Overview

Released in August 2004, the Holden VZ Crewman was a dual cab utility. Manufactured in Elizabeth, South Australia, the VZ Crewman was initially available with newly-introduced 3.6-litre V6 and 5.7-litre V8 petrol engines. As per the table below, the VZ Crewman range initially consisted of rear-wheel drive standard, S and SS variants, with four-wheel drive Cross 6 and Cross 8 variants following in March 2005.

Engines: Alloytec V6, LS1 V8 and L76 V8

Of the engines,

• The newly-introduced 3.6-litre ‘Alloytec’ LE0 V6 petrol engine had all-aluminium construction, a forged steel crankshaft, forged powdered metal connecting rods, twin knock control sensors, double overhead camshafts (DOHC), sequential electronic fuel injection, four valves per cylinder, continuously variable intake camshaft phasing, a compression ratio of 10.2:1 and coil-on-plug ignition. Impressively, ninety per cent of peak torque was available from 1630-5460 rpm. Due to the introduction of Euro III emissions standards in 2006, this engine was detuned, fitted with new fuel injectors and a new exhaust catalyst;
• 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 and WL ranges, electronic throttle control was introduced; and,
• In 2006, the 5.7-litre LS1 V8 was replaced with the 6.0-litre ‘Gen IV’ L76 V8 engine. The 6.0-litre L76 engine had similar properties to the LS1 but had a bigger bore (101.6 mm compared to 99 mm) and an increased compression ratio (10.4:1). Although the L76 engine was fitted with displacement on demand hardware, this technology was not utilised by Holden until 2009.

Transmissions

Of the rear-wheel drive V6 models, the Crewman was available with four-speed 4L65E automatic and six-speed Aisin D173/AY6 manual transmissions; the Cross 6, however, was solely available with the four-speed 4L60E transmission.

Of the models with V8 engines, the Cross 8 was available with the four-speed 4L65 automatic transmission, while the Crewman SS was further available with the Tremec T56 manual transmission.

Development and dimensions

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

Like the VY Crewman , the VZ Crewman had a part-monocoque and part-chassis frame construction with a ‘torque arm’ system. Similarly, the VZ Crewman was 5305 mm long, 1870 mm wide, 1498 mm tall and had a 3200 mm long wheelbase.

Suspension and load capacity

The Crewman had MacPherson strut front suspension and a live rear axle with four leaf springs, a reinforced prop shaft and rear axle housing, heavy duty wheels and tyres. For the VZ Crewman, a 14 mm sway bar was added to the rear suspension.

Like the One Tonner, the standard Crewman models had maximum front and rear axle loads of 1180 kg and 1800 kg, respectively. For the Crewman SS, however, maximum rear axle load was 1460 kg.

The Crewman S and SS were both fitted with limited slip rear differentials.

Cross Trac: permanent four-wheel drive system

The Cross 6 and Cross 8 variants were fitted with Holden’s ‘Cross Trac’ permanent four-wheel drive system which included a New Venture NV124GM transfer case and three open differentials (front, centre and rear). In normal conditions, the Cross Trac system provided a 38:62 front:rear torque split.

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

Safety equipment

Standard safety equipment for the Crewman included dual front airbags and front seatbelts with pretensioners and load limiters; ABS was optional.

The Crewman S was further equipped with ABS, electronic brake force distribution and brake assist; the SS omitted brake assist and electronic brake force distribution, but was equipped with ABS and front seat-mounted side airbags.

Compared to the entry-level Crewman, the Cross 6 added ABS, brake assist, electronic brake force distribution and traction control; the Cross 8 omitted brake assist, but was further equipped with front side airbags.

Brakes

The rear-wheel drive VZ Crewman models had 296 mm by 28 mm vented front brake discs with twin-piston calipers and 286 mm by 16 mm solid rear discs. The Crewman Cross 6 and Cross 8, however, had 302 mm by 28 mm vented front brake discs.

From 2006, the Crewman SS was fitted with 320 mm by 32 mm vented front brake discs.

Features: Crewman, Crewman S and Crewman SS

Standard features for the entry-level Crewman included 15-inch steel wheels, a six speaker sound system with CD player, a power adjustable driver’s seat, cruise control, remote central locking, a tilt and reach adjustable steering wheel, front power windows and mirrors, trip computer, alarm and immobiliser.

The Crewman S was further equipped with 16-inch alloy wheels, air conditioning, rear power windows, a power antenna and leather-wrapped steering wheel; the Cross 6 was similarly equipped but featured 17-inch alloy wheels.

The Crewman SS was distinguished by its 17-inch alloy wheels, six-stack CD player and front fog lights; beyond this, the Cross 8 added climate control air conditioning and automatic headlights.

2005 Crewman Storm

Released in April 2005, the Storm variant was based on the S but added 17-inch five-spoke alloy wheels, a six-stack CD player, anthracite seat trim with leather bolsters and front fog lights.

2005 Crewman SSZ

In September 2005, a Z edition of the SS was released. Compared to the regular SS, the ‘SSZ’ added leather seats with SSZ logo, upgraded front brakes, a colour-coded SSZ instrument cluster, black centre-mounted oil and volt meters and a colour-coded hard tonneau cover.

2006 Crewman SS Thunder

In March 2006, a Thunder edition of the SS was released. Compared to the regular SS, the Thunder added 17-inch alloy wheels, anthracite leather seats with Thunder badging and a hard tonneau cover.

Crewman Specifications

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

Related links

• Product Information: VZ Ute, Crewman and One Tonner (August 2004)
• Holden Media Archive: New Holden Crewman Cross 6 (February 2005)
• Holden Media Archive: Kicking up a Storm: Holden’s Special Edition Ute and Crewman (April 2005)
• Holden Media Archive: Holden Unleashes Thunder Ute and Crewman (March 2006)
• Wikipedia.org: Holden VZ Ute, One Tonner and Crewman

Holden VY.II Crewman (2003-05)

Overview

Released in August 2003, the Holden VY Series II (VY.II) Crewman was a double cab utility. Manufactured in Elizabeth, South Australia, the range initially consisted of rear-wheel drive Crewman and Crewman S models – powered by 3.8-litre V6 petrol engines – and the Crewman SS – powered by a 5.7-litre petrol V8 engine. In December 2003, the four-wheel drive and V8-powered Crewman Cross 8 was introduced.

Engines: L36 V6 and LS1 V8

Of the engines,

• The 3.8-litre L36 pushrod V6 petrol engine had a cast iron block and cylinder head, multi-port fuel injection, two valves per cylinder, a single balance shaft and a compression ratio of 9.4:1; and,
• 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.

Transmissions: 4L60E and T56

All engines were available with four-speed 4L60E automatic transmissions, while the V8 engine was also available with six-speed Tremec T56 manual transmissions.

Development and dimensions

Like the related VY One Tonner , the VY Crewman had a part-monocoque and part-chassis frame construction with a ‘torque arm’ system which consisted of two vertical uprights at the front of the chassis frame which bolted to the back of the cab.

The VY.II Crewman was 5305 mm long (5310 mm for the Crewman SS), 1870 mm wide, 1498 mm tall and had a 3200 mm long wheelbase. Maximum towing capacity for V6 Crewman models was 2100 kg, while V8 models had a capacity of 2500 kg.

Suspension

The Crewman had MacPherson strut front suspension and a live rear axle with four leaf springs, a reinforced prop shaft and rear axle housing, heavy duty wheels and tyres. The Crewman S and SS were also fitted with limited slip rear differentials.

Like the VY One Tonner , the standard Crewman models had maximum front and rear axle loads of 1180 kg and 1800 kg, respectively. For the Crewman SS, however, maximum rear axle load was 1460 kg.

Cross Trac: permanent four-wheel drive system

The Cross 8 variants were fitted with Holden’s ‘Cross Trac’ permanent four-wheel drive system which included a New Venture NV124GM transfer case and three open differentials (front, centre and rear). In normal conditions, the Cross Trac system provided a 38:62 front:rear torque split.

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

Safety equipment

Standard safety equipment for the VY Crewman included dual front airbags and front seatbelts with pretensioners with load limiters; the S was further equipped with ABS, while the SS and Cross 8 added front side airbags. The Cross 8 was also fitted with electronic brake force distribution and traction control.

Brakes

The rear-wheel drive VY Crewman models had 296 mm by 28 mm vented front brake discs with twin-piston calipers and 286 mm by 16 mm solid rear discs. The Crewman Cross 8, however, had 302 mm by 28 mm vented front brake discs.

Features: Crewman, Crewman S and Crewman SS

Standard features for the Crewman included a six speaker Blaupunkt sound system with a CD player, a power adjustable driver’s seat, folding rear seats, remote central locking, power mirrors, a height and reach adjustable steering wheel, a trip computer and an immobiliser.

Beyond this, the Crewman S added 16-inch alloy wheels, air conditioning, cruise control, power antenna, power windows, chrome exhaust tip, a tonneau cover, limited slip differential and an alarm system. The SS was also fitted with 17-inch alloy wheels, six-stack CD player and front fog lamps.

Compared to the SS, the Crewman Cross 8 was distinguished by its automatic headlights, raised ride height and bolstered wheel arches.

Crewman Features

• Features: Holden VY Crewman Cross 8 (October 2003)

Crewman Specifications

• Specifications: Holden VY Crewman Cross 8 (October 2003)

Related links

• Holden Media Archive: New Holden Crewman Is One of a Kind (August 2003)
• Holden Media Archive: Holden’s Cross Trac All Wheel Drive System (September 2003)
• Holden Media Archive: Holden’s Crewman Cross 8 Sports Ute (October 2003)
• Wikipedia.org: Holden VY Ute, Crewman and One Tonner

Recalls: Holden VZ Crewman

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 Crewman

Holden VZ Crewman: unsecure front brake hose

In June 2005, a recall was issued for Holden VZ Crewman vehicles due to a condition in which the front brake hose could slide out of the retaining bracket on the front strut (PRA 2005/7811).

Holden VZ Crewman: incorrect compliance plate

In July 2005, a recall was issued for VZ Crewman Storm variants which were fitted with a compliance plate that incorrectly stated the vehicle’s ‘Gross Vehicle Mass’ (PRA 2005/7910).

Holden VZ Crewman: interference with driver’s foot

In September 2005, a recall was issued for Holden VZ Crewman vehicles due to a potential wiring harness routing and retention condition which 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).

Pre-2005 Holden VZ Crewman: inadvertent side airbag deployment

In March 2006, a recall was issued for VZ Crewman 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).

2004 Holden VZ Crewman: potential fuel leak

In March 2006, a recall was issued for Holden VZ Crewman models built from 1 May 2004 to 30 July 2004 due to the incorrect fitment of a plastic clip to the plenum panel. If fitted, the circular clip could contact the engine fuel feed hose, potentially causing a fuel leak and fire hazard (PRA 2006/8407).

Holden VZ Crewman LPG: undersized O-rings

In April 2007, a recall was issued for Holden VZ Crewman 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).

Holden VZ Crewman: side airbag may not deploy

In November 2008, a recall was issued for Holden VZ Crewman 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 Crewman

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.

Holden VZ Crewman V6: 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.

Holden VZ Crewman V6: O₂ sensor wiring

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

2006-07 Holden VZ Crewman with L76 V8 engine: 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.

Holden VZ Crewman: LS1 and L76 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.

V8 Engines: starter motor

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

Problems and faults: Holden VZ Crewman

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

Recalls: Holden VY Crewman

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 Crewman

• In April 2004, a recall was issued for Holden VY Crewman models built from 5 May 2003 and 9 October 2003 for compliance plates which stated incorrect model designations and approval numbers (PRA 2004/6954).
• In May 2004, a recall was issued for Holden VY Crewman 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 Crewman 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 March 2006, a recall was issued for Holden VY Crewman 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 2006, a recall was issued for Holden VY Crewman SS variants due to an incorrect ‘Gross Vehicle Mass’ printed on the compliance plate; this could lead to incorrect calculation of the vehicle’s towing capacity (PRA 2006/8450).

Problems and faults: Holden VY Crewman

Overview

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

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

V6 Engines

• When idling, the belt may squeal or squeak because the power steering pump pulley hub was not pressed sufficiently onto the power steering pump.
• There may be an oil leak on the front edge of the timing cover next to the oil filter due to insufficient surface area for one of the retaining bolts for the oil filter adaptor. A revised oil filter adaptor was released in mid-2004.

VY Crewman: LS1 V8 engines

Overview

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

Hydraulic lifter failure

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

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

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

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

Hydraulic lifter noise

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

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

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

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

Rocker bearing failure

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

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

Valve spring failure

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

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

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

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

LS1 V8 engines: other problems and faults

• A rough idle, high-pitched hissing noise and ‘check engine’ light illuminating may be due to the PCV (positive crank case ventilation) pipe deteriorating. A revised PCV pipe was subsequently released.
• For VY.II Crewman models manufactured up to late 2003, the front exhaust pipe heat shields could rattle if the internal insulator pads became detached.

Models with V8 engines

• Steering rack boots may be damaged by excessive heat from the exhaust system; revised silicone steering rack boots were subsequently released.
• For V8 manual models, a loud knocking noise from the rear during hard acceleration may be due to the rear cross-member insulators missing. As a result, the cross-member would knock against the rear floor area.

Transmissions

• The gearshift lever could rattle due to excessive clearances in the remote shifter linkages; a revised remote shifter was introduced in late 2003.
• For models with the V8 engines, it may be difficult to engage gears and the clutch pedal may feel soft and/or have a low disengagement point due to a chemical reaction between the clutch fluid and clutch slave cylinder housing (which produces a gas in the hydraulic system); a revised clutch slave cylinder was released in late 2003.

Problems and faults: Holden VY Crewman

• A shudder through the steering wheel during low-speed manoeuvres may be rectified by fitting a longer high-pressure power steering line which ran from the power steering rack, was routed and secured in front of the engine, and then continued to the power steering pump.
• The front sway bar links are rubber mounted to the strut housings – these rubbers could squash and split. New, harder rubbers were introduced in early 2003.
• Clunking noises from the front suspension when changing direction may be attributable to bent tie-rod pins.
• For models manufactured from January 2003 to July 2003, a faulty low-speed engine fan relay may cause the fan to remain on even after the ignition is switched off.
• Pressing the horn pad may activate the top radio buttons (mode and mute) due to incorrect assembly reducing clearances between the horn pad and the switches. Assembly procedures were revised in late 2002.
• 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. Alternatives causes, however, include a bent fuel float and faulty sender unit.
• 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 Blaupunkt clock may lose time and the CD player may not eject – software updates were released in late 2003 to fix these problems. 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 glove box lid may become distorted; a revised glove box lid was introduced in early 2003 with added ribs and which was manufactured from less heat-sensitive material.

Released in August 2003, the Holden VY Series II (VY.II) Crewman was a double cab utility. Manufactured in Elizabeth, South Australia, the range initially consisted of rear-wheel drive Crewman and Crewman S models – powered by 3.8-litre V6 petrol engines – and the Crewman SS – powered by a 5.7-litre petrol V8 engine. In December 2003, the four-wheel drive and V8-powered Crewman Cross 8 was introduced… Read full Holden VY Crewman review

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Released in August 2004, the Holden VZ Crewman was a dual cab utility. Manufactured in Elizabeth, South Australia, the VZ Crewman was initially available with newly-introduced 3.6-litre V6 and 5.7-litre V8 petrol engines. Furthermore, the VZ Crewman range initially consisted of rear-wheel drive standard, S and SS variants, with four-wheel drive Cross 6 and Cross 8 variants following in March 2005… Read full Holden VZ Crewman review

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