Recalls: Holden VZ 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 VZ Commodore
2004 Holden VZ Commodore: loss of tyre pressure #1
In December 2004, a recall was issued for a limited number of Holden VZ Commodore vehicles for potential loss of tyre air pressure due to damage to the tyre bead during the process of mounting the tyre onto the wheel (PRA 2004/7467).
Holden VZ Commodore: loss of tyre pressure #2
In April 2005, a recall was issued for Holden VZ Commodore vehicles due to the possibility that the tyre bead may have been damaged during the process of mounting the tyre to the wheel (PRA 2005/7629).
2004 Holden VZ Commodore: defective spot welds on rear door
In December 2004, a recall was issued for ten (10) Holden VZ Commodore models due to defective spot welds on the left rear door that could adversely affect occupant protection in the event of a side impact (PRA 2004/7466).
Holden VZ Commodore: front brake hose could slide out
In June 2005, a recall was issued for VZ Commodores due to a condition in which the front brake hose could slide out of the retaining bracket on the front strut (PRA 2005/7811).
Holden VZ Commodore: wiring harness interference
In September 2005, a recall was issued for Holden VZ Commodore vehicles due to a potential wiring harness routing and retention condition that could interfere with the driver’s foot when applying the brake pedal. The recall applied to a specific range of base/level 1 VZ models (PRA 2005/8059).
2004-05 Holden VZ Commodore: side airbags could deploy inadvertently
In March 2006, a recall was issued for Holden VZ Commodore vehicles that were manufactured prior to 2 December 2005 that were fitted with front seat-mounted side airbags. The electrical earth wire fitted underneath either front seat could become detached, potentially causing an electrostatic charge to transfer through the seat and causing unintended deployment of the front side airbag when the vehicle was stationary and while an occupant was exiting one of the front seats (PRA 2006/8380).
2004 Holden VZ Commodore: potential fuel leak
In March 2006, a recall was issued for models built from 1 May 2004 to 30 July 2004 due to the incorrect fitment of a plastic clip to the plenum panel. If fitted, the circular clip could contact the engine fuel feed hose, potentially causing a fuel leak and fire hazard (PRA 2006/8407).
2006-07 Holden VZ Commodore LPG: undersized O-rings
In April 2007, a recall was issued for Holden VZ Commodore models with a factory-fitted LPG system that were manufactured from November 2006 to April 2007 for undersized O-rings in the LPG service valve hand tap. This recall was subsequently revised due to additional cylinders being identified with the same defect (PRA 2007/9185).
Holden VZ Commodore: side airbag may not deploy
In November 2008, a recall was issued for Holden VZ Commodore models with front seat-mounted side airbags as the attachment of the driver’s side airbag may have become detached. The recalled Holden VZ Commodore vehicles had VINs in the range 6G1Z######L393152 to 6G1Z######L477054 (PRA 2008/10462).
Problems and faults: Holden VZ 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.
Holden VZ Commodore with V6 engines: stretched timing chains
In January 2006, 7.7 mm inverted tooth timing chains were introduced for the Alloytec V6 engines, replacing 9.5 mm pitch roller chains. For some – but not all – of these timing chains, the chain links were not manufactured in accordance with design specifications and the chains could become elongated (also known as ‘stretched timing chains’). According to GM Bulletin H08-0601-01, chain elongation was expected to occur in early engine life (i.e. 10,000 kms to 20,000 kms). There have, however, been reports of timing chain elongation occurring at significantly higher kilometres.
Elongation of the timing chains would cause,
- the Malfunction Indicator Lamp (MIL or ‘Check Engine’ light) to illuminate; and
- the ECU to log fault codes P0008, P0009, P0016, P0017, P0018 and P0019 which indicated that camshafts on either bank of the engine were misaligned with the crankshaft.
The engines with timing chains susceptible to elongation were produced from January 2006 to engine build date 18 May 2007 (18/5/2007); this production range corresponded to engine numbers between H053340001 and H071380576.
The typical chain elongation observed was a minimum of 3 mm on a doubled-up chain. Where the timing chains had become elongated, they had to be replaced. The idlers, guiders and tensioners, however, did not require replacement, though the guides should be inspected for any abnormal wear.
Holden VZ Commodore V6: O2 sensor wiring
For VZ Commodores with V6 engines, the left oxygen sensor wiring may fail due to its proximity (less than 30mm) to the exhaust manifold heat shield. In October 2004, a clip was added to secure the wiring further away from the heat shield.
2006-07 Holden VZ Commodore with L76 V8 engine: ticking valve lifters at start-up
In January 2011, General Motors issued Technical Service Bulletin #10-06-01-007B for vehicles with L76 V8 engines. For these L76 V8 engines, the valve lifters could make a ticking noise when the engine was started and had been off for two hours or more prior to starting; the ticking noise could last from two seconds to ten minutes.
According to the technical bulletin, the valve lifter ticking noise may be caused by any of the following:
- Aerated oil in the valve lifter body, resulting in the valve lifter being unable to purge the air quickly;
- A low engine oil level or incorrect oil viscosity;
- Dirty or contaminated oil;
- A lower internal valve lifter oil reservoir level;
- Debris in the valve lifter; or,
- A high valve lifter leak down rate.
General Motors’ Service Information (SI) diagnostics were to be used to isolate the cause of the valve lifter tick noise. If the noise could not be isolated, however, the engine oil was to be topped up if low, or replaced if it was of incorrect viscosity or contaminated. If this did not resolve the problem, the lifters were to be replaced.
Holden VZ Commodore: LS1 and L76 V8 engines
Overview
With the exception of the early 5.7-litre LS1 V8 engines, General Motors’ LS V8 engines are regarded as being generally reliable. However, they may experience the problems described below.
Hydraulic lifter failure
For GM’s LS V8 engines, the hydraulic lifters may fail due to:
- A failed plunger within the lifter itself. When the plunger fails, it cannot maintain oil pressure and remains in a collapsed state – the lifter therefore cannot take up valve lash such that a tapping noise is heard that increases in volume and frequency with engine speed;
- The spring mechanism jamming – this is more common in older engines;
- Inadequate lubrication of the lifter roller wheel surface causing friction on the lobe (this generally results in a squeaking noise);
- Softened valve springs which also require replacement; or,
- Worn lifter buckets.
A failed hydraulic lifter can bend the pushrods which can then fall out of the space between the rocker arm and the top of the lifter. Once a pushrod falls out of that space, it may cause broken rocker arms, broken valves, cracked heads, a damaged cam or total engine failure.
It is recommended that the lifters be replaced every 100,000 kilometres, though failure of the hydraulic lifters is more common in engines with high-lift camshafts because higher spring pressure are required to prevent valve float, putting extra pressure on the lifter. Replacing the lifters requires that the cylinder heads be removed such that new head gaskets and head bolts are required.
Hydraulic lifter noise
From cold start-up, the hydraulic lifters may make a tapping noise. The most common cause of hydraulic lifter noise is particles in the engine oil becoming jammed between the lifter plunger and the lifter body, causing the plunger to become stuck down. The clearances between the plunger and body of a hydraulic lifter can be as little as 3 microns (0.003 mm) such that any particle larger than this in the oil can jam the lifter plunger in its body.
Lifter noise may also be caused by aeration of engine oil in the lifter’s pressure chamber since this increases valve closing velocity. Aeration of engine oil may be caused by:
- air in the higher pressure chamber of the lifter affecting valvetrain lash;
- air that is ingested into the lifter during a cold start due to a suction side leak at the oil pump or oil pump pick-up tube O-ring; or,
- low oil levels and high engine speeds.
Once air gets into the high pressure chamber, it will be slowly expelled through the narrow clearance of the plunger and body.
Rocker bearing failure
The rocker bearings – which sit on top of the valve train and transfer energy from the pushrod to the valve – can develop a sideways slop which can damage the valve tops, the rocker or valve springs. Furthermore, the rocker bearings can split such that the needle bearings fall out and end up in the oil pan.
Trunion bearing upgrade kits can be installed in the factory rockers which reduce sideways movement and provide a better range of vertical movement. Alternatively, after-market roller rockers can be installed which have better geometry than the standard rockers and control the valve more precisely via the centre of the valve tip.
Valve spring failure
The LS engine has ‘beehive’, single valve-type valve springs (as opposed to a dual valve spring which has a smaller spring inside the primary spring) and, in rare cases, the valve spring may break at its top where the coils are tightly wound. If a single valve-type valve spring breaks, it is common for the valve to be dropped, causing significant engine damage; sometimes, however, the valve may be held up by the valve locks when the spring is breaks. Symptoms of broken valve spring include:
- Engine vibrations;
- Loss of power beyond 4000 rpm;
- Misfire under load; and,
- Constant misfire.
If the vehicle is driven with a broken valve spring, a valve may come into contact with the piston, causing the valve to be bent. Furthermore, if the valve head breaks off, the engine will seize. To fix a failed valve spring, the cylinder heads need to be removed so that a new valve, head gasket and head bolts can be fitted.
For durability, it is recommended that high rpm are avoided when the engine is cold.
V8 engine: starter motor and PIM
For VZ Commodores models with V8 engines, the starter motor may work intermittently due to components in the Powertrain Interface Module (PIM) being susceptible to static. A revised PIM was subsequently released.
Automatic transmissions
For VZ Commodores with automatic transmissions, thudding noises during gear changes may be due to worn shift solenoids.
Problems and faults: Holden VZ Commodore
- A rattling noise from the steering column when driving at highway speeds or on coarse roads may be due to the steering column adjuster spring vibrating against the steering column housing – a cable tying the two sides of the spring together may alleviate the problem.
- Water may enter the boot due to incomplete sealing between the inner and outer skins or through the inner boot skin drain holes.
- The fuel gauge may be inaccurate due to a bent fuel float or faulty sender unit.
