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, and it was a sad day when it disappeared from showrooms with the demise of the WB in 1984.Holden launched a new Commodore-based VG ute in 1990, but 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 leafs. The payload of 710kg was well down on the payload of the old utes, particularly the 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.Tradesmen and farmers 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 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 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 rather 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 which was a cool daily driver that could carry the sports gear at the weekend.THE VS was a facelift, but it was a 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 identical to the 3.8-litre V6 it replaced, was almost entirely new: 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 17kW more power, which was now 147kW at 5200 revs with peak torque of 304Nm at 3600 revs. But there was also a 6 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 in 1996 can be identified by Series II badges and oval-shaped side blinker repeater lights. It also brought a number of small improvements, including 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.  The SS was distinguished by a neatly integrated body kit made up of front bumper and side skirts.  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 168kW 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 leather wrapping on the sports steering wheel, hand brake and gearshift knob.  The seats had SS identification, there were power windows and airconditioning 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.EARLY VS utes will now have upwards of 200,000km showing on the odometer, which should be enough to have potential owners approaching them with caution.  1995 VS utes start at $9000, with a premium of $800 for the auto, while the S model starts at $10,500 in manual form and $11,200 with the auto.2000 Series III models run as high as $15,700 for the base six-cylinder manual ute -- add another $1000 for the auto. S models will cost as much as $18,000 in manual form with a similar premium for the auto trans, and the SS will run to $22,500.THE 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 200,000km.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 200,000km 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 100,000km.  It can't be fixed simply by changing the oil, and Holden rebuilt or replaced a number of transmissions.  Holden fixed the problem by releasing an oil cooler kit which can be retro-fitted.Noisy diffs are also a widespread problem. It's important to use the Holden-recommended oil in diffs to avoid a howling rear-end. Diff seals can also be a problem.

The Commodore is turning 25. Graham Smith tells you what they are worth today as used cars.  The first Commodore was smaller than the previous Kingswoods but boasted European running and handling gear. It topped the sales charts and was Wheels Car of the Year for 1978. Poor build quality and rust problems make it difficult to find a VB in good condition today.  A facelift of the VB with updated six-cylinder and V8 engines. For the first time there was a four-cylinder engine available but it was disappointing.  A smart new shadow tone two-tone paint scheme was available for the first time on the SL/E and made it even more attractive.  But build quality problems and rust plagued the VC; it's hard to find cars in decent condition. Another facelift of the first Commodore, the VH had more engine upgrades.  With Holden's ongoing build problems, including poor paint, good quality VH Commodores are hard to find. Values range from $600 to $3400.SS was introduced as a limited edition model and remains the most desirable. Be careful of cars that have been thrashed. This first major facelift featured louvred grille, plastic bumpers and new rear quarter window. New models included the Berlina and the luxury Calais. The four-cylinder and the small 2.8-litre six were dropped and the 3.3-litre became standard.  The 4.2-litre V8 was dropped, leaving the 5.0-litre as the only V8.Performance models, the SS and SS Group 3, were built with Peter Brock's HDT operation and are the most collectable VK models, along with the SS Group A which was designed for the new Group A touring car racing. New front and rear treatment, new slim headlights and a lip on the boot lid were features of the VL.  The Holden six, a faithful servant since 1963, was replaced by a Nissan imported 3.0-litre six, prone to over-heating and head damage.The V8 was replaced by a turbocharged Nissan six which put out 150kW, until public protest brought the V8 back by late 1986.  The VL SS Group A, finished in Permanent Red, is highly collectable today.TWR became Holden's performance partner in 1988 and their first creation was the TWR VL SS Group A, better known as the Batmobile for its wild body kit.  The VL is popular with young drivers today but be wary of cooling problems with the Nissan engine. The Commodore was being soundly beaten by the Ford Falcon in sales. Holden responded with a bigger car.  Power came from a fuel-injected 3.8-litre Buick V6 with an optional 5.0-litre V8.The SS is a popular model, while the Durif Red SS Group A is the most collectable.  However, cut-price engineering and poor build quality mean lots of tatty VNs now. A facelift of the VN with attractive styling changes. The V6 was refined and the 180kW HSV 5.0-litre V8 became an option over the standard 165 kW V8. SS is popular for a sporty ride, with the Calais a popular prestige choice. With new front and rear sheet metal and new head and tail lights, the VR was an attractive remake of the VN/VP.  Holden introduced driver's airbag standard and ABS and IRS available across the range.  SS and Calais remain the most sought models but the value-packed Acclaim is a popular family car.The new 3.8-litre ECOTEC V6 engine was smaller, lighter, smoother and more fuel efficient than previous.  A passenger's airbag, and improved remote central locking with an immobiliser, were added. The third all-new Commodore struck a decisive chord with buyers. It was longer, wider and had a longer wheelbase and roomier interior with more legroom and width than any previous Commodore.  The American Gen III V8 replaced the Aussie V8 in the 1999 Series II update.Generally without major problems, although the Gen III V8 has been plagued with oil consumption and piston rattle problems. Styling changes were minimal but the V6 now had 152kW and better fuel consumption thanks largely to new electronics, and the V8 was up to 225kW, courtesy of a higher flow inlet manifold and new fuel injectors.Changes to the front suspension produced more progressive steering, which aided handling. Rear suspension improvements make VX II the better choice. The jury is out on whether the VY, with sharp edges and hard lines, is an improvement on the VT/VX. Revised steering package delivered more handling improvements.V8 power jumped to 235 kW and was standard on SS and new SV8 sports model. Auto transmissions were refined.  VY will continue to roll off the production line until the VZ is launched in 2004.