

The Adventra had MacPherson strut front suspension and independent rear suspension with semi-trailing arms and toe control links. For the VZ range, a new front anti-roll bar pick up point with ball-jointed mounts (previously rubber bushes) was introduced.

For the Adventra LX6 and LX8, the rear suspension included an electronically-controlled self-levelling system.

Cross Trac: permanent four-wheel drive system

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

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

Safety equipment

Standard safety equipment for the V6 Adventra models included dual front airbags, front side airbags, ABS (with corner braking control), electronic brake force distribution, brake assist, electronic stability control, traction control, anti-submarining front seat ramps and front seatbelts with pretensioners and load limiters; the LX8, however, omitted electronic stability control. The LX6 and LX8 were also fitted with active front seat head restraints.

Models with V6 engines were also fitted with a Hill Descent Control (HDC) function which could control the speed of the vehicle without the driver having to touch the brake pedal. With HDC activated, the system would automatically apply the brakes and limit the speed of the vehicle, avoiding lock-up of the wheels; the vehicle’s speed could also be increased or decreased using the cruise control switches.

Brakes

The VZ Adventra had 302 mm by 27 mm vented front brake discs with twin-piston calipers and 286 mm by 16 mm solid rear discs with single piston calipers.

Features

Standard features for the Adventra SX6 included 17-inch alloy wheels, a six speaker stereo with CD player, air conditioning, cruise control, rear parking sensors, power adjustable driver’s seat, automatic headlights, 60/40 split rear seats, remote central locking, power mirrors and windows, a tilt and reach adjustable steering wheel, roof rails, remote tailgate operation, a retracting cargo blind, trip computer and an immobiliser.

The Adventra CX6 was further equipped with a six-stack CD player with graphic equalizer, climate control air conditioning, ‘Neutral Pewter’ leather seats, chromed projector headlamps, leather-wrapped steering wheel with gearshift paddles, 12 volt power outlet and multi-mode trip computer.

Beyond this, the Adventra LX6 and LX8 added a ten speaker sound system with a subwoofer and 260 watt amplifier, dual zone climate control air conditioning, leather and suede interior trim, eight-way power adjustable front seats, memory settings for the driver’s seat, front fog lights, heated door mirrors (with automatic dipping on reverse), cargo and tie-down nets, a first aid kit and roof racks with an integrated luggage carrier; the LX8, however, omitted gearshift paddles.

Visually, the Adventra LX6 and LX8 were distinguished by their five-spoke 17-inch alloy wheels with graphite inserts, jewelled projector headlamps with ‘optic fibre’ twin bar parkers and black bezels, clear lens fog lights, chrome grille headers and stainless steel sill plates.

Related links

• Specifications: Holden VZ Adventra (May 2005)
• Specifications: Alloytec V6 engine (July 2004)
• Holden Media Archive: VZ Holden Adventra All Road Wagon (February 2005)
• Wikipedia.org: Holden VZ Adventra

Holden VY.II Adventra (2003-05)

Overview

Released in September 2003, the Holden VY Series II (VY.II) Adventra was a four-wheel drive wagon. Manufactured in Elizabeth, South Australia, the VY.II Adventra was powered by a 5.7-litre petrol V8 engine that was mated to a four-speed automatic transmission. As per the table below, the Adventra range consisted of CX8 and LX8 variants.

LS1 Engine and 4L60E transmission

The 5.7-litre LS1 pushrod V8 engine had all-aluminium construction, a 99 mm bore, 92 mm stroke, sequential multi-port fuel injection, flat-topped pistons, two valves per cylinder, twin knock control sensors and a compression ratio of 10.1:1. The engine was mated to the four-speed 4L60E automatic transmission.

Development and dimensions

Developed at a cost of $125 million and over a period of three years was distinguished from the VY Commodore wagon by its wider track, flared wheel arches and 80 mm higher ride height. Beyond this, the strengthened underbody included front and rear ‘bash plate’ undertrays and a heavy duty engine cradle, while front strut bracing provided extra rigidity across the chassis and the transmission was mounted on a two-piece system that also served as an extra body brace.

Compared to the VY Commodore wagon on which it was based, the VY Adventra was 10 mm shorter (at 5036 mm), 87 mm wider (1934 mm), 109 mm taller (1654 mm) and had a 10 mm longer wheelbase (2948 mm); ground clearance also increased from 105 mm to 200 mm. The Adventra tailgate had a folding glass panel for easier access to the cargo area, while roof racks were fitted as standard.

Suspension

The VY Adventra had MacPherson strut front suspension and independent rear suspension (with semi-trailing arms and toe control links) which was reinforced for use on off-road tracks. For the Adventra LX8, the rear suspension included an electronically-controlled self-levelling system.

Cross Trac: permanent four-wheel drive system

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

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

Safety equipment

Standard safety equipment for the VY Adventra included dual front airbags, front side airbags, ABS, electronic brake force distribution, traction control and front seatbelts with pretensioners and load limiters; the LX8 was also fitted with active front seat head restraints.

Brakes

The Adventra had 302 mm by 27 mm vented front brake discs with twin-piston calipers and 286 mm by 16 mm solid rear discs with single piston calipers.

Features: Adventra CX8 and LX8

Standard features for the Adventra CX8 included six-spoke 17-inch alloy wheels, a six speaker stereo with a six-stack CD player, climate control air conditioning, velour upholstery, a power adjustable driver’s seat, cruise control, front fog lights, rear parking sensors, 60/40 split and folding rear seats, a leather-wrapped steering wheel, remote central locking, power mirrors and windows, a tilt and reach adjustable steering wheel, trip computer and an immobiliser.

Beyond this, the Adventra LX8 added 17-inch five-spoke alloy wheels, a 260 watt sound system with ten speakers and a subwoofer, SS-style leather seats (in Anthracite black or optional Ochre), dual-zone climate control air conditioning, eight-way power adjustable front seats, heated door mirrors (with memory settings), a sunroof, dust deflector, pitch and roll gauges, stainless steel sill plates, vanity mirrors and floor mats.

August 2004: Adventra update

In August 2004, the VY.II Adventra received a minor facelift to coincide with the release of the VZ range, though the VZ Adventra was not released until March 2005; these Adventras are sometimes referred to as the ‘interim VZ’ models.

Related links

• Holden Media Archive: New Adventra All Wheel Drive Wagon is Holden’s Local Hero (September 2003)
• Holden Media Archive: Holden’s Cross Trac All Wheel Drive System (September 2003)
• Wikipedia.org: Holden VY Adventra

Recalls: Holden VY Adventra

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 VY Adventra

• In May 2004, a recall was issued for Holden VY Adventra models built from 26 August 2002 and 2 September 2003 due to the possibility of the power steering cooler hose rupturing during cornering (PRA 2004/6978).
• In May 2004, a recall was issued for Holden VY Adventra models manufactured in the first two (2) weeks of May 2004 due to some driver’s seat having been manufactured with incomplete riveting and welding between the seat track and the mounting foot on the front right hand side (PRA 2004/7011).
• In April 2005, a recall was issued for Holden VY Adventra vehicles because the front bumper beam which may have had insufficient strength when subjected to high towing load ‘recovery’ techniques (i.e. snatch strap) from soft ground such as sand, mud or snow (PRA 2005/7675).
• In March 2006, a recall was issued for Holden VY Adventra models manufactured from 1 April 2003 to 2 December 2005 that were fitted with front seat-mounted side airbags. The electrical earth wire fitted underneath either front seat could become detached, potentially causing an electrostatic charge to transfer through the seat and causing unintended deployment of the front side airbag when the vehicle was stationary and while an occupant was exiting one of the front seats (PRA 2006/8380).

Problems and faults: Holden VY Adventra

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.

VY Adventra: LS1 V8 engine

Overview

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

Hydraulic lifter failure

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

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

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

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

Hydraulic lifter noise

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

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

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

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

Rocker bearing failure

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

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

Valve spring failure

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

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

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

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

Problems and faults: Holden VY Adventra

• A rough idle, high-pitched hissing noise and ‘check engine’ light illuminating may be due to the PCV (positive crank case ventilation) pipe deteriorating. A revised PCV pipe was subsequently released.
• A thudding or knocking noise may be heard when the cruise control is activated or deactivated if there is insufficient clearance between the cruise control module and the mounting bracket under the bonnet. In mid-2004, a washer was fitted to increased clearance between the module and the bracket.
• Electrical interference may prevent the central locking system from responding to signals from the key fob.
• The door locks may intermittently stop locking or unlocking due to insufficient tolerances in the door lock mechanism; mechanisms with modified operating clearances were introduced in early 2004.
• The CD player may also display error messages, particularly with burnt CDs; resetting the CD player by disconnecting the battery, waiting for a few minutes and then reconnecting may fix the problem.
• The fuel gauge may be inaccurate for readings below one-quarter of a tank – a revised fuel gauge calibration was introduced in late 2003 for this problem. Alternative causes, however, include a bent fuel float and faulty sender unit.

Recalls: Holden VZ Adventra

Overview

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

Recalls: Holden VZ Adventra

• In September 2005, a recall was issued for Holden VZ Adventra vehicles due to a potential wiring harness routing and retention condition that could interfere with the driver’s foot when applying the brake pedal. The recall applied to a specific range of base/level 1 VZ models (PRA 2005/8059).
• In March 2006, a recall was issued for Holden VZ Adventra models manufactured from 1 April 2003 to 2 December 2005 that were fitted with front seat-mounted side airbags. The electrical earth wire fitted underneath either front seat could become detached, potentially causing an electrostatic charge to transfer through the seat and causing unintended deployment of the front side airbag when the vehicle was stationary and while an occupant was exiting one of the front seats (PRA 2006/8380).
• In April 2007, a recall was issued for Holden VZ Adventra models 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).
• In November 2008, a recall was issued for Holden VZ Adventra models with front seat-mounted side airbags as the attachment of the driver’s side airbag may have become detached (PRA 2008/10462).

Problems and faults: Holden VZ Adventra

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.

Alloytec V6 engines: stretched timing chains

In January 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); 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.

VZ Adventra: LS1 V8 engine

Overview

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

Hydraulic lifter failure

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

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

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

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

Hydraulic lifter noise

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

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

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

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

Rocker bearing failure

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

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

Valve spring failure

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

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

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

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

LS1 V8 engine: starter motor and PIM

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

Automatic transmissions

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

Problems and faults: Holden VZ Adventra

• A rattling noise from the steering column when driving at highway speeds or on coarse roads may be due to the steering column adjuster spring vibrating against the steering column housing – a cable tying the two sides of the spring together may alleviate the problem.

Released in March 2005, the Holden VZ Adventra was a four-wheel drive wagon. Manufactured in Elizabeth, South Australia, the VZ Adventra was available with newly introduced 3.6-litre V6 and 5.7-litre V8 petrol engines. Furthermore, the VZ Adventra range consisted of CX6, SX6, LX6 and LX8 variants… Read full Holden VZ Adventra review

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Released in September 2003, the Holden VY Series II (VY.II) Adventra was a four-wheel drive wagon. Manufactured in Elizabeth, South Australia, the VY.II Adventra was powered by a 5.7-litre petrol V8 engine that was mated to a four-speed automatic transmission. Furthermore, the Adventra range consisted of CX8 and LX8 variants… Read full Holden VY Adventra review

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