Review: Holden VY.I Ute (2002-03)

Overview

Released in October 2002, the Holden VY Series I (VY.I) Ute was a two-door, rear-wheel drive utility. Manufactured in Elizabeth, South Australia, the VY Ute was available with 3.8-litre V6 and 5.7-litre V8 engines. As per the table below, the VY.I Ute range consisted of standard, S and SS variants; in May 2003, a limited-run Storm variant was released.

V6 and V8 Engines

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 VY range, service intervals for the V6 engines were extended to 15,000 kilometres; 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. For the SS Ute, peak power increased to 235 kW due to the introduction of a twin exhaust system.

Transmissions: 4L60E, M35 and T56

All engines were available with four-speed 4L60E automatic transmissions which had recalibrated gearshift mapping and, for V8 versions, greater durability. Models with V6 engines were available with M35 Getrag (‘Getrag 260’) manual transmissions which had a revised vehicle mounting that included a new transmission cross-member and rear extension housing casting to reduce gear noise; models with V8 engines were available with six-speed Tremec T56 manual transmissions.

Development and dimensions

Developed in conjunction with the VY Commodore , the VY Ute had greater off-centre steering response (through increased torsion bar stiffness and valve revisions), a stiffer body structure (through the use of finite element analysis) and greater refinement with new dashboard insulation, aerodynamic door mirrors and a plenum ramp which deflected air over the windscreen wipers.

The VY Ute was 5049 mm long, 1845 mm wide, 1484 mm tall and had a 2939 mm long wheelbase. Compared to the VU Ute , the VY Ute could be identified by its trapezoidal grille and more angular headlights. Inside, there were new Blaupunkt audio systems, a new instrument panel, steering wheel, transmission lever and handbrake.

Development and dimensions

The VY Ute had MacPherson strut front suspension and independent rear suspension with semi-trailing arms.

Safety equipment

Standard safety equipment for the VY.I Ute included a driver’s airbag and front seatbelt pretensioners; the S added ABS, while the SS was further equipped with a passenger airbag.

Brakes

The VY Ute 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 VY Ute included 15-inch steel wheels, a four speaker Blaupunkt sound system with CD player, automatic headlights, remote central locking, power mirrors, a tilt and reach adjustable steering wheel, trip computer and an immobiliser.

The Ute S was further equipped with 16-inch alloy wheels, limited slip differential, air conditioning, a power adjustable driver’s seat, cruise control, power windows, power antenna and tonneau cover.

The range-topping Ute SS was distinguished by its 17-inch alloy wheels with sports suspension, six-stack CD player with equaliser, front fog lamps and leather-wrapped steering wheel. Visually, the SS could be identified by its new rocker mouldings and an exclusive rear bumper.

2003 Storm Ute

In May 2003, a limited-run Storm Ute was released. Based on the Ute S, the Storm added a passenger airbag, 17-inch five spoke alloy wheels with FE2 sports suspension, a six-stack in-dash CD player and leather seat bolsters. Visual cues for the Storm Ute included an S sedan front fascia, SS Ute lower body kit and ‘Storm’ decals.

Related links

• Holden Media Archive: 2003 Limited Edition Storm Ute (May 2003)

Review: Holden VY.II Ute (2003-04)

Overview

Released in August 2003, the VY Series II (VY.II) was a minor update for the Ute range. The standard 5.7-litre V8 engine was fitted with a twin exhaust system that increased peak power to 235 kW, while the 5.7-litre V8 for the SS Ute received a higher-output tune and the engine bay was fitted with a front strut brace for greater rigidity. Furthermore, all engines were recalibrated to satisfy emissions requirements, with the V6 engines fitted with revised exhaust systems.

Visually, the VY.II Ute could be identified by its circular-design themed jewelled tail lamps.

Safety equipment

Compared to the VY.I Ute, all models were fitted with an audible and visual driver’s seatbelt warning and steering column modifications reduced the risk of occupant injuries.

Features

Compared to their predecessors, the entry-level Ute gained a power adjustable driver’s seat and the S variant was fitted with front fog lamps. The Ute SS, however, was substantially unchanged.

Related links

• Holden Media Archive: Holden Adds Refinement Across The Range (August 2003)
• Wikipedia.org: Holden VY Ute, Crewman and One Tonner

Overview

Released in August 2004, the Holden VZ Ute was a single cab, rear-wheel drive utility. Manufactured in Elizabeth, South Australia, the VZ Ute was initially available with newly-introduced 3.6-litre V6 and continued 5.7-litre V8 petrol engines. As per the table below, the VZ Ute range initially consisted of standard, S and SS variants; in October 2006, the S variant was replaced by the SV6.

Engines: Alloytec V6, LS1 V8, L76 V8 and L98 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;
• For SV6 variants, the high output ‘Alloytec 190’ LY7 version of this engine was further fitted with a dual stage intake manifold and continuously variable exhaust camshaft phasing;
• 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;
• 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; and,
• Released in March 2006, the SS Thunder variants were powered by 6.0-litre L98 engines which omitted the displacement on demand lifters. Compared to the L76 , the L98 engine had a higher compression ratio (10.4:1), a different camshaft profile and bigger sump.

Transmissions

The V6 engines were available with four-speed 4L60E automatic, five-speed 5L40E automatic and six-speed Aisin D173/AY6 manual transmissions. The LS1 V8 engines were available with the four-speed 4L60E automatic and six-speed Tremec T56 MM6 manual transmissions. For the VZ 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. The T56 MM6 manual transmission continued to be offered, though it was fitted with the LS2’s revised clutch and pressure plates due to the engine’s increased torque.

Development and dimensions

The VZ Ute was developed in conjunction with the VZ and long wheelbase WL Statesman/Caprice  models and introduced new brake boosters, brake master cylinders, power steering pumps and, for models with V6 engines, Bosch 8.0 ABS. Compared to the VY Ute , the VZ Ute could be identified by its ‘twin spear’ bonnet, new fascias, radiator grilles, larger air intake openings and more compact headlamp designs.

The VZ Ute was 5049 mm long, 1845 mm wide, 1484 mm tall and had a 2939 mm long wheelbase.

Suspension

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

Safety equipment

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

The Ute S and SV6 added ABS, electronic brake force distribution and brake assist; the SS omitted electronic brake force distribution and brake assist, but was equipped with ABS and a front passenger airbag.

Brakes

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

Features

Standard features for the VZ Ute included 15-inch steel wheels, a four speaker sound system with CD player, a power adjustable driver’s seat, cruise control, steering wheel audio controls, automatic headlights, remote central locking, power windows and mirrors, a tilt and reach adjustable steering wheel, trip computer, an alarm and immobiliser.

The Ute S was further equipped with 17-inch alloy wheels, a limited slip differential, air conditioning, a leather-wrapped steering wheel, power antenna and soft tonneau cover; beyond this, the SV6 added front fog lamps and a chrome exhaust tip.

The range-topping Ute SS was distinguished by its six-stack CD player, leather-wrapped gearshift and handbrake; from 2005, the SS also featured climate control air conditioning.

2005 Storm Ute

In April 2005, a limited-run Storm variant was released. Based on the S, the Storm added a passenger airbag, 17-inch five-spoke alloy wheels, a six-stack CD player, anthracite seat trim with leather bolsters, front fog lamps and a high mounted centre stop lamp.

2005 SSZ Ute

In September 2005, a Z edition of the SS was released; the SSZ featured 18-inch Monaro alloy wheels, leather seats with SSZ logos, performance braking package, a colour-coded hard tonneau cover with twin aero forms, a colour-coded SSZ instrument cluster and black centre-mounted oil and volt meters.

2006 S and SS Thunder Ute

In March 2006, Thunder editions of the S and SS variants were released; these Thunder editions featured 18-inch alloy wheels and a hard tonneau cover; S variants had Anthracite leather seats, while the SS had colour-coded leather seats. The SS Thunder was released again in October 2006; on this occasion, it was distinguished by its 18-inch Monaro CV8-R alloy wheels, leather-faced seats and door trim, twin aero form hard tonneau cover and red painted brake calipers.

2007 SVZ Ute

Released in May 2007, the limited-run SVZ was based on the SV6 but added 18-inch Monaro CV8-R alloy wheels, Onyx leather seats (and door trim) with SVZ logos embroidered on the seat faces and performance brakes with red painted brake calipers.

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)

Related links

• Product Information: VZ Ute, Crewman and One Tonner (August 2004)
• 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)
• Holden Media Archive: Holden SV6 Ute and SS Thunder Ute (October 2006)
• Holden Media Archive: Special Edition Commodore SVZ Ute and Wagon (May 2007)
• Wikipedia.org: Holden VZ Ute, One Tonner and Crewman

Review: Holden VS.I Ute (1995-96)

Overview

Released in April 1995, the Holden VS Series I (VS.I) Ute was a rear-wheel drive, single cab utility. Manufactured in Elizabeth, South Australia, the VS Ute was available with 3.8-litre V6 engine and 5.0-litre V8 petrol engines. 

V6 and V8 Engines

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. Compared to the VR Ute’s L27 engine, the L36 engine had a new cylinder block, shorter connecting rods, lightweight pistons, a redesigned crankshaft, new intake manifold, redesigned cylinder head with larger valves and a higher compression ratio (previously 9.0:1); and,
• Carried over from the VP Ute, the 5.0-litre LB9 pushrod V8 engine had a cast iron block, two valves per cylinder, multi-point fuel injection and a compression ratio of 8.4:1.

Transmissions: 4L60E and M39 T5

Both the V6 and V8 engines were available with electronically-controlled four-speed 4L60E automatic and five-speed Borg Warner M39 T5 manual transmissions. For the VS range, the 4L60E transmission was revised for improved throttle response and smoother gear changes.

Dimensions and VR comparison

Compared to the VR Ute , dimensions for the VS Ute were unchanged: 4896 mm long, 1794 mm wide, 1510 tall and with a 2822 mm long wheelbase. Furthermore, the load floor was 2145 mm long by 1520 mm wide, with 1172 mm between the wheel arches. Visually, the VS Ute could be identified by its new Holden logo and wheel trims.

Suspension

The VS Ute had MacPherson strut front suspension and a live rear axle with five links and coil springs.

Safety equipment

The VS Ute was not fitted with safety equipment such as a driver’s airbag or ABS as standard.

Brakes

The VS Ute had 289 mm by 23 mm vented front brake discs and 279 mm by 10.7 mm solid rear discs.

Features

Standard features for the VS Ute included 15-inch steel wheels, a two speaker sound system with a radio and cassette player, remote central locking, tilt and telescopic steering wheel adjustment, a height adjustable driver’s seat and an immobiliser.

The Ute S was further equipped with 15-inch alloy wheels and a soft tonneau cover.

Review: Holden VS.II Ute (1996-98)

Overview

Released in June 1996, the VS Series II (VS.II) Ute introduced refreshed interiors and mechanical upgrades. For the latter,

• The 5.0-litre V8 engines were fitted with a new cold air induction system and free-flowing exhaust;
• For models with V6 engines, the T5 manual transmissions were replaced by the M35 Getrag (also known as ‘Getrag 260’) manual transmission which had a dual mass flywheel and clutch; and,
• For models with V8 engines, the T5 manual transmissions were replaced by the M34 Getrag (also known as ‘Getrag 290’) manual transmissions.

Inside, there were new front seat cushions with rounded edges, new seat and door trim fabrics and visor-mounted vanity mirror and padded door appliqués.

Features

Compared to their VS.I predecessors, standard features for the VS.II Ute were extended to include ‘PowerKey’ remote central locking and power-operated door mirrors; power windows were also available as an option for the S variant.

1998 Holden Ute 50^thAnniversary

In March 1998, a 50th Anniversary edition of the standard Ute was released. Visually, the 50th Anniversary edition could be identified by its 15-inch alloy wheels, Rubens Red paint finish, bodykit and special badging. Inside, there were Calais-style seats with leather bolsters and a leather-covered steering wheel, gearshift lever and handbrake handle. The 50th Anniversary edition also featured air conditioning and power windows.

Review: Holden VS.III Ute (1998-00)

Overview

Released in May 1998, the VS Series III (VS.III) Ute had an expanded range as an SS variant was introduced. The Ute SS was initially introduced as a limited edition model, but continued beyond its initial production of 300 units. From 1999, the SS was fitted with a more powerful 5.0-litre V8 engine.

Visually, the VS.III Ute could be identified by its silver grille surround, while Ute S models had new 15-inch sports alloy wheels. Inside, there were new seat and door trim fabrics and a rear bulkhead storage net.

Features

Compared to its VS.II predecessor, standard features for the Ute were largely unchanged. The Ute S, however, received an improved sound system with separate bass and treble control, automatic program search, Dolby noise reduction and a CD input socket.

Compared to the S, standard features for the SS were extended to include 16-inch alloy wheels with sports suspension, air conditioning, front fog lights, power windows and leather-covered steering wheel, handbrake and gearshift; the SS was also fitted with ABS. Visually, the SS could be identified by its front bumper apron, side skirts and polished rear alloy bar.

2000 Olympic Edition Ute

In April 2000, an Olympic Edition of the Ute S was released. Compared to the Ute S, the Olympic Edition was further equipped with 16-inch alloy wheels, low profile tyres, air conditioning, velour seat upholstery with leather bolsters, power windows and a leather-covered steering wheel, transmission lever and handbrake. Visually, the Olympic Edition could be identified by its body-coloured front and side skirts, chrome body side mouldings, chrome inserts (bumper and grille), chrome exhaust extension and ‘Olympic Edition’ badges.

Related links

• Wikipedia.org: Holden VS Ute

Review: Holden VU.I Ute (2000-01)

Overview

Released in December 2000, the Holden VU Series I (VU.I) Ute was a single cab, rear-wheel drive utility. Manufactured in Elizabeth, South Australia, the rear-wheel drive VU Ute was available with 3.8-litre V6 and 5.7-litre V8 petrol engines. As per the table below, the VU Ute range consisted of standard, S and SS variants.

V6 and V8 Engines

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 Utes with automatic transmissions, a dual fuel petrol/LPG option was available for this engine; 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, a compression ratio of 10.1:1 and a 6000 rpm redline. Furthermore, the LS1’s aluminium cylinder block assembly weighed 48.85 kg, resulting in a 40 kg weight saving relative to its 5.0-litre, cast-iron predecessor.

Ttransmissions: 4L60E, M35 and T56

All engines were available with four-speed 4L60E automatic transmissions; models with V6 engines were available with M35 Getrag (‘Getrag 260’) manual transmissions, while models with V8 engines were available with six-speed Tremec T56 manual transmissions.

Body and dimensions

The body structure for the VU Ute was shared with the VX Commodore wagon. Compared to the VS Ute , the VU Ute was 153 mm longer (at 5049 mm), 120 mm narrower (1845 mm), 26 mm lower (1484 mm) and had a 117 mm longer wheelbase (2939 mm). For the entry-level Ute, the maximum payload was 830 kg; for the S and SS, however, maximum payloads were 735 kg and 665 kg, respectively.

The Ute’s cargo area was 2193 mm long at floor level, 1820 mm long at belt level, 1477 mm wide, 1226 mm wide between the wheelhouses, had a depth of 486 mm, featured fully galvanised panels and eight tie-down anchorage points. Furthermore, the flush-fitting tonneau cover had a three-bow system which incorporated an isolation bar and was specially designed to combat the resonances that tonneau covers can cause.

Suspension

The VU Ute had MacPherson strut front suspension and independent rear suspension with semi-trailing arms.

Safety equipment

Standard safety equipment for the VU Ute included a driver’s airbag and front seatbelt pretensioners. The SS variant was also equipped with a passenger airbag and ABS.

Brakes

The VU Ute 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 VU Ute included a four speaker sound system with CD player, remote central locking, power mirrors, a height and reach adjustable steering wheel, load area tie-down hooks, a trip computer and an immobiliser.

The Ute S was further equipped with 16-inch alloy wheels, a limited slip differential, power adjustable driver’s seat (height and tilt), cruise control, steering wheel audio controls, power windows and soft tonneau cover.

The Ute SS was distinguished by its 17-inch alloy wheels, front fog lamps, contoured sports seats, power antenna and leather-wrapped steering wheel and handbrake. Visually, the SS could be identified by its sculptured front fascia, side skirts and colour-coded instrument panel.

Review: Holden VU.II Ute (2001-02)

Overview

Released in August 2001, the VU Series II (VU.II) was a minor update for the Ute range. Inside, the VU.II Ute featured new stalk controls for the indicator, wiper and cruise control functions. Furthermore, security was improved for the S and SS variants by way of a key-fob operated alarm system.

2001 Fifty Edition Ute

In October 2001, a limited-run Fifty edition of the SS was released. Compared to the standard SS, the Fifty edition added 17-inch six-spoke alloy wheels, sports seats with SS ‘Code’ fabric and Hyper Yellow leather bolsters, colour-coded instrument panel and yellow instrument cluster, satin chrome interior highlights, combination Anthracite and leather-wrapped steering wheel, gearshift and handbrake. The Fifty also featured an alloy sports bar and unique exterior finish of Phantom Black paint with side and rear Quicksilver highlights.

2002 Storm Ute

In May 2002, a limited-run Storm variant was released. Based on the entry-level V6 Ute, the Storm added 16-inch six-spoke alloy wheels with FE2 sports suspension, air conditioning, charcoal-coloured seats with Anthracite leather bolsters, unique Titanium-coloured instrument panel, a leather-wrapped steering wheel and SS side skirts and rear bumper. Safety equipment was also enhanced with dual front airbags and ABS.

Related links

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

Overview

Released in August 1990, the Holden VG Ute was a rear-wheel drive, single cab utility. Manufactured in Elizabeth, South Australia, the VG Ute was available with 3.8-litre V6 or 5.0-litre V8 petrol engines. As per the table below, the range consisted of Ute and Ute S models.

V6 and V8 Engines

Initially imported but subsequently manufactured by Holden, the 3.8-litre LN3 (or HV6) pushrod V6 petrol engine had a cast iron block and cylinder head, multi-port fuel injection, two valves per cylinder, a single balance shaft, three coil-packs for ignition, a Delco electronic control module and a compression ratio of 8.5:1. In November 1990, however, 3.8-litre L27 or EV6 engines were introduced with the following upgrades:

• Redesigned inlet manifold;
• Bellmouth fitted to the throttle body;
• Cast iron exhaust manifolds introduced;
• Redesigned pistons;
• Revised coolant passages for the cylinder heads;
• Improved valve stem oil seals;
• Stainless steel welch plugs;
• Longer oil pressure regulator spring to increase oil pressure;
• Timing cover shield introduced to protect the crankshaft sensor;
• Press-fit crankshaft pulley introduced;
• Standardised crankshaft for models with automatic and manual transmissions; and,
• For the cooling system, the radiator had a conventional filler neck and radiator cap, while the surge tank was replaced by a reserve tank

The 5.0-litre LB9 pushrod V8 engine had a cast iron block, two valves per cylinder, multi-point fuel injection, a Delco electronic control module and a compression ratio of 8.4:1. Compared to the V8 engine in its VL predecessor, the VN V8 had upgraded main bearings, stronger A9L connecting rods and ‘high port’ cylinder heads.

Transmissions: TH700 R4, 4L60 and T-5

Both the V6 and V8 engines were available with new four-speed Turbo Hydramatic 700 R4 automatic and five-speed Borg-Warner T-5 manual transmissions. In October 1989, the internal components of the TH700 R4 transmission were upgraded and it was known as the Hydramatic 4L60.

Suspension and dimensions

Based on the extended wheelbase VN Commodore platform, the VG Ute had MacPherson strut front suspension and a live rear axle with five links and coil springs. The VG Ute was 4903 mm long, 1780 mm wide, 1512 mm tall and had a 2821 mm long wheelbase. The maximum payload for the VG Ute was 720 kg.

Brakes

The standard Ute had 271 mm by 22 mm vented front brake discs and 278 mm by 10.5 mm solid rear discs (both with single piston calipers). The Ute S, however, had 289 mm by 22 vented brake discs (both with single piston calipers).

Features

Standard features for the VG Ute included 14-inch steel wheels with 185/75 HR14 tyres, a two speaker sound system with a radio and cassette player, vinyl seat trim, a height adjustable driver’s seat and rubber cabin flooring.

The S variant was further equipped with 15-inch alloy wheels with 205/65 HR15 tyres and sports trim.

Related links

• Wikipedia.org: Holden VN Commodore

Overview

Released in January 1992, the Holden VP Ute was a rear-wheel drive, single cab utility. Manufactured in Elizabeth, South Australia, the VP Ute was available with 3.8-litre V6 engine and 5.0-litre V8 engines that were mated to either five-speed manual or four-speed automatic transmissions. Furthermore, the VP Ute was available in standard and S variants (see table below).

V6 and V8 Engines

The 3.8-litre V6 and 5.0-litre V8 petrol engines were carried over from the VG Ute . Of these,

• The 3.8-litre L27 pushrod V6 petrol engine had a cast iron block and cylinder head, multi-port fuel injection, two valves per cylinder, a single balance shaft, three coil-packs for ignition, a Delco electronic control module and a compression ratio of 8.5:1; and,
• The 5.0-litre LB9 pushrod V8 engine had a cast iron block, two valves per cylinder, multi-point fuel injection, a Delco electronic control module and a compression ratio of 8.4:1.

Transmissions: 4L60 and M78 T5

Both the V6 and V8 engines were available with four-speed 4L60 automatic and five-speed Borg Warner M78 T5 manual transmissions.

Dimensions and VG comparison

Compared to its VG Ute , dimensions were unchanged such that the VP Ute was 4903 mm long, 1780 mm wide, 1512 mm tall and had a 2821 mm long wheelbase; the maximum payload was 720 kg. Visually, the VP Ute could be identified by the grille covers, squarer front headlight indicators, revised tail-lights and more pronounced bumpers.

Suspension

The VP Ute had MacPherson strut front suspension and a live rear axle with five links and coil springs.

Features

Standard features for the VP Ute included 14-inch steel wheels with 185/75 HR14 tyres, a two speaker sound system with a radio and cassette player, power mirrors, vinyl seat trim, a height adjustable driver’s seat and rubber cabin flooring. The Ute was also fitted with an anti-theft system which included automatic ignition disabling and key-activated deadlocks.

The Ute S was further equipped with 15-inch alloy wheels with 205/65 HR15 tyres and sports trim.

Related links

• Wikipedia.org: Holden VP Ute

Review: Holden VR.I Ute (1993-94)

Overview

Released in July 1993, the Holden VR Series I (VR.I) Ute was a rear-wheel drive, single cab utility. Manufactured in Elizabeth, South Australia, the VP Ute was available with 3.8-litre V6 and 5.0-litre V8 engines. As per the table below, the range consisted of Ute and Ute S models.

V6 and V8 Engines

Of the engines,

• The 3.8-litre L27 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 9.0:1. For the VR Ute, this engine had new pistons, a higher compression ratio (previously 8.5:1), more rigid connecting rods, reduced bearing clearances and roller valve rocker pivots – these changes were introduced for smoother running and improved fuel economy; and,
• Carried over from the VP Ute, the 5.0-litre LB9 pushrod V8 engine had a cast iron block, two valves per cylinder, multi-point fuel injection and a compression ratio of 8.4:1.

Transmissions: 4L60E and M39 T5

Both the V6 and V8 engines were available with electronically-controlled four-speed 4L60E automatic and five-speed Borg Warner M39 T5 manual transmissions.

Dimensions and VP comparison

Compared to the VP Ute , the VR Ute was 7 mm shorter (at 4896 mm), 14 mm wider (1794 mm) and 2 mm lower (1510 mm), though the wheelbase was unchanged at 2821 mm long; payload was 710 kg. Furthermore, the load floor was 2145 mm long by 1520 mm wide, with 1172 mm between the wheel arches.

Visually, the VR Ute could be identified by its revised front mask and round rear wheel arches. Inside, there was a new dashboard and a smaller steering wheel.

Suspension

Based on an extended wheelbase VR Commodore platform, the VR Ute had MacPherson strut front suspension and a live rear axle with five links and coil springs. Relative to the VP, the VR Ute had a wider front track and retuned suspension.

Safety equipment

The VR Ute was not fitted with safety equipment such as a driver’s airbag or ABS as standard.

Brakes

The VR Ute had 289 mm by 23 mm vented front brake discs and 279 mm by 10.5 mm solid rear discs.

Features

Standard features for the Ute included 15-inch steel wheels, a two speaker sound system with a radio and cassette player, power mirrors, vinyl seat trim, a height adjustable driver’s seat, rubber cabin flooring and an immobiliser.

The Ute S was further equipped with 15-inch alloy wheels and sports trim.

Review: Holden VR.II Ute (1994-95)

Overview

Released in September 1994, the VR Series II (VR.II) was a minor update for the Ute. As part of the update, the V6 engines were fitted with a new exhaust manifold (for quieter running); the V8 engines were also fitted with a different starter motor. Other changes included a convex passenger side door mirror and a ‘low fuel’ warning light and chime.

Features

Compared to their VR.I predecessors, standard features were extended to include a speed alert which sounded a tone when a preset speed was exceeded.

Related links

• Wikipedia.org: Holden VR Ute

Holden VE.I Ute (2007-10)

Overview

Released in August 2007, the Holden VE Series I (VE.I) Ute was a single cab, rear-wheel drive utility. Manufactured in Elizabeth, South Australia, the VE Ute was initially available with 3.6-litre V6 petrol, 3.6-litre duel fuel (petrol/LPG) and 6.0-litre V8 petrol engines. As per the table below, the range consisted of Omega, SV6 and SS Utes.

Engines: Alloytec V6, L98 V8, L76 V8 and L77 V8

Of the engines,

• For the Omega Ute, the 3.6-litre ‘Alloytec’ LE0 V6 petrol engine had all-aluminium construction, a forged steel crankshaft, forged powdered metal connecting rods, twin knock control sensors, double overhead camshafts (DOHC), sequential electronic fuel injection, four valves per cylinder, continuously variable intake camshaft phasing, electronic throttle control 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 free-flowing exhaust systems. In November 2008 (‘MY09.5’), the engine was modified for lower emissions and improved fuel economy;
• For models with the LE0 engine, buyers could specify a factory-fitted dual fuel (petrol/LPG) system that was developed by IMPCO and provided sequential vapour gas injection. Designated LW2 , the dual fuel engine had different valves and hardened titanium valve seats;
• For the SV6 Ute, the high-output LY7 version of the LE0 engine also had continuously variable exhaust camshaft phasing and a new dual exhaust system;
• From September 2009 (‘MY10’), the manual Omega and SV6 variants were powered by 3.6-litre LLT V6 petrol engine which had direct injection (Holden’s Spark Ignition Direct Injection or SIDI) and a compression ratio of 11.3:1;
• For the SS and SS V Utes, 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; and,
• From January 2009, the SS and SS V Utes – with automatic transmissions – were powered by 6.0-litre L76 engines which 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 VE 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 available with four-speed 4L60E automatic, five-speed 5L40E automatic, six-speed 6L50 automatic and six-speed Aisin D173/AY6 manual transmissions.

The V8 engines were initially available with six-speed Tremec T56 manual and newly introduced six-speed 6L80 automatic transmissions, the latter with an ‘Active Select’ function – shared with the 6L50 – that enabled the driver to perform sequential gearshifts by tapping the gear shifter. For the VE range, the T56 transmission had shorter ratios, reduced clutch pedal travel and was upgraded with triple-synchronised capacity for the first and second gears, and double-synchronised capacity for the third to sixth gears.

In September 2009, the T56 unit was replaced by the Tremec TR6060 manual transmission which had wider gearsets for improved torque capacity and durability, though gear ratios were unchanged.

Development and dimensions

Developed at a cost of $105 million – in addition to the $1 billion spent on the VE Commodore sedan program – the VE Ute had a significantly stronger body due to its higher proportion of advanced-strength steels. For greater refinement, the VE Ute 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.

Compared to the VZ Ute , the VE Ute was 6 mm longer (at 5055 mm), 54 mm wider (1899 mm), 13 mm taller (1497 mm) and had a 70 mm longer wheelbase (3009 mm); storage volume behind the front seats also increased to 245 litres (previously 90 litres).

In September 2009, the suspension was revised and refinement improved with the introduction of additional engine bay noise insulation and a new muffler. The Omega variants were also fitted with low rolling-resistance tyres for improved fuel economy.

Suspension

The VE Ute 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.

Safety equipment

Standard safety equipment for the VE Ute included dual front airbags, ABS, electronic brake force distribution, brake assist, electronic stability control, traction control and front seatbelts with pretensioners and load limiters.

From October 2008, the Omega was fitted with an energy-absorbing steering column shroud and passenger seatbelt reminder; other variants followed thereafter. From September 2009, the Ute was also fitted with front side airbags and curtain airbags as standard.

Brakes

VE Utes 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

In ANCAP crash testing , a 2007 Omega Ute variant received a four star adult occupant protection rating with a score of 27.41 out of 37 (when fitted with dual front airbags). In the offset crash test, protection from serious chest and leg injury was marginal for the driver. In the side impact test, there was a slight risk of serious chest injury for the driver.

Ute models produced from October 2008 – with a steering column shroud and passenger seatbelt reminder – achieved an improved occupant protection score of 30.41 . In the offset crash test, leg protection improved but chest protection remained marginal.

Furthermore, post-September 2009 Ute models – i.e. those fitted with six airbags – received a five star rating with a score of 33.16 . As a result of the additional airbags, a higher score was attained in the side impact test and an additional two points were scored in the pole test.

Features: Omega, SV6, SS and SS V

Standard features for the Omega Ute included 16-inch steel wheels, a Blaupunkt sound system with CD player, a power adjustable driver’s seat, cruise control, automatic headlights, remote central locking, power mirrors and windows, a height and reach adjustable steering wheel, tray liner and immobiliser; air conditioning was standard from November 2008.

Beyond this, the SV6 Ute added 18-inch alloy wheels, air conditioning, front fog lamps and a soft tonneau cover.

The SS Ute further equipped with a limited slip differential, six-disc CD player and MP3-compatibility, contoured sports seats, Bluetooth connectivity and dual cargo nets. The SS V Ute was distinguished by its 19-inch alloy wheels, dual zone climate control air conditioning, leather seats, a 6.5-inch colour information screen, projector headlights, colour-coded instruments and alloy-faced pedals.

March 2009: Ute update

From March 2009, the dark-grey dashboard strip and steering wheel spokes were replaced with a matte silver material for the SV6, SS and SS V.

2008 Ute 60^thAnniversary

In May 2008, a limited-run 60th Anniversary variant was released. Based on the SV6, it was distinguished by its six-stack CD player (with MP3-compatibility), Onyx leather seat trim, rear parking sensors, Bluetooth connectivity, sports-profile leather-wrapped steering wheel, alloy pedals, floor mats and rear ’60th Anniversary’ badge.

2009 Ute SS V Special Edition

In October 2009, a ‘Special Edition’ of the SS V Ute was released; it was distinguished by its twin-nostril front fascia, unique lower splitter and twin letter-box hood scoops. The SS V Special Edition was available in Phantom Black, Red Hot and Voodoo Blue paint finishes.

Brochure

• Brochure: Holden VE.I Ute (April 2008)
• Brochure: Holden VE Ute 60th Anniversary Edition (April 2008)
• Brochure: Holden VE Commodore, Sportwagon and Ute SS V Special Edition (November 2009)

Related links

• Holden Media Archive: Holden’s All New VE Ute Raises The Bar (August 2007)
• Holden Media Archive: Holden Ute Gets A New Hero With All New SS V (August 2007)
• 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 Media: Another First for Holden – Six Airbags Standard on Ute Range (September 2009)
• Holden Media: Holden to Launch Two New Special Editions (October 2009)

Holden VE.II Ute (2010-13)

Overview

Released in September 2010, the VE Series II (VE.II) Ute introduced an updated interior with additional features, a subtle facelift and new engines. For the engines, flex-fuel capability was introduced for the 3.0-litre V6 and 6.0-litre V8 engines, designated as the LFW and L77 , respectively. 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 was improved through improved aerodynamics (including underbody air flow panels for all variants other than the Omega), a clutched air conditioning compressor and lower engine idle speed for the 3.6-litre LLT SIDI V6.

Visually, the VE.II Ute could be identified by its squarer front fascia, reshaped headlights and more prominent grille and bumper. Compared to the Omega, the SV6 and SS had larger upper grilles, squarer detailing around the lower lights and air intake and differently shaped headlights with black bezels.

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

In November 2011, several changes were introduced for improved fuel efficiency:

• For models with V6 engines, the six-speed 6L50 transmission was replaced by the more efficient 6L45 unit;
• For models with the 3.0-litre LFW V6 engine, a revised torque converter was introduced;
• The 3.6-litre LLT petrol V6 engines were replaced by flex-fuel capable 3.6-litre LFX engines; and,
• For all models, the air conditioning system was re-engineered to improve 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 engine. 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 Utes 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 VE.I predecessor, standard features for the Omega Ute were extended to include 16-inch alloy wheels, a 6.5-inch colour touch-screen Holden-iQ system with single CD player, MP3-compatibility, USB and auxiliary inputs, integrated iPod support, Bluetooth audio streaming, enhanced Bluetooth connectivity, touch-screen dialing and dual zone climate control air conditioning.

The SV6 Ute and SS vwere further equipped with 18-inch twin five-spoke machined alloy wheels, SS-style contoured front seats, high clarity sports instrumentation and new interior colours and trim. The SS V was differentiated by its 19-inch twin five-spoke machined alloy wheels, full-colour navigation mapping with voice control and real-time traffic information.

Redline handling package

A ‘Redline’ handling package was also available for the SS V – this included forged and polished 19-inch ten-spoke alloy wheels with low profile tyres, FE3 suspension tune with high performance dampers and stiffer anti-roll bars, Brembo two-piece and four-piston front brake calipers with 355 mm inner-vented rotors and chromed window surrounds.

2011 SV6 Thunder and SS Thunder

In April 2011, limited-run Thunder editions of the SV6 and SS variants were released; the Thunder editions were distinguished by their 19-inch charcoal-finished alloy wheels, satellite navigation, leather seat bolsters and ‘Thunder’ badges.

November 2011 update: Ute MY12

In addition to the mechanical changes described above, the iQ media interface was enhanced in November 2011 with improved Bluetooth connectivity and smartphone-compatibility updates.

Visually, the Omega variants could be identified by their 16-inch alloy wheels and a revised bumper with chrome highlights. The SV6 and SS variants received chrome highlights around the air intake and grille; the SS V added chrome-lipped fog-light surrounds and red stitching for certain colour combinations. The SS V Redline was distinguished by its new 19-inch alloy wheels with FE3 sports suspension and red painted Brembo brake calipers.

Ute Z-Series: September 2012

In September 2012, limited-run Z-Series editions were released for the SV6, SS and SS V variants. The SV6 and SS Z-Series were further equipped with 19-inch alloy wheels (though 18-inch alloys for LPG models), leather bolstered seats, ‘Z-Series’ carpet mats and ‘Z-Series’ badges. The SS V Z-Series was further equipped with 19-inch forged alloy wheels, Brembo front brakes and FE3 sports suspension.

Brochure

• Brochure: Holden VE.II Ute (July 2012)
• Brochure: Holden VE.II Commodore, Sportwagon and Ute Z-Series (August 2012)

Related links

• Holden Media: VE Series II – The future friendly Commodore (August 2010)
• Holden Media: Model Year 12 Commodore (November 2011)
• Holden Media: Holden Releases Special Edition Z-Series Range (September 2012)
• Wikipedia.org: Holden VE Commodore (Ute)

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

Overview

Released in May 2013, the Holden VF Series I (VF.I) Ute was a single cab, rear-wheel drive utility. Manufactured in Elizabeth, South Australia, the VF Commodore was available with 3.0- and 3.6-litre V6 petrol engines, 3.6-litre V6 LPG engines and 6.0-litre V8 petrol engines. Furthermore, the VF Ute range consisted of standard, SV6, SS, SS V and SS V Redline models.

Engines

Of the engines,

• The 3.6-litre LFX V6 petrol/E85 engine had all-aluminium construction, a forged steel crankshaft, forged powdered metal connecting rods, twin knock control sensors, double overhead camshafts (DOHC), direct fuel injection (Holden’s Spark Ignition Direct Injection or SIDI), four valves per cylinder, continuously variable intake camshaft phasing, electronic throttle control and a compression ratio of 11.3:1; and,
• The 3.6-litre LWR dedicated LPG engine differed in that it had multi-point vapour injection, hardened valves and valve seats, a redesigned cylinder head and manifold, specially-developed injectors, a unique fuel rail, new pistons with pentroof-style domes and a compression ratio of 12.2:1;
• For the Ute SS and SS V, the 6.0-litre L77 pushrod V8 engine had all-aluminium construction, flat-topped pistons, forged powered metal connecting rods, a billet steel camshaft, two valves per cylinder, external knock sensors and a compression ratio of 10.4:1. For models with automatic transmissions, the engine had displacement on demand hardware (Holden’s Active Fuel Management or AFM) that could shut down four cylinders under light throttle loads in higher gears. Furthermore, L77 AFM engines were detuned to 1) improve refinement when the AFM system engaged and 2) reduce fuel consumption.

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

Transmissions

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

Platform and dimensions

The VF Ute was underpinned by the same Zeta architecture as the VE Ute . For the VF Ute, however, ultra-high strength Boron steel was used to reinforce the A-pillars and the header which joined them. Furthermore, the use of aluminium for the bonnet, boot, front steering knuckle and tension arms conserved mass.

Compared to the VE Ute , the VF Ute was 7 mm longer (at 5062 mm), 1 mm narrower (1898 mm) and 3 mm lower (1494 mm), though wheelbase length (3009 mm) was unchanged. 

Suspension

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

Electric power steering

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

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

Safety equipment

Standard safety equipment for the Holden VF Ute included dual front airbags, front side airbags, full-length curtain airbags, ABS, electronic brake force distribution, brake assist, electronic stability control, traction control and front seatbelts with pretensioners and load limiters.

The Ute SV6 and SS were further equipped with Blind Spot Alert and Reverse Traffic Alert functions, while the SS-V Redline will add Forward Collision Alert and Lane Departure Warning systems (see Video for demonstration).

Brakes

The VF Ute was available with three braking packages –

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

ANCAP crash testing

Based on ANCAP crash tests of the VF Commodore and VF Sportwagon , the VF Utility received a five star adult occupant protection rating with a score of 34.06 out of 37. In the offset crash test, occupant protection was generally rated as good, though chest and lower leg protection for the driver were acceptable. In the side impact and pole tests, however, maximum points were awarded. Please note that the VF Commodore and VF Sportwagon both received scores of 35.06 out of 37 due to the fitment of second row seatbelt reminders.

Features: VF Ute

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

The VF Ute was also fitted with an ‘Auto Park Assist’ function which enabled the vehicle to steer into parallel and 90-degree angle parks while the driver operates the accelerator and brake pedals.

Features: Ute SV6, SS, SS V and Redline

The SV6 and SS Utes were further equipped with 18-inch alloy wheels with 245/45 R18 tyres, FE2 sports suspension, projector headlights, daytime LED running lights, suede/Sportec seat trim, a leather-wrapped steering wheel and a soft tonneau cover; models with manual transmissions were also be fitted with a limited slip rear differential. Visually, the SV6 and SS variants will be identifiable by their front and rear sports fascias, side skirts and chrome exhaust tips.

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

The range-topping SS-V Redline Ute was distinguished by its 19-inch forged alloy wheels with 245/40 R19 front and 275/35 R19 rear Bridgestone RE050 tyres, FE3 ultra sport suspension, and a colour head-up display. For the SS-V Redline, the driver could also engage a ‘competition mode’ with launch control and track settings.

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

2014 Ute SV6 Storm and SS Storm

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

2015 Ute SV6 Lightning

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

• 20-inch forged alloy wheels;
• Gloss black front grille surrounds and fender vents;
• A new slimline hard tonneau cover; and,
• For models with automatic transmissions, alloy pedals.

2015 Sandman Ute

Available from July 2015, the Sandman Ute consisted of an optional, $2950 package that was available for SV6 and SS V variants and consisted of:

• 20-inch gloss black wheels;
• Black fender vents;
• Black grille package;
• Black sports bar;
• Sandman decals;
• Sandman dashboard stitching;
• Sandman rear sunshade; and,
• Sandman floor mats.

As an extra-cost option, the Sandman Ute was available with orange sheep skin seat inserts. The Ute Sandman was available in Heron White, Nitrate Silver and Phantom Black paint finishes.

2015 Ute SV6 Storm and SS Storm

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

Brochures

• Brochure: Holden VF Ute (March 2013)
• Flyer: Holden VF Storm Ute (April 2014)

Related links

• Holden Media: New Holden VF Ute – More Safety, More Technology, More Value (May 2013)
• Holden Media: Precision, Refinement and Economy: Chassis Evolution Drives Best Ever Commodore (May 2013)
• Holden Media: New Technologies and Sleek Design Make Commodore the Most Economical Yet (May 2013)
• Holden Media: VF SS V Redline Sets new Standard for Holden Performance (July 2013)
• Features: Holden VF Ute (May 2013)
• Technical Specifications: Holden VF Ute (May 2013)
• Product Information: Holden VF Range (May 2013)
• Holden Media: Storm Hits Australia as Holden Introduces New VF Commodore Special Edition (April 2014)

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

Overview

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

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

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

LS3 V8 engine

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

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

Features: VF.II Ute

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

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

2016 Holden VF Ute Black

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

2017 Holden VF Ute Magnum Limited Edition

Released in January 2017, the Holden VF Ute Magnum Limited Edition was based on the Holden VF Ute SS-V Redline. Compared to the VF Ute SS-V, however, the VF Ute Magnum Limited Edition had:

• FE3 rear suspension;
• 20-inch split forged alloy wheels with high performance tyres;
• ‘Floating disc’ front and rear cross-drilled rotors (for a 3.25 kg mass reduction) with charcoal-coloured Brembo callipers; and,
• An engine and transmission cooling package to meet ‘GM level 3’ track performance (like the contemporaneous Chevrolet Corvette, Chevrolet Camaro and Cadillac CTS).

Visually, the Holden VF Ute Magnum Limited Edition could be identified by its hard tonneau cover and unique ‘Magnum’ rear window graphic, badging and decals. Inside, the VF Ute Magnum Limited Edition featured ‘performance’ front seats with heating function, an embroidered instrument panel individual vehicle numbering and a unique build option code.

Production of the Holden VF Ute Magnum Limited Edition was limited to 240 vehicles.

Holden VF.II Ute: February 2017 changes

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

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

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

Brochures

• Brochure: Holden VF.II Ute (October 2015)

Related links

• Holden Media: Holden Commodore VFII: The Quickest, Most Powerful, Most Advanced Commodore Ever (September 2015)
• Wikipedia.org: Holden VF Commodore
• Behind the Wheel: 2017 Holden SS Ute Review

Recalls: Holden VY Ute

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 Ute

• In May 2004, a recall was issued for Holden VY Ute 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 Ute 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 Utes manufactured from 1 April 2003 to 2 December 2005 that were fitted with front seat-mounted side airbags. The electrical earth wire fitted underneath either front seat could become detached, potentially causing an electrostatic charge to transfer through the seat and causing unintended deployment of the front side airbag when the vehicle was stationary and while an occupant was exiting one of the front seats (PRA 2006/8380).

Problems and faults: Holden VY Ute

Overview

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

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

VY Ute: V6 engine

• 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 Ute: LS1 V8 engine

Overview

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

Hydraulic lifter failure

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

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

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

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

Hydraulic lifter noise

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

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

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

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

Rocker bearing failure

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

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

Valve spring failure

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

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

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

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

VY Ute: LS1 V8 engine – other problems

• 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 models manufactured up to late 2003, the front exhaust pipe heat shields could rattle if the internal insulator pads became detached.
• For 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 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.

Holden VY Ute: Other problems and faults

• 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 VY Ute 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.