HSV VS.I Statesman/Caprice (1995-96)

Overview

Released in May 1995, the HSV VS Series I (VS.I) Statesman and Caprice were long wheelbase, rear-wheel drive sedans. Manufactured in Elizabeth, South Australia, and finished by HSV in Clayton, Victoria, the HSV VS Statesman range consisted of the 185i and 215i variants, powered by 5.0- and stroked 5.7-litre V8 engines respectively. The VS Caprice, however, was solely available with the 5.7-litre V8 engine.

5.0- and 5.7-litre V8 engines

The cast-iron 5.0-litre V8 engine had a 101.6 mm bore, 77.8 mm stroke, two valves per cylinder and a compression ratio of 8.4:1. For the VR Statesman, however, the engine had a recalibrated GM-Delco engine management system, Bosch electronic ignition, a new cold air intake and revised exhaust headers (for reduced back pressure). The 5.0-litre V8 engine was solely available with a four-speed 4L60-E automatic transmission.

Shared with the VS Senator 215i and VS GTS , the stroked 5.7-litre V8 engine had an 11 mm longer Harrop crankshaft, flat-top pistons to lower the compression ratio (for compatibility with regular unleaded petrol), new valves, valve springs and a new flywheel. The Statesman 215i and Caprice 215i were solely available with a four-speed Borg Warner automatic transmission.

Dimensions and suspension

The VS Statesman and Caprice were 4989 mm long, 1794 mm wide, 1463 mm tall and had 2826 mm long wheelbases.

The VR Statesman and Caprice had MacPherson strut front suspension and independent rear suspension with semi-trailing arms. Unlike their Holden VS Statesman and Caprice counterparts, however, the HSV Statesman and Caprice were fitted with a larger front anti-roll bars, revised front suspension top mountings, unique dampers and springs rates and an electronically controlled ‘level ride’ rear suspension system.

Safety equipment

Standard safety equipment for the HSV VS Statesman and Caprice included dual front airbags and ABS.

Brakes

The standard braking package for the HSV VS Statesman and Caprice consisted of 289 mm by 23 mm vented front brake discs and 279 mm by 10.7 mm solid rear discs. The 215i (‘Stroker’) variants, however, had 328 mm by 28 mm vented front brake discs and 280 mm by 20 mm vented rear discs; they were also fitted with a Hydratrak viscous limited-slip differential.

Features

Standard features for the HSV VS Statesman included 16 by 8.0-inch alloy wheels with 225/60 R16 97 V-rated tyres, an eight speaker sound system with a ten-disc CD changer, climate control air conditioning, contoured sports seats, leather trim, cruise control, front fog lights, a leather-wrapped steering wheel, remote central locking, power windows and mirrors, a trip computer and an alarm system.

The HSV VS Caprice was further equipped with a twelve speaker sound system with a CD player, leather upholstery and woodgrain interior trim.

HSV VS.II Caprice (1996-98)

Overview

Released in July 1996, the VS Series II (VS.II) was a minor update for the Caprice, though the Statesman was discontinued. Standard features were extended with HSV’s Integrated Security System (ISS) which included an immobiliser.

Related links

• Wikipedia.org: Holden VS Caprice
• Wikipedia.org: HSV – VR/VS

Overview

The HSV VR Statesman and Caprice were long wheelbase, rear-wheel drive sedans that were introduced in September and November 1994, respectively. Manufactured in Elizabeth, South Australia, and finished by HSV in Victoria, the HSV VR Statesman range consisted of the 185i and 215i variants, powered by 5.0- and stroked 5.7-litre V8 engines respectively. The VR Caprice, however, was solely available with the 5.7-litre V8 engine.

5.0- and 5.7-litre V8 engines

The cast-iron 5.0-litre V8 engine had a 101.6 mm bore, 77.8 mm stroke, two valves per cylinder and a compression ratio of 8.4:1. For the VR Statesman, however, the engine had a recalibrated GM-Delco engine management system, Bosch electronic ignition, a new cold air intake and revised exhaust headers (for reduced back pressure). The 5.0-litre V8 engine was solely available with a four-speed 4L60-E automatic transmission.

Shared with the VR Senator 215i and VR GTS , the stroked 5.7-litre V8 engine had an 11 mm longer Harrop crankshaft, flat-top pistons to lower the compression ratio (for compatibility with regular unleaded petrol), new valves, valve springs and a new flywheel. The Statesman 215i and Caprice 215i were solely available with a four-speed Borg Warner automatic transmission.

Steering and suspension

The VR Statesman and Caprice were 4989 mm long, 1794 mm wide, 1463 mm tall and had 2826 mm long wheelbases.

The VR Statesman and Caprice had MacPherson strut front suspension and independent rear suspension with semi-trailing arms. Unlike their Holden VR Statesman and Caprice counterparts, however, the HSV Statesman and Caprice were fitted with a larger front anti-roll bars, revised front suspension top mountings, unique dampers and springs rates and an electronically controlled ‘level ride’ rear suspension system.

Safety equipment

Standard safety equipment for the HSV VR Statesman and Caprice included a driver’s airbag and ABS.

The 215i variants were also fitted with a premium braking package and a Hydratrak viscous limited-slip differential.

Features

Standard features for the HSV VR Statesman included 16 by 8.0-inch alloy wheels with 225/60 R16 97 V-rated tyres, an eight speaker sound system with a radio and cassette player, climate control air conditioning, contoured sports seats, leather trim, cruise control, front fog lights, a leather-wrapped steering wheel, remote central locking, power mirrors, a trip computer and an alarm system.

The HSV VR Caprice was further equipped with a twelve speaker sound system with a CD player, leather upholstery and woodgrain interior trim.

Related links

• Wikipedia.org: Holden VR Caprice
• Wikipedia.org: HSV – VR/VS

 Holden WM.I Statesman and Caprice (2006-10)

Overview

Released in September 2006, the Holden WM Series I (WM.I) Statesman and Caprice were long wheelbase sedans. Manufactured in Elizabeth, South Australia, the rear-wheel drive WM.I Statesman and Caprice were available with 3.6-litre V6 and 6.0-litre V8 petrol engines that were mated to automatic transmissions.

Engines: Alloytec V6, L98 V8 and L76 V8

Of the engines,

• The 3.6-litre ‘Alloytec’ LY7 V6 petrol engine had all-aluminium construction, a forged steel crankshaft, forged powdered metal connecting rods, double overhead camshafts (DOHC), sequential electronic fuel injection, four valves per cylinder, continuously variable intake and exhaust camshaft phasing, electronic throttle control, twin knock control sensors and a compression ratio of 10.2:1. For the VE range, the Alloytec engines were fitted with new variable intake manifolds, Bosch E77 engine control systems with digital sensors for crank and camshaft positions, front and rear oxygen (O₂) sensors, retuned harmonic balancers and a new dual exhaust system;
• Introduced in September 2009 (‘MY10’), the 3.6-litre LLT V6 petrol engine had direct injection (Holden’s Spark Ignition Direct Injection or SIDI) – whereby fuel was pressurised and injected directly into the combustion chamber compression – and a compression ratio of 11.3:1;
• The 6.0-litre L98 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 the VE range, changes included a high-flow exhaust system with 2.25-inch pipes and four outlets; and,
• Introduced in January 2009, the 6.0-litre L76 V8 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. Although similar to the L98 engine, the L76 engine had a different camshaft profile and a smaller sump.

For the WM range, new engine control systems were introduced which used digital sensors for crank and camshaft positions. Service intervals for the V8 engines were also extended to 15,000 kilometres (previously 10,000 kilometres).

Transmissions

The V6 engines were initially available with five-speed 5L40E automatic transmissions, though for the 3.6-litre LLT engines, these were replaced by six-speed 6L50 transmissions. The V8 engines were solely available six-speed 6L80 automatic transmissions. Both the 6L50 and 6L80 transmissions had an ‘Active Select’ function which enabled the driver to perform sequential gearshifts by tapping the gear shifter.

Development and dimensions

Developed at a cost of $190 million – in addition to the $1 billion for the VE Commodore program – the WM Statesman and Caprice were underpinned by GM’s Zeta platform which – due to its higher proportion of advanced-strength steels – provided a more rigid body. Like the VE Commodore, the WM Statesman and Caprice had a stiffer engine cradle with six mounting points, acoustic laminated windscreens, new engine covers and bonnet insulators, new sound absorption packages (behind the engine bay and between the transmission and transmission tunnel), insulating carpets and a new double-isolated ZF differential. Tyre pressures were also increased to 250kPa (36.25 psi) to reduce rolling resistance and improve fuel economy.

Compared to the WL Statesman and Caprice , the WM Statesman and Caprice were 77 mm shorter (at 5160 mm), 52 mm wider (1899 mm), 21 mm taller (1480 mm) and had 70 mm longer wheelbases (3009 mm).

From September 2009 (‘MY10’), the Statesman and Caprice were fitted with additional engine bay insulation and a quieter muffler, while the Statesman was fitted with low rolling-resistance Bridgestone Turanza tyres for improved fuel economy.

Suspension

The WM Statesman and Caprice had ‘Linear Control’ suspension which consisted of double-pivot MacPherson strut-based 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 and a decoupled stabiliser bar.

In September 2009 (‘MY10’), the rear suspension was revised with an additional cross-axis ball joint (in place of a rubber bush in the lower control arm).

Safety equipment

Standard safety equipment for the WM Statesman and Caprice included dual front airbags, front side airbags, full length curtain airbags (i.e. for front and rear occupants), ABS, electronic brake force distribution, brake assist, traction control, electronic stability control, active front seat head restraints and front seatbelts with pretensioners and load limiters.

Brakes

WM Statesman and Caprice models with V6 engines were fitted with 298 mm by 30 mm ventilated front brake discs with twin-piston callipers and 302 mm by 22 mm ventilated rear discs with single-piston callipers. Models with V8 engines, however, were fitted with 321 mm by 30 mm front discs and 324 mm by 22 mm rear discs.

ANCAP crash testing

Although the Statesman and Caprice were not specifically tested by ANCAP, they were awarded ratings based on ANCAP’s crash testing of the VE Commodore Omega and evidence that they would perform similarly. From September 2009, the Statesman and Caprice were fitted with a passenger seat belt reminder and these models were awarded a five star adult occupant protection rating with a score of 33.45 out of 37. Prior results for the VE Commodore, however, were not comparable due to its omission of side and curtain airbags.

Features

Standard features for the WM Statesman included ten-spoke 17-inch alloy wheels, a 230 watt sound system with eleven speakers, a six-stack CD player, MP3-compatibility and auxiliary inputs, dual-zone climate control air conditioning, a 6.5-inch multifunction display, leather seats, an eight-way power adjustable driver’s seat and four-way power adjustable front passenger seat, cruise control, Bluetooth mobile phone connectivity, front fog lamps, front and rear parking sensors, automatic projector headlights, rain-sensing wipers, a leather-wrapped steering wheel and gearshift, remote central locking, power mirrors and windows, a height and reach adjustable steering wheel, 12 volt power outlet, cargo net, trip computer, an alarm and immobiliser.

The WM Caprice was further equipped with five-spoke 18-inch alloy wheels with sports suspension, a ten speaker Bose sound system, three-zone climate control air conditioning, soft touch leather seats, deep-bolstered front sports seats with ten-way power adjustment, bi-xenon headlights, DVD player with twin headrest-mounted LCDs, heated door mirrors, driver’s seat and mirror memory settings, rear passenger headrests and tyre pressure monitoring.

Brochure: WM Statesman and Caprice

• Brochure: Holden WM.I Statesman (July 2006)
• Brochure: Holden WM.I Caprice (July 2006)
• Brochure: Holden WM.I Caprice (October 2008)
• Brochure: Holden WM.I Statesman and Caprice (September 2009)

Related links

• Holden Media Archive: Holden Launches WM Statesman and Caprice Flagships (September 2006)
• Holden Media Archive: Improved Fuel Efficiency For Commodore (October 2008)
• Holden Media Archive: Fuel Saving Technology For V8 Automatic Range From 2009 (October 2008)
• Holden Media: Holden VE/WM MY10 Product Information (September 2009)

Holden WM.II Caprice (2010-13)

Overview

Released in September 2010, the WM Series II (WM.II) range consisted solely of the Caprice as the Statesman was discontinued. For the WM.II Caprice range, the 6.0-litre L76 V8 engine was replaced by the flex-fuel capable 6.0-litre L77 V8 engine. With flex-fuel capability, the engine could run on a mixture of petrol and ethanol up to E85 (i.e. 85 per cent ethanol and 15 per cent petrol). Although ethanol has a lower energy density than petrol, its higher octane rating enables it to provide greater performance.

Fuel consumption for the WM.II Caprice was also improved through the fitment of a clutched air conditioning compressor and lower engine idle speed for the 3.6-litre LLT SIDI V6.

November 2011 update (MY12): LFX engine and 6L45 transmission

In November 2011, the 3.6-litre LLT V6 petrol engine was replaced by the flex-fuel capable 3.6-litre LFX V6 engine. Furthermore,

• For models with V6 engines, the six-speed 6L50 transmission was replaced by the more efficient 6L45; and,
• The air conditioning system was re-engineered – for V6 and V8 models – to improve its efficiency and draw less power.

LWR dedicated LPG engine

In February 2012, the dual fuel LW2 V6 engine was replaced by the dedicated LPG LWR . The 3.6-litre LWR engine had multi-point vapour injection (rather than liquid injection as per the Ford FG Falcon’s ‘LPI’ engine) which heated the gas immediately prior to injection. Compared to the 3.6-litre LY7 engine, the dedicated LPG engine had hardened valves and valve seats, a redesigned cylinder head and manifold for improved air flow, variable exhaust valve timing, specially-developed fuel injectors, new pistons with pentroof-style domes, a compression ratio of 12.2:1, a new fuel rail and new LPG fuel filter. Like other models with V6 engines, the LWR engine was also mated to the six-speed 6L45 automatic transmission.

To alleviate concerns over range, the dedicated LPG Caprices were fitted with an 84-litre twin cylinder fuel tank manufactured from high-strength, aircraft-grade extruded aluminium. To accommodate the tank, the spare wheel was omitted and a puncture repair kit was provided. Models with the dedicated LPG engine also had a single pipe exhaust system to conserve mass.

Features

Compared to its predecessor, standard features for the entry-level Caprice included 18-inch machined alloy wheels, a 6.5-inch colour touch-screen Holden-IQ system with single CD player, 1 GB flash drive, MP3-compatibility, USB and auxiliary input, integrated iPod support, enhanced Bluetooth (phone book display, touch-screen dialing), Bluetooth audio streaming, colour satellite navigation mapping with voice control and real-time traffic information, rear camera and tyre pressure monitoring.

The Caprice V-Series was differentiated by its 19-inch machined alloy wheels, ten speaker (including subwoofers) Bose sound system, three-zone climate control air conditioning, Nappa leather upholstery, DVD player with twin headrest-mounted LCDs for rear passengers with wireless headphones, bi-xenon headlights and power sunroof.

In November 2011, the iQ media interface was enhanced in November 2011 with improved Bluetooth connectivity and smartphone-compatibility updates.

Brochures: WM Statesman and Caprice

• Brochure: Holden WM.II Caprice (September 2010)
• Brochure: Holden WM.II Caprice (February 2012)

Related links

• Holden Media: Model Year 12 Commodore (November 2011)
• Wikipedia.org: Holden WM Caprice

Overview

Released in May 2003, the Holden WK Statesman and Caprice were long wheelbase sedans. Manufactured in Elizabeth, South Australia, the rear-wheel drive Statesman and Caprice were available with 3.8-litre V6, supercharged 3.8-litre V6 and 5.7-litre V8 engines.

Engines: V6, Supercharged V6 and 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. For the WK range, service intervals for the V6 engines were extended to 15,000 kilometres;
• The 3.8-litre L67 supercharged V6 engine was based on the L36 engine but distinguished by its Eaton M90 supercharger (which provided boost pressure of 6 psi or 0.41 bar), fuel injectors, cylinder heads and lower intake manifold; the compression ratio was also lowered to 8.5:1; 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 and a compression ratio of 10.1:1. For the Statesman, peak power increased to 235 kW due to the introduction of a twin exhaust system. The Caprice, however, had a high-output tune that increased power to 245 kW.

4L60E transmission

All engines were mated to four-speed 4L60E automatic transmissions which had recalibrated gearshift mapping and, for V8 versions, greater durability.

Development and dimensions

Jointly developed with the VY Commodore , the WK Statesman and Caprice had greater off-centre steering response (through increased torsion bar stiffness and valve revisions), a stiffer body structure with reinforced flooring and sills, and greater refinement through new dashboard insulation, aerodynamic door mirrors and a plenum ramp which deflected air over the windscreen wipers.

Compared to the WH Statesman/Caprice , the WK Statesman and Caprice had the same measurements, i.e. 5237 mm long, 1847 mm wide, 1459 mm high and the wheelbase was 2939 mm long.

Visually, the WK Statesman and Caprice could be identified by their more angular styling, trapezoidal grille, projector headlights, separate tail-lights, rear bootlid and ‘technical’ spoked alloy wheels. Fitted with the more powerful 5.7-litre V8 engine, the WK Caprice was positioned as a ‘sports/luxury’ vehicle and visually differentiated by its graphite honeycomb grille with a single horizontal bar and black bezel headlights. Inside, the Statesman and Caprice had new Blaupunkt audio systems, a two-tone instrument panel, silver-ringed instrument cluster, new centre fascia and steering wheel, revised switchgear and a high-mounted, multi-function ‘infotai Nment’ display.

Suspension

The WK Statesman and Caprice had MacPherson strut front suspension and independent rear suspension with semi-trailing arms and toe control links.

Safety equipment

Standard safety equipment for WK Statesman and Caprice included dual front airbags, front side airbags, ABS, traction control, active front seat head restraints and front seatbelts with pretensioners and load limiters.

Brakes

The WK Statesman and Caprice had 296 mm by 28 mm vented front brake discs with twin-piston calipers and 286 mm by 16 mm solid rear brake discs with single piston calipers.

Features

Standard features for the WK Statesman included 16-inch alloy wheels, a ten speaker Blaupunkt sound system with a six-stack CD player, dual-zone climate control air conditioning, high-pile velour upholstery, power adjustable front seats, cruise control with speed alert, rear parking sensors, automatic headlights, a leather-wrapped steering wheel and gearshift, remote central locking, power mirrors and windows, a height and reach adjustable steering wheel, 12 volt power outlets, a trip computer and an immobiliser.

The WK Caprice was further equipped with 17-inch nine-spoke alloy wheels with low-profile tyres, a twelve speaker sound system, smooth-seamed leather trim, driver’s seat memory settings, a rear DVD player with twin rear screens and infra red headphones, an electrochromatic rear vision mirror, heated door mirrors with automatic dipping when reversing, scuff plates and the ‘Holden Assist’ in-car communication system.

Related links

• Wikipedia.org: Holden WK Caprice

Overview

Released in August 2004, the Holden WL Statesman and Caprice were long wheelbase sedans. Manufactured in Elizabeth, South Australia, the rear-wheel drive WL Statesman and Caprice were initially available with newly-introduced 3.6-litre V6 and continued 5.7-litre V8 petrol engines.

Engines: Alloytec V6, LS1 V8 and L76 V8

Of the engines,

• The newly-introduced 3.6-litre ‘Alloytec 190’ 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 compression ratio of 10.2:1, coil-on-plug ignition and a dual stage intake manifold. Impressively, ninety per cent of peak torque was available from 1570-5870 rpm;
• 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, the introduction of electronic throttle control and improvements to engine calibration, induction and the exhaust increased peak power to 250 kW; and,
• For 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

The V6 engines were available with five-speed 5L40E automatic transmissions, while the LS1 V8 engines were available with the four-speed 4L60E automatic units. For the WL range, the four-speed 4L60E automatic transmissions were upgraded with new torque converters.

Upon its introduction in 2006, the L76 V8 engine was mated to the 4L65E automatic transmission which was revised with the addition of an input shaft speed sensor for improved shift quality and consistency.

Development and dimensions

At a cost of $189 million, the WL Statesman and Caprice were developed in conjunction with the VZ Commodore and introduced new brake boosters, brake master cylinders, power steering pumps and traction control systems.Visually, the WL Statesman could be identified by its new grille with vertical chrome highlights and LED brake lights (shared with the Caprice); the Caprice was distinguished by its larger air intake, hexagonal mesh insert, new rocker skirts and bolder rear fascia.

LLike the WK Statesman and Caprice , the WL Statesman and Caprice were 5237 mm long, 1847 mm wide, 1459 mm high and had 2939 mm long wheelbases. 

Suspension

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

Safety equipment

Standard safety equipment for the WL Statesman and Caprice included dual front airbags, front side airbags, ABS, brake assist, traction control, active front seat head restraints and front seatbelts with pretensioners and load limiters; V6 models were also fitted with electronic stability control, corner brake control, electronic brake assist and electronic brake force distribution.

Brakes

The WL Statesman and Caprice had 296 mm by 28 mm vented front brake discs with twin-piston calipers and 286 mm by 16 mm solid rear brake discs with single piston calipers.

Features

Standard features for the WL Statesman included 16-inch alloy wheels, a ten speaker Blaupunkt sound system with six-stack CD player, dual zone climate control air conditioning, leather seats, power adjustable front seats, cruise control, automatic headlights, rear parking sensors, front fog lamps, driver’s seat and mirror memory functions, remote central locking, automatically dipping door mirrors when reversing, power windows and heated mirrors, a height and reach adjustable steering wheel, trip computer, an alarm and immobiliser. Models fitted with the 3.6-litre V6 engine also featured steering wheel gearshift paddles.

The WL Caprice was further equipped with 17-inch alloy wheels, a twelve speaker sound system, a DVD player with twin LCD rear screens and infra red headphones, front parking sensors, driver’s seat and mirror memory settings, electrochromatic rear view mirror, scuff plates and tyre pressure monitoring.

2005 Statesman International

In June 2005, a limited-run Statesman International was released. Compared to the regular Statesman, the International variant added 17-inch five-spoke alloy wheels, a power sunroof, two-tone ‘Light Reed’/Anthracite leather seats, dark woodgrain interior trim and black instrument console. Visually, the Statesman International was distinguished by its bright chrome grille with graphite mesh insert, black bezelled headlights and fog lights, body-coloured door handles and rear decklid spoiler. From January 2006, an Anthracite Black interior with ‘Neutral Pewter’ leather-faced seats was also available.

Related links

• Specifications: Alloytec V6 engine (July 2004)
• Features: Holden WL Statesman (August 2004)
• Features: Holden WL Caprice (August 2004)
• Specifications: Holden WL Statesman (August 2004)
• Specifications: Holden WL Caprice (August 2004)
• Holden Media Archive: 2006 Holden Statesman International (January 2006)
• Wikipedia.org: Holden WL Caprice

Holden WH.I Statesman and Caprice (1999-01)

Overview

Released in June 1999, the Holden WH Series I (WH.I) Statesman and Caprice were long wheelbase sedans. Manufactured in Elizabeth, South Australia, the rear-wheel drive Statesman and Caprice were available with 3.8-litre V6, supercharged 3.8-litre V6 and 5.7-litre V8 petrol engines.

Engines: V6, Supercharged V6 and 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. In October 2000 (coinciding with the introduction of the VX Commodore ), changes included a new design propshaft with dual rubber couplings, a more powerful Powertrain Control Module (PCM), larger idle air control valve, improved idle quality and improved distribution of crankcase ventilation gases between cylinders (for more balanced performance and better spark control);
• The 3.8-litre L67 supercharged V6 engine was based on the L36 engine but distinguished by its Eaton M90 supercharger (which provided boost pressure of 6 psi or 0.41 bar), fuel injectors, cylinder heads and lower intake manifold; the compression ratio was also lowered to 8.5:1; 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 and a compression ratio of 10.1:1. In October 2000, changes included a higher-flow inlet manifold, higher dynamic range fuel injectors, new PCM software and improved idle quality.

4L60E transmission

All engines were mated to four-speed 4L60E automatic transmissions.

Engines and transmissions

Based on the long wheelbase VT Commodore wagon, developments for the WH Statesman and Caprice included Bosch 5.3 anti-lock brakes, traction control and a revised continuously variable and speed-sensing power steering system (‘Variatronic’).

Compared to the VS Statesman and Caprice , the WH Statesman and Caprice were 248 mm longer (at 5237 mm), 53 mm wider (1847 mm), 26 mm taller (1489 mm) and had 113 mm longer wheelbases (2939 mm); boot capacity was 560 litres.

Suspension

The WH Statesman and Caprice had MacPherson strut front suspension and independent rear suspension with semi-trailing arms. The rear suspension also included a self-levelling system which was designed to maintain a level ride height regardless of vehicle load.

Safety equipment

Standard safety equipment for the WH Statesman and Caprice included dual front airbags, front side airbags, ABS, traction control and front seatbelt pretensioners.

Brakes

The WH Statesman and Caprice had 296 mm by 28 mm vented front brake discs with twin-piston calipers and 286 mm by 16 mm solid rear brake discs with single piston calipers.

Features

Standard features for the WH Statesman included 16-inch alloy wheels, a ten speaker stereo with six-stack CD player, dual zone climate control air conditioning, velour upholstery, eight-way power adjustable front seats, cruise control, automatic headlights, front fog lamps, a leather-wrap steering wheel, remote central locking, power mirrors and windows, trip computer, alarm and immobiliser.

From October 2000, the Statesman and Caprice were fitted with a 10-disc CD player.

The WH Caprice was differentiated by its twelve speaker multi-mode stereo with rear headsets and controls outlets, leather seats, identity key with driver’s seat and mirror memory settings, automatically dipping door mirrors when reversing, an electrochromatic rear view mirror and heated door mirrors.

2000 Statesman International

2001 Statesman International

In June 2001, another limited-run Statesman International was released. Solely available with the 5.7-litre V8, the Statesman International was distinguished by its 17-inch alloy wheels with low profile (235/45) tyres, Howe leather seats with suede fabric inserts, ‘Priority Key’ with memory settings, Holden Assist telematics service, blue-faced instrument cluster with white needles and silver mask, two-textured leather-wrapped steering wheel and handbrake, embroidered floor mats, body-coloured side protection mouldings with chrome inserts, rear deck spoiler and Raven blue/black paint finish.

Holden WH.II Statesman and Caprice (2001-03)

Overview

Released in August 2001, the WH Series II (WH.II) Statesman and Caprice introduced significantly modified rear suspension and a subtle facelift. The WH.II Statesman and Caprice were fitted with Holden’s ‘Control-Link’ independent rear suspension (IRS) which included toe control links for improved rear grip and tyre wear. In addition, retuned suspension and revised steel belt tyre construction provided improved ride and handling; V8 models were also equipped with a limited slip differential as standard.

Visually, the WH.II Statesman and Caprice could be identified by their jewelled headlamps with reflectors and clear polycarbonate lenses, new multi-spoke alloy wheel designs, wider chrome window surrounds and new rear badging.

Features

Inside, the Statesman and Caprice were fitted with new stalk controls for indicator, wiper and cruise control functions; the Statesman also received new plush pile velour upholstery.

The Caprice had a colour coordinated, leather-wrapped steering wheel with woodgrain inserts and was also equipped with ‘Holden Assist’, an in-car communication system which could put drivers in contact with the Holden Assist Centre. The system could also remotely unlock doors on command, diagnose low battery voltage, detect unauthorized entry and track and immobilise the vehicle if stolen.

2002 Statesman International

In April 2002, a limited-run Statesman International was released. Solely available with the 5.7-litre V8 engine, the Statesman International was differentiated by its 17-inch alloy wheels with low profile (235/45) tyres, Grenache dark red leather seats, unique suede door trim inserts, priority key with driver’s seat and mirror memory settings, rear deck spoiler, body colour grille and side mouldings, projector headlights, Holden Assist and unique interior highlights. The Statesman International was available in two paint colours: Quicksilver (silver with mica highlights) and Phantom (neutral black with mica highlights).

2002 Statesman International LS8

In November 2002, the limited-run Statesman International LS8 was released. Powered by the 5.7-litre V8 engine, the International LS8 was distinguished by its 17-inch alloy wheels with low profile tyres (235/45), Ochre leather seats with perforated inserts, SS-style eight-way power adjustable front seats, ‘Lismore suede’ lower door trim, projector headlights, priority key with driver’s seat and mirror memory settings, leather-wrap steering wheel and gearshift, rear deck spoiler and unique interior highlights. The Statesman Interational LS8 was solely available with a ‘Phantom Black’ paint finish.

Related links

• Holden Media Archive: The VX Series II Commodore, Calais, Statesman, Caprice and Holden Ute (August 2001)
• Wikipedia.org: Holden WH Caprice

Recalls: HSV VR Statesman/Caprice

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: HSV VR Statesman/Caprice

No recall information is available for the HSV VR Statesman and Caprice. To search for recalls of Holden models, please visit Product Safety Recalls Australia: Holden.

Problems and faults: HSV VR Statesman/Caprice

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.

Problems and faults: HSV VR Statesman/Caprice

No troubleshooting information is currently available for the HSV VR Statesman/Caprice.

Recalls: HSV VS Statesman/Caprice

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: HSV VS Statesman/Caprice

• In July 1995, a recall was issued for 1995 Holden VS and related HSV models that were manufactured on April 10, 11 and 18; these vehicles were fitted with suspect front suspension strut-to-knuckle attaching bolts which could break under certain conditions (PRA 1995/2497).
• In October 1995, a recall as issued for VS Statesman and Caprice models fitted with cruise control – in these vehicles, the throttle cable attaching nuts may work loose when cruise control is engaged (PRA 1995/2614).
• In January 1996, a recall was issued for Holden VS and related models due to a cooler hose clamp which may not provide sufficient clamp load and may therefore dislodge from the fitting (PRA 1996/2701).

Problems and faults: HSV VS Statesman/Caprice

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.

Problems and faults: HSV VS Statesman/Caprice

No troubleshooting information is currently available for the HSV VS Statesman/Caprice.

Recalls: Holden WL Statesman/Caprice

Overview

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

Recalls: Holden WL Statesman/Caprice

Holden WL Statesman/Caprice: potential loss of tyre pressure

In December 2004, a recall was issued for a limited number of Holden WL Statesman/Caprice vehicles for potential loss of tyre air pressure due to damage to the tyre bead during the process of mounting the tyre onto the wheel (PRA 2004/7467).

Holden WL Statesman/Caprice: defective spot welds

In December 2004, a recall was issued for ten (10) models due to defective spot welds on the left rear door that could adversely affect occupant protection in the event of a side impact (PRA 2004/7466).

Holden WL Statesman/Caprice: tyre beam damage

In April 2005, a recall was issued for Holden WL Statesman/Caprice vehicles due to the possibility that the tyre beam may have been damaged during the process of mounting the tyre to the wheel (PRA 2005/7629).

Holden WL Statesman/Caprice: unsecure front brake hose

In June 2005, a recall was issued for Holden WL Statesman/Caprice 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).

Pre-2005 Holden WL Statesman/Caprice: inadvertent side airbag deployment

In March 2006, a recall was issued for Holden WL Statesman/Caprice vehicles 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 WL Statesman/Caprice: potential fuel leak

In March 2006, a recall was issued for Holden WL Statesman/Caprice 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).

2004-06 Holden WL Statesman/Caprice: sunroof could separate from its frame

In February 2011, a recall was issued for Holden WL Statesman/Caprice models manufactured from 2002 to 2006 which were fitted with a factory-fitted sunroof. A bonding condition with the glass panel on the sunroof could result in the panel potentially separating from its frame and dislodging while the vehicle was in motion (PRA 2011/12317).

Problems and faults: Holden WL Statesman/Caprice

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 WL Statesman/Caprice 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 WL Statesman/Caprice V6: O₂ sensor wiring

For Holden WL Statesman/Caprice 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 Holden WL Statesman/Caprice with 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.

Holden WL Statesman/Caprice: 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 and PIM

For WL Statesman/Caprice 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.

Holden WL Statesman/Caprice: other problems and faults

• Thudding noises during gear changes may be due to worn shift solenoids.
• 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.
• Water may enter the boot due to incomplete sealing between the inner and outer skins or through the inner boot skin drain holes.
• The fuel gauge may provide inaccurate due to a bent fuel float or faulty sender unit.

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Recalls: Holden WM Statesman/Caprice

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 WM Statesman/Caprice

2006 Holden WM Statesman/Caprice V8: incorrectly manufactured fuel hose

In October 2006, a recall was issued for Holden WM.I Statesman and Caprice 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 WM Statesman/Caprice: incorrectly manufactured rear seatbelt buckle

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

Holden WM Statesman/Caprice V6: fuel line chafing

In January 2008, a recall was issued for Holden WM.I Statesman and Caprice vehicles 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 (PRA 2008/9759).

2012-13 Holden WM Caprice LPG: engine may stall and not restart

In August 2013, a recall was issued for Holden WM.II Caprice 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 WM Caprice: wiper motor may fail

In June 2014, a recall was issued for Holden WM.II Caprice 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 vehicles had VINs in the range 6G1 EK8E49CL 711575 to 6G1 NP5E21EL 946263 (PRA 2014/14168).

2011-13 Holden WM Caprice LPG: restricted fuel supply

In July 2014, a recall was issued for Holden WM.II Caprice 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 WM Caprice with LPG engine: potential fuel leak

In July 2017, a recall was issued for Holden WM Caprice 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 WM Statesman/Caprice

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 WM Statesman/Caprice 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.

2006-12 Holden WM Statesman/Caprice 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.

Holden WM Statesman/Caprice V6 SIDI: carbon deposits/build-up

The 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:

1. the vaporisation of oil which is not trapped by the oil separator; or
2. 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.

2006-09 Holden WM Statesman/Caprice 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 WM Statesman/Caprice 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 WM Statesman/Caprice with six-speed auto: clunk noise on take-off

General Motors issued a service bulletin for Holden WM Statesman/Caprice 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 WM Statesman/Caprice V8 (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 WM Statesman/Caprice with 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.

2009-11 Holden WM Statesman/Caprice with L76/L77 V8 engines: 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.

2009-13 Holden WM Statesman/Caprice 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.

Holden WM Statesman/Caprice: L98, 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

• 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 WM Statesman/Caprice: 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/WM 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 WM Statesman/Caprice: 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 WM Statesman/Caprice: 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.