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Top issues
23 known problems · 4 high
high
Intake manifold gasket failure
3.8L Ecotec V6 (VY only)
high
Timing chain stretch & tensioner failure
3.6L LY7 Alloytec V6 (VZ)
high
4L60E transmission failure
5.7L LS1 V8 (Gen III)
Recalls
1 on recordREC-000436
2004-12-24
Defect: The tyre bead may have been damaged during tyre mounting.
Hazard: This could lead to loss of tyre air pressure.
Remedy: Contact your nearest Holden dealer for inspection and repair, free of charge.
Affected: 180 units, VZ Commodore, WL Statesman/Caprice
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-29
Check a specific car by VIN at vehiclerecalls.gov.au.
At this odometer
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Generations
Best and worst years for the Holden Commodore →
Before: Commodore VX (2000-2002) →
After: Commodore VE (2006-2013) →
Price (AUD)
$2k–$25k (V8 SS commanding more, especially VZ Mk II)
Body styles
Sedan, Wagon, Ute (VY/VZ Ute), Crewman (VY/VZ Crew Cab Ute), Statesman/Caprice (WK/WL)
Drivetrain
RWD, AWD (Adventra only)
Origin
Australia
Built in
Elizabeth, South Australia
Overview
The VY (2002) was a major restyle of the VT/VX platform. VZ (2004) introduced the 3.6L Alloytec V6 to replace the long-running 3.8L Ecotec. Sold as Executive, Acclaim, Berlina, Calais, S, SV6, SS, SS-V, Adventra (lifted AWD wagon), Cross 8 Adventra (V8 AWD wagon). Statesman/Caprice (WK/WL) shares mechanicals. VY/VZ were the last LS1 5.7L V8 Commodores — the VE in 2006 moved to L98 6.0L. Massive availability used, very cheap entry to RWD V8 Aussie sedan ownership.
Engines & variants
3.8L Ecotec V6 (VY only)
Engine
OHV pushrod V6 (Buick-derived) / supercharged variant
Engine code
L36 / L67 (S
Config
V6 NA / V6 S/C
Displacement
3791cc
Power
152kW NA / 171kW supercharged
Torque
305Nm NA / 375Nm supercharged
Drivetrain
RWD
0–100
~9.0s NA / ~7.5s S/C
Economy
11.5 L/100km NA / 12.5 S/C
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
5MT (VY only), 4AT (4L60E)
Timing chain / belt / gear
Chain-driven, inspect from 250,000km+
Pros
- Pushrod simplicity — very robust bottom end
- L67 supercharged variant (Calais Supercharged) was surprisingly quick
- Single short timing chain — almost bulletproof
- Cheap as chips on the used market
- Easy DIY work — pushrod V6 access
Cons
- Dated by 2002 — original design from 1980s Buick
- Heavier than modern V6s for the power
- 4-speed auto only
- Lower power than the later Alloytec
- Drinks petrol when worked
Known problems
high
Intake manifold gasket failure
Plastic-and-rubber intake manifold gaskets fail causing coolant leak into engine oil, eventually destroying bearings. Engine oil turns to chocolate milkshake.
Fix: Updated metal-reinforced gasket replacement. Critical — don't drive if coolant in oil. Pre-purchase: check oil cap and dipstick for milky residue.
medium
Supercharger snout bearing (L67 only)
Eaton M90 supercharger snout bearing develops noise. Eventually fails causing belt loss.
Fix: Snout bearing rebuild — common service item. Many specialists in Aus.
medium
Coolant elbow / heater core hoses
Plastic coolant elbows at the back of engine become brittle and crack causing slow coolant loss.
Fix: Aluminium replacement elbows. Easy DIY job.
medium
4L60E transmission shudder
4-speed auto develops shudder under light throttle (torque converter lockup clutch wear).
Fix: Trans fluid + filter service first. Rebuild with upgraded lockup if persistent. Common GM auto pattern.
3.6L LY7 Alloytec V6 (VZ)
Engine
DOHC port-injected V6 (first-gen High Feature)
Engine code
Config
V6 NA
Displacement
3564cc
Power
175kW (early) → 190kW (Calais)
Torque
320-340Nm
Drivetrain
RWD / AWD (Adventra)
0–100
~8.2s
Economy
10.5 L/100km combined
Tow (braked)
1600-2100kg
Tow (unbraked)
750kg
Transmission
6MT (Aisin AY6), 5AT (5L40E)
Timing chain / belt / gear
Chain-driven, known weak point — see problems
Pros
- Modern DOHC V6 — first 'High Feature' Alloytec
- More power than the Ecotec it replaced
- Same engine continues into VE
- Cheap on the used market
- Better fuel economy than Ecotec
Cons
- Famous LY7 timing chain issues
- 4-speed auto on most variants — dated
- More electronics than the pushrod Ecotec
- Heavy fuel consumption when worked
Known problems
high
Timing chain stretch & tensioner failure
The headline LY7 problem. Timing chain stretches and chain guide/tensioner wear, eventually causing chain skip or rattle on cold start. Catastrophic if left to fail — bent valves.
Fix: Full timing chain kit (chain, guides, tensioner, sprockets). Use quality oil and don't extend service intervals. Listen for rattle on cold start at pre-purchase.
medium
Coolant elbow / thermostat housing leak
Plastic coolant elbows on top of engine become brittle and crack.
Fix: Aluminium aftermarket elbow upgrade is a permanent fix. Easy DIY.
medium
4L60E transmission shudder
4-speed auto torque converter shudder under light throttle.
Fix: Fluid + filter first. Rebuild if persistent.
medium
Cam phaser noise
VVT cam phasers rattle on cold start — precursor to chain issues.
Fix: Phaser replacement. Often done with chain kit at the same time.
5.7L LS1 V8 (Gen III)
Engine
OHV pushrod V8 (Gen III)
Engine code
Config
V8 NA
Displacement
5665cc
Power
235kW (VY) → 250kW (VY Mk II / VZ SS)
Torque
465-475Nm
Drivetrain
RWD
0–100
~6.0s
Economy
13.0 L/100km combined
Tow (braked)
2100kg
Tow (unbraked)
750kg
Transmission
6MT (Tremec T56), 4AT (4L60E)
Timing chain / belt / gear
Chain-driven, inspect from 250,000km+
Pros
- Legendary LS platform — bulletproof pushrod V8
- Single short timing chain — virtually unbreakable
- Massive aftermarket support globally
- Easy 350-450kW with bolt-ons
- Pushrod simplicity = easy DIY
- Last 5.7L LS Commodore — collector interest growing
Cons
- Thirsty — 14-18L/100km real world
- 4L60E auto is the weak link (manual T56 is the prize)
- Heavy fuel consumption when worked
- Premium fuel preferred
Known problems
high
4L60E transmission failure
4L60E behind the LS1 is constantly stressed — torque converter shudder, slipping, then failure.
Fix: Fresh fluid every 50-60k mandatory. Rebuild with upgraded valve body and clutches. Many convert to T56 manual or upgrade to 4L65E.
medium
Oil consumption (high km)
Some LS1s develop oil consumption above 200k km, particularly modified or hard-driven examples.
Fix: Catch can helps. Monitor and top up between services.
low
Rear main seal weep
Rear main seal can weep oil over time.
Fix: Reseal during clutch or torque converter service to save labour.
medium
Differential whine and wear
Live rear axle diffs develop whine due to bearing wear, especially on launched/tuned examples.
Fix: Diff rebuild. Some convert to upgraded ratio or 9-inch.
6.0L L98 V8 (VZ SS / SS-V from 2006)
Engine
OHV cathedral-port V8 (Gen IV)
Engine code
Config
V8 NA
Displacement
5967cc
Power
270kW
Torque
510Nm
Drivetrain
RWD
0–100
~5.8s
Economy
13.7 L/100km combined
Tow (braked)
2100kg
Tow (unbraked)
750kg
Transmission
6MT (Tremec T56), 6AT (6L80E)
Timing chain / belt / gear
Chain-driven, inspect from 250,000km+
Pros
- Bigger displacement = more torque than LS1
- Carries through to VE — proven engine
- Same LS platform bulletproof reputation
- Easy 400+kW with bolt-ons
- T56 6-speed available — better than 4L60E
Cons
- Late-VZ availability only — rare in this gen
- Thirsty for the era
- Same 4L60E issues if auto-equipped
- Premium fuel
Known problems
high
4L60E transmission (if auto)
Same 4L60E pattern as LS1 — torque converter shudder, slipping, failure.
Fix: Mandatory fluid changes. Rebuild if needed.
low
Rear main seal weep
Standard LS platform rear main seal weep.
Fix: Reseal during clutch service.
medium
Diff bearing wear
Same diff issues as LS1 — bearing wear and whine.
Fix: Diff rebuild.
3.8L Ecotec LPG / 3.6L Alloytec LPG (dedicated)
Engine
Dedicated LPG variant of V6
Engine code
L36 LPG / LY7 LPG
Config
V6 NA
Displacement
3791cc / 3564cc
Power
140kW (Ecotec) / 165kW (Alloytec)
Torque
295Nm / 310Nm
Drivetrain
RWD
0–100
~10s
Economy
13.5 L/100km LPG
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
5MT (VY only), 4AT (4L60E)
Timing chain / belt / gear
Chain-driven, inspect from 250,000km+
Pros
- Cheap to run when LPG is available
- Dedicated LPG factory tune (not vapor aftermarket)
- Most were fleet/taxi — well maintained
- Bargain entry into a Commodore — often under $4k
Cons
- LPG infrastructure shrinking — limited regional NSW
- Lower power than petrol equivalents
- Tank takes boot space
- Many ex-taxi with high km and abuse history
Known problems
medium
LPG converter/regulator wear
Vapor LPG converter wears causing hesitation on gas.
Fix: Vaporiser rebuild. LPG specialist.
medium
Tank certification (10-year)
LPG tanks need 10-year recertification — many VY/VZ tanks are now expired.
Fix: Check stamp date. New tank required if expired.
medium
Ex-taxi abuse history
Many LPG Commodores were taxis — mechanical wear and tear though often well-serviced.
Fix: Pre-purchase inspection. Look for full service book and ABS/airbag light check.