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Holden
Ute
VE / VF·
2007-2017
ute
Value
Price (AUD)
$10k-$60k
Body styles
2-door utility (coupe-utility / car-based ute)
Drivetrain
Rear-wheel drive (RWD)
Origin
Australia
Built in
Australia (Elizabeth, South Australia)
Overview
The VE (2007-2013) and facelifted VF (2013-2017) Ute was the last of the locally-built Holden 'one-tonner-style' coupe-utilities, built on the Australian-designed Zeta rear-drive platform and sold as Omega/Ute, SV6, SS and SS-V (plus Storm/Thunder/Magnum/Redline specials). It is a car-based ute - independent rear suspension, sedan refinement, a modest 1600kg braked tow rating - bought as much for fun and as a V8 cult car as for work. Engine choice defines the buy: the early Alloytec 3.6 V6 (and to a lesser extent the later SIDI V6) is notorious for timing-chain stretch, while the Gen IV/LS V8s (6.0 L98/L76/L77 and the VF II 6.2 LS3) are strong but share the family LS hydraulic-lifter/AFM lifter-collapse risk and cold piston slap. A dedicated-LPG 3.6 V6 was also offered. Huge parts and aftermarket support, cheap to run for a V6, but the V8s are thirsty and timing-chain V6s need their service history scrutinised. The final VF II V8s (2016) were also caught by a faulty inlet rocker-arm batch recall.
Engines & variants
3.6L Alloytec V6 (LE0 / LY7)
Engine
3.6L Alloytec port-injected DOHC 24v V6 (GM High Feature)
Config
V6 NA
Displacement
3564cc
Power
180kW @ 6000rpm (LE0) / 195kW @ 6500rpm (LY7 High Output)
Torque
330Nm @ 2600rpm (LE0) / 340Nm @ 2600rpm (LY7)
Drivetrain
Rear-wheel drive (RWD)
Economy
10.6-12.5 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6MT, 4AT, 5AT
Timing chain / belt / gear
Chain-driven (dual cam chains)
Pros
- Cheapest VE Ute to buy and run
- Australian-built engine with enormous parts support
- High Output (SV6) version is genuinely brisk
- RWD chassis is fun and refined for a ute
Cons
- Timing-chain stretch is the defining Alloytec fault
- Heavier on fuel than rivals' four-cylinders
- Modest 1600kg tow rating limits work/touring use
- Service history is critical - poorly-serviced engines fail chains early
Known problems
high
Timing chain stretch
The Alloytec V6 is notorious for stretched timing chains - a cold-start rattle, rough idle and check-engine/cam-correlation (P0008/P0017-type) codes. GM used an under-spec chain on many early VE V6s; stretch is accelerated by missed oil changes and long oil-change intervals.
Fix: Full timing chain kit (chains, guides, tensioners) and inspect the oil pump; use correct-spec oil and shorter service intervals. An ECU reflash can buy time on borderline cases but is not a cure.
medium
Excessive oil consumption / sludge from neglect
Skipped or extended oil changes cause sludge, accelerated chain/guide wear and oil consumption on the HFV6.
Fix: Strict oil-change regime with the correct grade; check oil level regularly; verify service records before purchase.
low
Power steering / cooling ancillaries
Age-related power steering pump/hose weeps, radiator and water-pump wear typical of the platform.
Fix: Replace as they fail; refresh cooling system on high-km cars.
3.6L SIDI V6 (LFX)
Engine
3.6L SIDI direct-injection DOHC 24v V6 (GM High Feature)
Config
V6 NA
Displacement
3564cc
Power
210kW @ 6400rpm
Torque
350Nm @ 2900rpm
Drivetrain
Rear-wheel drive (RWD)
Economy
9.0-11.5 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT
Timing chain / belt / gear
Chain-driven (dual cam chains)
Pros
- Direct injection lifts power to 210kW and improves economy over the Alloytec
- Six-speed auto/manual is a big step up from the early 4AT
- Strong, smooth and cheap to maintain
- Best all-round value VE/VF Ute engine
Cons
- Still a chain-driven HFV6 - timing-chain stretch is reduced but not eliminated
- Direct injection can cause intake-valve carbon build-up over time
- Thirstier than a modern turbo-four
- 1600kg tow rating unchanged
Known problems
medium
Timing chain stretch (reduced vs Alloytec)
GM revised the chains for the SIDI engines and most are far better than the early Alloytec, but stretch still appears at higher km, especially on poorly-serviced cars - cold rattle and cam-correlation codes.
Fix: Timing chain kit with guides and tensioners; correct-spec oil and disciplined service intervals.
low
Intake-valve carbon build-up (direct injection)
As with most DI engines, carbon can accumulate on the intake valves over time, causing rough idle or misfire codes.
Fix: Walnut-blast/intake clean as needed; quality fuel helps.
low
Cam phaser / VVT solenoid faults
VVT cam phasers and oil-control solenoids can play up at higher km, often related to oil condition.
Fix: Replace solenoid/phaser; maintain clean oil.
3.6L LPG V6 (LWR, dedicated gas)
Engine
3.6L dedicated liquid-phase LPG injection DOHC 24v V6 (factory LPG, ~12.2:1 compression)
Config
V6 NA
Displacement
3564cc
Power
180kW @ 6000rpm
Torque
320Nm @ 2000rpm
Drivetrain
Rear-wheel drive (RWD)
Economy
12.3-13.5 L/100km combined (LPG)
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6AT
Timing chain / belt / gear
Chain-driven (dual cam chains)
Pros
- Factory-engineered liquid-injection LPG - far better than aftermarket conversions
- Cheap per-km running cost on LPG
- Purpose-built high-compression engine, not a retrofit
- Popular with fleets and tradies for fuel savings
Cons
- Shrinking LPG refuelling network in Australia
- Reduced boot/tray packaging and range considerations
- Discontinued with VF II (2015) - support narrows over time
- Same chain-driven HFV6 architecture
Known problems
medium
Timing chain stretch (HFV6 family)
Shares the High Feature V6 chain architecture; stretch can appear at higher km with cold rattle and timing-correlation codes.
Fix: Timing chain kit; correct oil and service discipline.
low
LPG system service items
LPG injectors, filters and lock-off/regulator components need periodic service; gas system requires a roadworthy/compliance check.
Fix: Service LPG system per schedule; verify cylinder certification (10-year LPG tank re-test in Australia).
6.0L V8 (L98 / L76 / L77)
Engine
6.0L Gen IV pushrod OHV 16v V8 (GM small-block LS family)
Config
V8 NA (OHV)
Displacement
5967cc
Power
260kW (AFM auto) - 270kW @ 5700rpm (manual)
Torque
517Nm (auto) - 530Nm @ 4400rpm (manual)
Drivetrain
Rear-wheel drive (RWD)
Economy
12.5-16 L/100km combined (worse loaded/driven hard)
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT
Timing chain / belt / gear
Chain-driven (single cam chain - robust)
Pros
- Big, torquey, characterful Aussie V8 - the heart of the SS/SS-V cult following
- Robust LS pushrod architecture with a single, durable timing chain
- Massive aftermarket and tuning support, easy big-power gains
- Strong resale and enthusiast demand
Cons
- Thirsty, especially the manual (no AFM) and when driven hard
- AFM (L76/L77 auto) models risk a collapsed lifter wiping the cam
- Cold-start piston slap is common (usually cosmetic, but check it warms out)
- 1600kg tow rating despite the grunt
Known problems
high
AFM hydraulic lifter collapse (L76/L77 auto)
Active Fuel Management (cylinder deactivation) on the auto L76/L77 can cause an AFM lifter to collapse, which ticks/knocks and can bend a pushrod or score the camshaft if ignored - a costly top-end repair.
Fix: Replace lifters (and cam if damaged), commonly deleting AFM with a non-AFM cam/lifter set and tune; keep oil fresh and at level. Manual (non-AFM) L98/L77 engines are not affected.
low
Cold-start piston slap
Short-skirt pistons in the alloy block 'rock' when cold, giving an audible slap/rattle for the first minute that quietens as the engine warms - common and generally not terminal on LS engines. Holden even tuned ignition timing to mask it.
Fix: Avoid revving when cold; confirm noise disappears once warm. Persistent hot knock is a different (lifter/bearing) problem.
low
Rear main / cam seal and oil weeps
Age-related rear main seal, cam plate and rocker-cover oil weeps are common on high-km LS engines.
Fix: Reseal as needed; not usually urgent unless oil loss is significant.
6.2L LS3 V8
Engine
6.2L Gen IV pushrod OHV 16v V8 (Corvette-derived LS3, no AFM)
Config
V8 NA (OHV)
Displacement
6162cc
Power
304kW @ 6000rpm
Torque
570Nm @ 4400rpm
Drivetrain
Rear-wheel drive (RWD)
Economy
13-17 L/100km combined (worse driven hard)
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT
Timing chain / belt / gear
Chain-driven (single cam chain - robust)
Pros
- Corvette-sourced 304kW/570Nm LS3 - the most powerful and most desirable VF II ute engine
- No AFM/cylinder deactivation, so avoids the AFM lifter-collapse trap
- Strong, simple LS architecture with huge tuning headroom
- Last-of-line VF II collectability and strong resale
Cons
- Very thirsty, especially driven hard
- Final 2016 build caught by a faulty inlet rocker-arm batch recall
- Still shares LS hydraulic-lifter wear risk at high km
- Premium pricing for clean low-km examples
Known problems
high
Faulty inlet rocker-arm batch (final 2016 VF II)
Around the last ~2000 V8 Commodores built in 2016 had a faulty batch of inlet rocker arms from a new supplier, causing engine noise and in some cases failure. Holden rectified affected vehicles.
Fix: Confirm the rocker-arm rectification/recall was completed on late-2016 build cars; have any engine noise investigated by a Holden/LS specialist before purchase.
medium
Hydraulic lifter wear / tick
Like all LS engines, the LS3 can develop hydraulic-lifter tick at higher km; a knocking on one cylinder at idle is the usual first sign.
Fix: Lifter replacement (and cam inspection); maintain fresh oil at correct level.
low
Cold-start piston slap / oil weeps
Cold piston slap (warms out) and age-related rear main/cam-plate oil weeps are typical LS traits.
Fix: Monitor; reseal weeps as required. Confirm noise clears once warm.
Common problems (all variants)
high
Timing-chain stretch across all V6s
All VE/VF Ute V6s (Alloytec and SIDI) are part of GM's High Feature V6 family and share the timing-chain stretch problem - worst on early Alloytec engines, reduced but not eliminated on SIDI. Cold-start rattle and cam-correlation codes are the warning signs.
Fix: Full timing chain kit (chains, guides, tensioners), correct-spec oil and disciplined short service intervals. Inspect service history closely before buying any V6.
medium
Front suspension / steering wear and clunks
The Zeta platform develops worn front control-arm bushes, ball joints, sway-bar links and steering-rack/tie-rod wear, giving clunks, vague steering and tyre wear - very common on higher-km utes.
Fix: Replace bushes, ball joints and links; wheel alignment. Budget a front-end refresh on high-km examples.
low
Interior trim, rattles and electrical niggles
Owners report ignition barrel faults, power-window switches/brackets, glovebox and tailgate fit, handbrake/trim rattles and minor electrical gremlins - typical of the locally-built VE/VF.
Fix: Replace failed switches/components; many are cheap, well-supported parts.
low
Heavy rear tyre and brake wear
A light rear end with a powerful V8 (and enthusiastic driving) chews rear tyres and brakes; V8 utes in particular go through rubber.
Fix: Quality tyres/pads; check for uneven wear pointing at alignment or suspension issues.
low
Diff and tailshaft wear (V8 / driven hard)
IRS diff bushes, the diff itself and tailshaft couplings can wear, especially on hard-driven or burnout-prone V8 utes - clunks and vibration are the signs.
Fix: Replace diff bushes/couplings; recondition or upgrade the diff on heavily-used cars.