Recalls: Holden VG 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 VG Ute
- In October 1991, a recall was issued for Holden VG Utes due to potential fretting of a cable on the hoist bracket – this could result in the spare wheel detaching from the vehicle (PRA 1991/1409).
- In May 1994, a recall was issued for VG Utes with serial numbers in the range L273550 to L465000. In these vehicles, the seat belt webbing could become abraded, reducing the strength of the webbing (PRA 1994/2165).
Problems and faults: Holden VG 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.
V6 Engines
- Harmonic balancers consist of inner and outer hemispheres which dissipate energy through vulcanised rubber. Over time, the rubber perishes or loosens and the outer hemisphere can move freely of the inner hemisphere. For V6 engines, the balancers also contain a counter weight on the inner hemisphere to help absorb harmonic vibrations, but when the rubber splits or fractures, the counter weight can rattle against the outer hemisphere. Early VN V6 balancers slide off of the crank once the retaining bolt is removed (usually), but later VN V6 balancers need a puller tool for removal after the bolt is removed.
- The engine serpentine belt uses a spring-loaded, self-adjusting bracket and pulley. The spring-loaded bracket can cause loud rattling noises, usually at low engine revs, when the tensioning spring fatigues. Note that the tensioning spring cannot be replaced separately and that the entire tensioner bracket needs to be replaced.
- In early V6 engines, the thermostat assembly is located at the rear of the inlet manifold (underneath the throttle body). The thermostats can stay closed (resulting in high operating temperatures), or stay open (resulting in cold running temperatures and increased fuel consumption). Furthermore, the thermostat housings are susceptible to corrosion and can bond to the inlet manifold, making removal difficult.
- The radiators have plastic tanks and an alloy core which are crimped together. The plastic tanks can perish and split (usually the right hand tank, where the fan housing mounts), resulting in coolant and pressure loss. The alloy core can also suffer from electrolysis due to electrical currents from the thermo fan motor.
- The eccentric engine balance shaft – fitted above the camshaft – served to equalize harmonic vibrations. However, the rear bearing (a needle roller design) can damage the balance shaft surface and cause a rattling noise from the rear of the engine below the inlet manifold.
- The original timing chain has a pressed-link steel design which is susceptible to stretching – if this occurs, the timing chain tensioner (mounted on the right side of the engine block) can break. A broken timing chain tensioner results in rattling noises from the front of the engine and less engine performance.
- Early VN Direct Fire Ignition (DFI) modules and coils are susceptible to general failure and overheating. However, the updated DFI assemblies can be fitted in place of the early style without modification.
- The crank angle sensor (mounted behind the harmonic balancer) may experience internal cracking. As such, the sensor may operate when the engine is cold, but not start the engine when it is warm. Dousing the crank angle sensor with cold water may temporarily cause it to contract and operate correctly. To replace the crank angle sensor, the harmonic balancer will need to be removed.
- The thermo fans may operate intermittently due to connection problems at the thermo fan fuse or relay. Fuse terminal melting is common, usually because of bad connections and the amount of current draw through the system. External fuse routing is usually the quickest way to bypass damaged terminals, along with thoroughly cleaned wiring connections.
V8 Engines
- Inadequate engine oil circulation and low oil pressure at cold idle may be due to the pick-up strainer becoming clogged by carbon deposits. Scheduled servicing and oil system cleaners can reduce carbon build up, but in extreme cases the sump and pick-up may need to be removed and thoroughly cleaned.
- The rear main seal is made from rope which squeezes against the crankshaft at the rear of the engine. Hot engine oil and age reduces the seals ability to work effectively, resulting in oil leaks from the back of the crankshaft. To replace the seal, the crank needs to be removed from the engine – this generally requires that the engine also be removed.
- The exhaust manifold is susceptible to cracking due to uneven expansion and contraction. Note that external welding will not repair all of the cracks as the manifold also cracks internally around the collector.
- Harmonic balancers consist of inner and outer hemispheres which dissipate energy through vulcanised rubber. Over time, the rubber perishes or loosens and the outer hemisphere can move freely of the inner hemisphere. This can cause damage to other parts and a loss of timing position.
Oil leaks
- V6 and V8 engines – oil leaks:
- The oil sender unit is a common source of oil leaks; the unit itself is a combination of steel crimped over bakelite and the leak occurs between the crimp joint.
- The sealing edge of VN sumps have raised ridges to prevent over tightening, but the rubber gaskets can split and allow oil to leak.
Transmissions
- Automatic transmissions have a lockup torque converter which acts like a 5th gear (overdrive). However, these converters can distort – due to heat or excessive strain – and cause driveline vibrations at 1500-1800 rpm. For this reason, regular servicing and the use of a transmission cooler if towing are recommended.
- The rubber gearbox mount is bolted to the transmission housing by two Allen bolts. These bolts can become loose, allowing the transmission to move independently of the mount and cause driveline vibrations. Replacement bolts should be torqued and potentially sealed in place to reduce the chance of recurrence.
Electrical
- Excessive fuel consumption can occur if the temperature sender unit fails (sending the wrong voltage to the ECU).
- For models with V8 engines, an erratic tachometer may be caused by reduced conductivity of the distributor cap and/or rotor.
Steering
- Steering rack leaks are common, either from the rack ends (which fill up the dust boots) or from the top hub seal.
