Recalls: Holden VE Commodore
Overview
Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.
Recalls: Holden VE Commodore
2006 Holden VE Commodore V8: incorrectly manufactured fuel hose
In October 2006, a recall was issued for Holden VE Commdore vehicles with 6.0-litre V8 petrol engines manufactured from July 2006 to August 2006 for an incorrectly manufactured fuel hose which connected the main fuel line and the injector rail in the engine bay (PRA 2006/8821).
2006 Holden VE Commodore: incorrectly manufactured belt buckle
In November 2006, a recall was issued for
Holden VE Commodore vehicles built prior to 11 September 2006 due to an incorrectly manufactured rear seat belt buckle (PRA 2006/8869).
2006-07 Holden VE Commodore LPG: undersized O-rings
In April 2007, a recall was issued for Holden VE Commodore vehicles with a factory-fitted LPG system that were manufactured from November 2006 to April 2007 for undersized O-rings in the LPG service valve hand tap (PRA 2007/9185).This recall was subsequently revised due to additional cylinders being identified with the same defect.
Holden VE Commodore V6: potential fuel leak
In January 2008, a recall was issued for VE Commodore vehicles fitted with 3.6-litre V6 petrol engines as one of the fuel lines in the engine compartment could rub against a fuel vapour hose clip. For the VINs of the recalled vehicles, please see PRA 2008/9759.
2006-08 Holden VE Commodore: ‘Surveillance Mode’ could turn off headlights
In April 2008, a recall was issued for current and former police and emergency service Holden VE Commodore vehicles that were manufactured prior to 12 March 2008 – when the ‘Surveillance Mode’ switch was pressed, the headlights would turn off when the headlight switch was in the ‘Auto’ position (PRA 2008/9988).
2009 Holden VE Commodore 3.0 SIDI V6: brake booster assistance
In December 2009, a recall was issued for VE Commodore Omega models fitted with the 3.0-litre V6 petrol engine for a condition in which brake booster power assistance may not be available after a cold engine start. As a result, increased brake pedal effort may be required. The recalled vehicles were in the VIN range 6G1EK##F#AL400777 to 6G1EK##F#AL420262 (PRA 2009/11279).
2012-13 Holden VE Commodore LPG: engine may stall and not restart
In August 2013, a recall was issued for Holden VE.II Commodore vehicles that were fitted with LPG engines and manufactured between 12 December 2012 and 13 May 2013. In some of these vehicles, certain LPG vaporisers were manufactured with an incorrect diaphragm spring which could affect the operation of the diaphragm. When the diaphragm was worn, additional LPG could be delivered to the engine, causing the engine to stall and not restart. The recalled vehicles were in the VIN range 6G1EK8E49CL711575 to 6G1EK5E4XCL721384 (PRA 2013/13682).
2013 Holden VE Commodore: wiper motor may fail
In June 2014, a recall was issued for VE.II Commodore vehicles that were manufactured between 27 February 2013 and 31 October 2013. In these vehicles, the driven gear in the wiper motor may fail due to incorrect grease application. As a result, the windscreen wipers may not work and visibility could be reduced, thereby posing an accident hazard to the driver and other road users. The recalled VE Commodore vehicles had VINs in the range 6G1 EK8E49CL 711575 to 6G1 NP5E21EL 946263 (PRA 2014/14168).
2011-13 Holden VE Commodore LPG: valve may restrict fuel supply
In July 2014, a recall was issued for Holden VE.II Commodore vehicles with LPG engines that were manufactured after 10 February 2011. In these vehicles, the LPG excess flow valve may restrict fuel supply to the engine and reduce engine performance. If this occurred, the driver would not be able to increase engine speed, potentially posing an accident hazard to the driver and other road users. The recalled vehicles had VINs in the range 6G1 EK8E40CL 600008 to 6G1 NN5E48EL 987612 (PRA 2014/14189).
2011-13 Holden VE Commodore with LPG engine: potential fuel leak
In July 2017, a recall was issued for Holden VE Commodore vehicles that had LPG engines and were manufactured after 10 February 2011. If the LPG vaporizer had been serviced or replaced, there could be a loose electrical ground connection that could cause an electrical arc in the LPG fuel feed hose. If this occurred, there was a risk of a fuel hose leak or fire which posed a hazard to vehicle occupants and other road users. The recalled vehicles had VINs in the range 6G1EK4E40CL600020 to 6G1NP5E4XFL147410 (PRA 2017/16025).
Problems and faults: Holden VE Commodore
Overview
This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.
To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.
2006-07 Holden VE Commodore V6: stretched timing chains
In January 2006, 7.7 mm inverted tooth timing chains were introduced for the LE0, LW2 and LY7 Alloytec V6 engines, replacing 9.5 mm pitch roller chains. For some – but not all – of these timing chains, the chain links were not manufactured in accordance with design specifications and the chains could become elongated (also known as ‘stretched timing chains’). According to GM Bulletin H08-0601-01, chain elongation was expected to occur in early engine life (i.e. 10,000 kms to 20,000 kms). There have, however, been reports of timing chain elongation occurring at significantly higher kilometres.
Elongation of the timing chains would cause,
- the Malfunction Indicator Lamp (MIL or ‘Check Engine’ light) to illuminate; and
- the ECU to log fault codes P0008, P0009, P0016, P0017, P0018 and P0019 which indicated that camshafts on either bank of the engine were misaligned with the crankshaft.
The V6 engines with timing chains susceptible to elongation were produced from January 2006 to engine build date 18 May 2007 (18/5/2007); this production range corresponded to engine numbers between H053340001 and H071380576.
The typical chain elongation observed was a minimum of 3 mm on a doubled-up chain. Where the timing chains had become elongated, they had to be replaced. The idlers, guiders and tensioners, however, did not require replacement, though the guides should be inspected for any abnormal wear.
Holden VE SIDI V6: carbon deposits/build-up
The VE Commodore’s 3.0- and 3.6-litre V6 direct injection (SIDI) engines were susceptible to accumulating carbon deposits (or build up) on the intake valves. In these direct injection engines, carbon deposits may accumulate on the stem and throat of the intake valve due to:
- the vaporisation of oil which is not trapped by the oil separator; or
- unburned fuel and exhaust gases that escape past the piston rings and enter the crankcase (‘blow-by’).
Since direct injection engines do not spray fuel on the backside of the intake valves, the detergent properties of the fuel cannot remove the carbon build up (as occurs in port injected engines). Symptoms of carbon deposits on the intake valve include difficulty starting the vehicle (hard starting), misfiring, misfire engine codes and reduced engine performance. Potentially, these deposits can result in damage to the catalytic converter if bits of the deposit break off and enter the exhaust. To remove the carbon deposits, the intake must be removed and the valves cleaned manually. To reduce the incidence of carbon deposits, a common aftermarket modification is the fitment of an oil vapor catch. The catch can receives dirty air from the crankcase via the Positive Crankcase Ventilation (PCV) valve, filters it and returns it to the intake manifold via the PCV port.
2006-12 Holden VE Commodore V6: intermittent engine hesitation or flutter
In February 2012, General Motors issued Technical Service Bulletin PI0090E for 2004-12 model year vehicles which had the following ‘Alloytec’ V6 engines –
- LY7: 3.6 litre high-output V6 (introduced in August 2006 for Holden’s VE/WM range);
- LF1: 3.0-litre SIDI V6 (introduced in September 2009 for Holden’s VE/WM range);
- LLT: 3.6-litre SIDI V6 (introduced in September 2009 for Holden’s VE/WM range);
- LFW: 3.0-litre SIDI V6 with flex-fuel capability (introduced in September 2010 for Holden’s VE/WM range); and
- LFX: 3.6-litre SIDI V6 with flex-fuel capability (introduced in November 2011 for Holden’s VE/WM range).
Since the technical service bulletin identified the Pontiac G8 and Chevrolet Caprice PPV, both of which were produced by Holden, this bulletin is considered applicable Holden’s VE and WM ranges.
In these engines, the exhaust camshaft position sensor (bank 1) or intake camshaft position sensor (bank 1) may have had intermittent or poor connections at the terminals in the harness connector. This could cause the engine control module (ECM) to be temporarily unable to determine engine position such that it would stop fuelling and sparking. The ECM would require at least one engine revolution to resynchronise and, if it did, it would not log a diagnostic trouble code (DTC).
To fix, the intake camshaft position (CMP) sensor was to be cleaned or replaced as needed.
2006-09 Holden VE Commodore SS (V8) with 6L80 automatic transmission: slips in reverse or third, delayed reverse or drive engagement, and harsh 2-3 shifts
In February 2014, General Motors issued Service Bulletin 09-07-30-004J for 2006-09 model year vehicles that were fitted with the 6L80 automatic transmission; since this included Pontiac G8 which was produced by Holden, this bulletin is considered applicable to the Holden VE/WM and HSV E-Series ranges. According to the bulletin, these vehicles may exhibit the following conditions:
- Slip when reverse was selected or no reverse;
- Delayed engagement into reverse;
- Illumination of the malfunction indicator light (MIL). DTCs P0776, P2715 or P2723 may be logged in the transmission control module (TCM);
- Harsh gearshifts from second to third gear;
- Harsh gearshifts from fourth to fifth, or slips in fifth; and,
- Slips on acceleration when overtaking.
For 2006-08 model year vehicles, these symptoms may be caused by a cracked 1-2-3-4 / 3-5-R clutch housing. To fix, the cracked housing was to be replaced.
For 2006-09 model year vehicles, however, a harsh 2-3 shift condition could be caused by leaking 1-2-3-4 and 3-5-R clutch fluid seal rings on the transmission fluid pump cover assembly. To fix, new clutch fluid seal rings were to be fitted. In December 2008, a 2-piece seal ring was implemented and this overcame the fault of the previous 1-seal ring design.
2006-12 Holden VE Commodore SS (V8) with 6L80 automatic transmission: slip or no fourth, fifth or sixth gear
In July 2012, General Motors issued Technical Service Bulletin PI0773 for 2006-12 model year vehicles that had six-speed 6L80 automatic transmissions; since this bulletin included the Pontiac G8 manufactured by Holden, it is applicable to the Holden VE and HSV E-Series ranges. As per the bulletin, these vehicles may exhibit the following symptoms:
- Illumination of the Malfunction Indicator Lamp (MIL) and Diagnostic Trouble Code (DTC) P0796 being logged in the Transmission Control Module (TCM);
- Slip or no fourth gear;
- Slip or no fifth gear; and,
- Slip or no sixth gear.
According to the bulletin, these conditions may be caused by distress to the 4-5-6 clutch. To diagnose, the pump was to be dis-assembled and inspected for the following:
- Scored pump rotor or pump vanes;
- A scored pump cover or pump rotor pocket;
- A cracked pump slide.
Holden VE Commodore with six-speed auto: clunk noise on take-off
General Motors issued a service bulletin for Holden VE Commodore vehicles that had six-speed automatic transmissions. When accelerating from rest under light to medium throttle, the driver may notice a ‘thud’ or ‘clunk’ noise from the rear of the vehicle immediately after take-off. According to the service bulletin, the noise would only be heard when moving forward in Drive mode or Sports mode, but would not be experienced in Active Select (A/S) mode.
The clunk noise was attributed to the transmission making a clutch change while in first gear. Specifically, the transmission changed from a first locked (CBR1 clutch locked) to a first freewheel (CBR1 clutch released) state at 4 km/h. The driver does not usually feel the clutch transition of CBR1 releasing since the first gear ratio was maintained. However, the disengagement of the CBR1 clutch and the engagement of the one-way clutch caused a torque-spike that could produce a clunk noise at the driveline end of the vehicle.
According to the service bulletin, owners were to be informed that the noise was a ‘known, normal characteristic of the transmission’ and that it was ‘not detrimental to the life of the vehicle’.
2009-10 Holden VE Commodore SS (L76 AFM): oil consumption
In October 2012, General Motors issued Technical Service Bulletin 10-06-01-008F for 2009-11 vehicles with 6.0-litre L76 V8 engines that were manufactured prior to February 2011. For these vehicles, the owner may notice:
- Engine oil consumption;
- Illumination of the ‘service engine soon’ light; and/or
- Rough running of the engine.
According to the bulletin, oil consumption of 1 litre per 3200- 4800 km was considered normal, though excessive oil consumption could have two causes –
1. Oil spray discharged from the AFM pressure relief valve within the crankcase
Under most driving conditions and drive cycles, discharged oil did not cause a problem. Under certain conditions, such as extended high engine speed operation in combination with parts at the high end of their tolerance specification, the oil spray quantity may be more than usual – this could cause excessive deposit formation in the piston ring grooves which increased oil consumption and could cause cracked/fouled spark plugs (#1 and/or #7).
To fix, an AFM shield was to be installed, the pistons cleaned and a new oil pan gasket installed. If this did not correct the condition, it may be necessary to replace all of the piston assemblies (pistons and rings) with new parts).
2. Oil pulled through the PCV system
PCV pullover or an over-active lifter could cause oil to be pulled through the PCV system even at low mileages. A correctly functioning PCV system should only leave a film of oil in the intake manifold. If inspection of the intake manifold showed oil puddling in the bottom, then the left valve cover would need to be replaced with an updated part and new left rocker arm covers were also to be fitted. The revised rocker arm cover had a relocated PCV drain hole that prevented oil from entering the intake manifold.
2009-10 Holden VE Commodore SS (L76 V8): ticking valve lifters at start-up
In January 2011, General Motors issued Technical Service Bulletin #10-06-01-007B for vehicles with L76 V8 engines. For these L76 V8 engines, the valve lifters could make a ticking noise when the engine was started and had been off for two hours or more prior to starting; the ticking noise could last from two seconds to ten minutes.
According to the technical bulletin, the valve lifter ticking noise may be caused by any of the following:
- Aerated oil in the valve lifter body, resulting in the valve lifter being unable to purge the air quickly;
- A low engine oil level or incorrect oil viscosity;
- Dirty or contaminated oil;
- A lower internal valve lifter oil reservoir level;
- Debris in the valve lifter; or,
- A high valve lifter leak down rate.
General Motors’ Service Information (SI) diagnostics were to be used to isolate the cause of the valve lifter tick noise. If the noise could not be isolated, however, the engine oil was to be topped up if low, or replaced if it was of incorrect viscosity or contaminated. If this did not resolve the problem, the lifters were to be replaced.
2009-13 Holden VE Commodore SS with L76/L77 V8 AFM engine: low oil pump pressure due to sticking oil pressure relief valve
In May 2013, General Motors issued Technical Service Bulletin PIP4158F for 2007-13 model year vehicles that had the following engines –
- L76: 6.0-litre V8 with AFM hardware;
- L77: 6.0-litre V8 with AFM hardware and flex-fuel capability;
- LS2: 6.0-litre V8 for HSV models;
- LS3: 6.2-litre V8 for HSV and, subsequently, Holden models; and,
- LS7: 7.0-litre V8 for the Chevrolet Corvette and HSV W427.
Due to the oil pump pressure relief valve sticking, these engines may experience low oil pressure, no oil pressure and/or engine noise. In some cases, these symptoms would occur intermittently if the valve freed up when the engine cooled down.
If GM’s Service Information (SI) diagnosis isolated low mechanical oil pressure at the oil filter housing and oil pressure sensor, the oil pump was to be replaced, the oil cooler lines flushed (if fitted), the inside of the oil pan cleaned, the oil changed and the oil filter replaced.
2013 Holden VE Commodore SIDI V6: Torque Converter
For Holden VE Commodore models with 3.0-litre SIDI V6 engines, the torque converter in approximately 500 vehicles produced in 2013 caused shuddering and required replacement.
Holden VE Commodore SS (L98 V8 engine): clutch and slave cylinder
For Holden VE Series I models with the L98 V8 engine and T56 manual transmission, the slave cylinder was made from plastic and could develop leaks such that the clutch pedal would stay down when the car was driven under repeated high loads; the clutch would also slip at high rpm and wear prematurely.
To fix, the clutch and slave cylinder had to be replaced. A common improvement (often performed under warranty) was to fit the higher-rated LS7 clutch and improved slave cylinder that was introduced in the HSV E-Series range in April 2008 for the LS3 engine and the Holden VE.I range in September 2009 for the TR6060 transmission. The LS7 clutch had a 290 mm higher clamp load, an increase of 24 per cent over its predecessor.
2009-11 Holden VE Commodore SS (L76/L77 V8 engine): belt squeak noise and/or crankshaft balancer wobble
In January 2012, General Motors issued Technical Service Bulletin PIP4750D for 2008-12 model year vehicles which had the following V8 engines –
- L76: 6.0-litre V8 with AFM hardware (introduced in January 2009 for Holden VE vehicles);
- L77: 6.0-litre V8 with AFM hardware and flex-fuel capability (introduced in September 2010 for Holden VE Series II vehicles);
- LS3: 6.2-litre V8 (introduced in April 2008 for the HSV E-Series); and,
- LS7: 7.0-litre V8 (used in the Chevrolet Corvette and HSV W427).
Since the bulletin identified the Pontiac G8 and Chevrolet Caprice, both of which were produced by Holden, this bulletin is considered applicable to Holden’s VE and WM ranges and HSV’s E-Series.
According to the bulletin, these engines may:
- Emit a belt squeak noise. If this occurred, the drive belt was to be replaced; and/or,
- Exhibit a crankshaft balancer that appeared to be out of balance (i.e. appeared to wobble while the engine was running). The technical bulletin described a procedure to measure balancer run-out and, if greater than 4 mm, the crankshaft balancer was to be replaced.
Holden VE Commodore SS: LS98, L76 and L77 V8 engines
Overview
With the exception of the early 5.7-litre LS1 V8 engines, General Motors’ LS V8 engines are regarded as being generally reliable. However, they may experience the problems described below.
Hydraulic lifter failure
For GM’s LS V8 engines, the hydraulic lifters may fail due to:
- A failed plunger within the lifter itself. When the plunger fails, it cannot maintain oil pressure and remains in a collapsed state – the lifter therefore cannot take up valve lash such that a tapping noise is heard that increases in volume and frequency with engine speed;
- The spring mechanism jamming – this is more common in older engines;
- Inadequate lubrication of the lifter roller wheel surface causing friction on the lobe (this generally results in a squeaking noise);
- Softened valve springs which also require replacement; or,
- Worn lifter buckets.
A failed hydraulic lifter can bend the pushrods which can then fall out of the space between the rocker arm and the top of the lifter. Once a pushrod falls out of that space, it may cause broken rocker arms, broken valves, cracked heads, a damaged cam or total engine failure.
It is recommended that the lifters be replaced every 100,000 kilometres, though failure of the hydraulic lifters is more common in engines with high-lift camshafts because higher spring pressure are required to prevent valve float, putting extra pressure on the lifter. Replacing the lifters requires that the cylinder heads be removed such that new head gaskets and head bolts are required.
Hydraulic lifter noise
From cold start-up, the hydraulic lifters may make a tapping noise. The most common cause of hydraulic lifter noise is particles in the engine oil becoming jammed between the lifter plunger and the lifter body, causing the plunger to become stuck down. The clearances between the plunger and body of a hydraulic lifter can be as little as 3 microns (0.003 mm) such that any particle larger than this in the oil can jam the lifter plunger in its body.
Lifter noise may also be caused by aeration of engine oil in the lifter’s pressure chamber since this increases valve closing velocity. Aeration of engine oil may be caused by:
- air in the higher pressure chamber of the lifter affecting valvetrain lash;
- air that is ingested into the lifter during a cold start due to a suction side leak at the oil pump or oil pump pick-up tube O-ring; or,
- low oil levels and high engine speeds.
Once air gets into the high pressure chamber, it will be slowly expelled through the narrow clearance of the plunger and body.
Rocker bearing failure
The rocker bearings – which sit on top of the valve train and transfer energy from the pushrod to the valve – can develop a sideways slop which can damage the valve tops, the rocker or valve springs. Furthermore, the rocker bearings can split such that the needle bearings fall out and end up in the oil pan.
Trunion bearing upgrade kits can be installed in the factory rockers which reduce sideways movement and provide a better range of vertical movement. Alternatively, after-market roller rockers can be installed which have better geometry than the standard rockers and control the valve more precisely via the centre of the valve tip.
Valve spring failure
The LS engine has ‘beehive’, single valve-type valve springs (as opposed to a dual valve spring which has a smaller spring inside the primary spring) and, in rare cases, the valve spring may break at its top where the coils are tightly wound. If a single valve-type valve spring breaks, it is common for the valve to be dropped, causing significant engine damage; sometimes, however, the valve may be held up by the valve locks when the spring is breaks. Symptoms of broken valve spring include:
- Engine vibrations;
- Loss of power beyond 4000 rpm;
- Misfire under load; and,
- Constant misfire.
If the vehicle is driven with a broken valve spring, a valve may come into contact with the piston, causing the valve to be bent. Furthermore, if the valve head breaks off, the engine will seize. To fix a failed valve spring, the cylinder heads need to be removed so that a new valve, head gasket and head bolts can be fitted.
For durability, it is recommended that high rpm are avoided when the engine is cold.
L98, L76 and L77 V8 engines: other problems and faults
- The serpentine drive belt may squeal after start-up due to the air conditioning compressor being misaligned or problems with the power steering pulley.
- An oil leak may develop at the rear of the V8 engine due to a porous aluminium engine casting.
- For pre-November 2009 models with V8 engines, the air conditioning belt may get thrown off – a revised air conditioning compressor bracket and pulley were subsequently released to fix this. Alternatively, a separated harmonic balancer or coolant leaking from the hose clamps may cause this.
Holden VE Commodore: rattling noise from front suspension due to ball joint corrosion
In August 2015, General Motors initiated for Customer Service Campaign 10058796-6065 for 2008-09 model year Pontiac G8 vehicles (which were manufactured by Holden); as such, Holden’s VE range is also considered to be susceptible to this problem. In these vehicles, the boots on the front lower control arms could become rigid in cold weather – this could allow water to enter the joint and corrode the surface of the ball joint. If this occurred, a loud metallic rattling noise may be heard from the front suspension when the vehicle is driven on rough road surfaces. As part of General Motors’ Customer Service Campaign, the warranty was extended to ten years or 120,000 miles (193,000 kilometres), whichever came first, for this condition.
Holden VE Commodore: knocking noises from front suspension
Knocking noises from the front suspension may be due to worn sway bar bushes or strut-top mounts/bushes.
Holden VE Commodore: Other problems and faults
- Heater hoses and water pumps should be checked for possible leaks.
- Water may leak through the firewall and a join in the plenum chamber, causing damp or mouldy carpets. Alternatively, water may leak into the front passenger foot well due to drain tubes cracking at the air box.
- The windscreen washer container was susceptible to cracking – this was a common replacement item.
