Holden Commodore 2000 Problems

The Holden ute was a favourite work wagon for farmers, tradesmen and small business owners from the day of its introduction in 1951 it was a sad day when it disappeared from Holden showrooms with the demise of the WB in 1984. While Holden launched a new Commodore-based VG ute in 1990 it was not the worker of old.Where the traditional Holden ute was a real workhorse with a tough full chassis and useable payload the Commodore ute was a bit of a lightweight softie by comparison. It was based on the long wheelbase Commodore, so there was no chassis, and it had coil springs in the rear instead of leaf springs. The payload of 710 kg was well down on the payload of the old utes, particularly the hugely popular one-tonne chassis-cab.The Commodore-based ute had plenty to live up to given that the series of utes that kicked off with the HQ in 1971 and ran through to the WB in 1984 were tough old trucks that stood up to the abuse of daily life on the work site for years and years.Tradesmen, farmers, small business people were quickly attracted to them for their combination of performance, comfort and ability to carry a real workload, while in recent years they have become a favourite of a new generation looking for a cool escape vehicle for weekend getaways.Those who held the old Holden utes in such high regard thumbed their nose at the Commodore-based ute when it first arrived on the scene and it wasn’t immediately accepted as a real workhorse. It was the ute driven to the work site by the boss, not the workers. It was more likely to carry the lunches than the tools of trade.The VS ute introduced in 1995 was the final evolution of the original Commodore-based ute before the all-new VU model came in 2000. It remained something of a softie in work terms but had gained greater popularity as a sports ute that was a cool daily driver that could carry the sports gear at the weekend.MODEL WATCHThe VS was a facelift, but much refined version of the VR ute which first saw the light of day in 1993.Like its passenger car cousins the VS utes were little different on the outside from their predecessors, most of the changes took place under the skin.The big news was the ECOTEC V6 engine which, while seemingly almost identical to the 3.8-litre V6 it replaced, was almost entirely new being smaller, lighter, smoother and more fuel efficient than its predecessor.Capacity remained at 3.8 litres, but it had a new block, heads, manifolds, and an all-alloy cast sump. The electronics were upgraded with a new computer, as well as a hot-wire air-mass sensor and sequential fuel-injection. It all added up to 17 kW more power, which was now 147 kW at 5200 revs with peak torque of 304 Nm at 3600 revs, but there was also a six per cent improvement in fuel consumption while meeting exhaust emission rules.Transmission choices were a five-speed manual ’box and four-speed electronic auto.A Series II upgrade came in 1996, which can be identified by Series II badges and oval shaped side blinker repeater lights. It also brought a number of small improvements, among which was a new five-speed German Getrag manual gearbox for the V6.Mid-1998 saw a Series III upgrade, identified by Series III badges and clear side blinker repeater lights. There were also a number of interior upgrades, and for the first time there was a 5.0-litre Holden V8 SS model to complement the previous range which was limited to the standard Commodore and S models.A neatly integrated body kit, made up of front bumper and side skirts, distinguished the SS. There was also a polished alloy rear sports bar, 16-inch alloy wheels, fog lamps and SS decals.The SS V8 gave the hottie ute plenty of tail-wagging performance with 168 kW driving the rear wheels through a five-speed manual and a limited-slip diff. ABS and sports suspension helped keep it in line, which was nice when the rear inevitably stepped out under enthusiastic acceleration.Inside there was a leather wrapped sports steering wheel, hand brake and gearshift knob. The seats had SS identification on the seats, and power windows and air-conditioning was standard.The arrival of the SS was a clear indication that the Holden ute had become as much a lifestyle vehicle as it was a hard worker.IN THE SHOPThe Holden ute’s body and chassis are robust and reliable and little trouble is reported from the field.Likewise the V6 engines are generally robust with a number of owners reporting untroubled motoring well above 200,000 km. Look for oil leaks from the rear main crankshaft seal and around the oil pan, and also from the power steering pump.Fuel pumps tend to fail around the 200,000 km mark.One owner was less than happy when his engine had to be replaced because of a worn camshaft at quite low mileage, and he says the telltale noise is back again.Overheating in autos in VS II utes can lead to transmission problems at around 100,000 km. It can’t be fixed simply by changing the oil, and Holden rebuilt or replaced a number of transmissions in problem vehicles. Holden fixed the problem by releasing an oil cooler kit, which can be retro fitted to prevent the problem.Noisy diffs are also a widespread problem. It’s important to use the Holden recommended oil in diffs to prevent a howling rear-end. Diff seals can also be a problem.OWNER’S SAYAlan McKenzie runs a cleaning business in Sale and uses his VS II Commodore S ute as his daily driver, usually with a trailer in tow.He bought it new and has done some 110,000 km in it. He admits he makes it work hard and doesn’t spare it at all, and says he’s happy with it overall despite having the V6 engine replaced due to a worn camshaft after 67,000 km.He’s had no trouble with the manual transmission or diff, and praises its comfort, drivability and handling.Would he buy another one? He says he’d happily have another, but says when he comes to buy his next ute price will be the crucial decider that will determine whether it’s a new Falcon or Commodore ute.LOOK FOR:• cool styling• tail wagging performance• overheating auto trans• howling diff• worn camshafts

When you’re on a good thing make it even better. That seemed to be Holden’s philosophy when it set about building on the success of the top-selling VT Commodore. The result was the VX, an even more refined and equipped update of the VT that continued Holden on its winning ways.The VT may seem like an overnight success, but it took nearly 10 years to happen. After a decade in which the Commodore was largely on the nose with car buyers for a variety of reasons Holden began the long road back in 1988 with the new generation VN. Progress was made with each model after the VN, but it was the VT that really broke through. The VX simply built on that success.Holden’s now retired chairman Peter Hanenberger summed up the VX perfectly when he said: “Our challenge was to take an extremely successful design and freshen it while retaining its huge appeal.”MODEL WATCH Although Holden’s styling boss Mike Simcoe is rightly proud of the new Monaro, he is even more proud of the VT Commodore that preceded the Monaro.The VT had a purity of style that is rare. Simply it looks good from all angles, and the body looks as if it’s been shrink wrapped over the wheels which gives it a strong, sporty on-road stance.When it came to the VX the changes were always going to be minimal. They had to be enough to distinguish it from its predecessor, but not radical enough to spoil its appeal. The major changes were to the headlamps, rear panel treatments, bumpers and colours.Changes under the skin were aimed at refining the VT package, with changes to the driveline, electronics, suspension and NVH that made the top-selling Holden smoother, more responsive, more economical and quieter.A new propshaft with dual rubber couplings addressed the drive line harshness that was a regular complaint from owners almost from the beginning. The new drive shaft significantly reduced driveline vibration and shudder on takeoff.There was a small gain in power from the 3.8-litre ECOTEC V6, up 5 kW to 152 kW at 5200 rpm, thanks to a new intake manifold that improved flow and volumetric efficiency. Fuel consumption was also up, between three and four per cent.The four-speed auto was recalibrated for improved response and softer downshifts, and there was a revised torque converter clutch for better drivability.The 171 kW supercharged V6 was unchanged, but was made available to Executive and Acclaim buyers.A higher flow intake manifold and revised fuel injectors helped boost the power of the 5.7-litre Gen III V8 5 kW to a new maximum of 225 kW.Meanwhile revisions were made to the suspension to soften the steering response, which had been judged too sharp on the VT. The aim was to induce understeer and the changes included raising the front lower control arm pivot, the stabiliser to strut link became a ball joint and the steering was recalibrated.Additional foam in the body pillars cut road noise travelling up the body while a raft of changes in the rear reduced airborne road noise.Safety was also enhanced through new body side structures that improved protection for the head, neck and chest in side crashes, identified as the major cause of serious injuries since the introduction of air bags reduced injuries sustained in frontal crashes.Further refinements were made to the VX in the Series II that hit the roads in 2001. Those changes mostly targeted the Commodore’s handling which was still thought to be too sharp even after the revisions made to the front suspension of the VX Series I.Where the front suspension was changed in the Series I, this time it was the rear-end’s turn to undergo surgery, adding a pair of extra links to the Commodore’s IRS to better control toe change. That meant more stability and predictability, which meant in real terms that the VX II was easier to place on the road and would maintain a set course more precisely.All models were fitted with an alarm, and there were new stalk controls for turn signals, wipers and cruise control. Berlinas now boasted twilight sentinel to turn headlamps on and off automatically.IN THE SHOP The Commodore’s V6 engine is pretty robust and gives little serious trouble. Look for oil leaks from the rear main seal and the front cover seal.The most contentious issue with the VX relates to the Gen III V8 and its oil consumption problem. Holden contends that the number of problem engines is relatively low, around two per cent of V8s sold, but it is of concern to anyone thinking of buying a V8.The good news is that not all engines are affected, it seems it is affected by the run in and the oil used during the run-in period, and the other good news is that the fix Holden released – new pistons with reduced piston to bore clearance – works. The fix was implemented in production with the release of VY, but was used before that on engines that needed rebuilding.Commodores up to and including VX Series I with IRS have a terrible habit of eating their rear tyres, but the introduction of the so-called ‘Control Link’ IRS with VX II pretty much solved that problem, which makes the Series II a better choice if you can afford the few extra bucks.Other than that the VX is relatively trouble free with no widespread serious problems.OWNERS’ VIEWS Wayne Brown owns a 2001 VX Series I S, with the supercharged V6 engine. It’s now done 61,000 km and Wayne says he’s generally happy with it, although he rates the service costs expensive. His main beef is with the trip computer, which doesn’t accurately show distance to empty, and the fuel consumption of the s/c engine when towing.Trevor Larkey has owned 38 cars over 40 years and with a couple of exceptions he rates the VX II the best car he’s ever owned. He waited until the VX II to solve the rear tyre wear problem and hoped the air-conditioning woes have been solved … so far so good. It has proved to be comfortable, economical and at less than $100 to service at the dealer it’s cheap in this area too. With 23,000 km on the clock the only problems so far have been boot catch adjustment, air leakage around the balance weights on the alloys and the Holden dealer persistently over-filling with oil at each service. He would recommend this model to anyone and with 2-3 years depreciation the VX II would be excellent buying.LOOK FOR • improved smoothness thanks mainly to new drive shaft• reduced road noise through more sound deadening material• slightly more power and lower fuel consumption from V6• check oil consumption of Gen III V8• more precise handling with new IRS in Series II• revised IRS also improves rear tyre wear problem that affected previous models.• good resale value