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Top issues
14 known problems · 2 high
high
Rust - rear window surround, tailgate and tray
All engines
high
Plastic inlet manifold / valley gasket failure
3.8L Ecotec L36 V6 (VS)
medium
Differential whine and seal leaks
All engines
At this odometer
See which of this car's known problems are due at that mileage, which should already have been dealt with, and what's coming up.
Generations
Best and worst years for the Holden Ute →
Before: Holden WB utility (1980-1984) / Commodore-based ute returned with VG
After: Holden Ute VU (2000-2001) →
Price (AUD)
$4k-$25k
Body styles
Single Cab coupe utility (2-door)
Drivetrain
RWD
Origin
Australia
Built in
Australia
Overview
The Commodore-based ute returned with the VG in August 1990, sharing its running gear with the VN-VS Commodore sedans. It ran across four model codes - VG (1990-91), VP (1991-93), VR (1993-95) and VS (1995-2000) - in a single body style: the long, low coupe utility single cab. Trims spanned base, S and (from the VS Series III in mid-1998) an SS V8 model. Mechanically these are simple, RWD, live-rear-axle Aussie workhorses with huge parts availability and a vast aftermarket. The engine choice defines the car: the early Buick-derived 3.8 V6 (LN3/L27) is tough but agricultural and leak-prone; the VS Ecotec L36 3.8 V6 is the sweet spot for reliability and economy but is plagued by plastic inlet-manifold/valley gaskets that crack and mix coolant; and the 5.0L 304 'Iron Lion' V8 is a torquey, much-loved engine that leaks oil and is now sought-after (especially genuine SS utes). All used GM 4-speed autos or Borg-Warner/T-5 manuals. Rust in the rear of the tray, around the rear window and tailgate, plus tired suspension and diffs are the main age-related concerns. A clean, dry-state VS V6 is a cheap, easy-to-own classic; a genuine V8 SS is a collectible.
Engines & variants
3.8L V6 (Buick-derived, VG-VR)
Engine
3.8L OHV pushrod V6, multi-point EFI (GM/Buick-derived, locally built)
Engine code
LN3 / L27
Config
V6 NA
Displacement
3791cc
Power
125-130kW @ 4800rpm
Torque
292-300Nm @ 3600rpm
Drivetrain
RWD
0–100
~9.5s
Economy
11-13 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
5MT (Borg-Warner T-5), 4AT (GM 4L60)
Timing chain / belt / gear
Timing chain (gear-driven distributor) - robust, inspect chain/tensioner from 200,000km+
Pros
- Simple OHV pushrod design, cheap and easy to work on
- Huge parts availability and aftermarket support
- Tough bottom end - 300,000km+ with basic care
- Cheapest way into a Commodore ute
- RWD and a separate tray - genuine work/lifestyle ute
Cons
- Agricultural, coarse and not especially economical
- Prone to oil and coolant leaks as it ages
- Early LN3 less refined than the later Ecotec
- Modest tow rating
- All examples now very old and high km
Known problems
medium
Oil leaks (rocker covers, rear main, front seal)
These V6s seep oil from rocker/valve covers, the front timing cover and the rear main seal with age. Rear main seal in particular is a gearbox-out job.
Fix: Replace rocker cover gaskets and front seal as a service item; rear main seal requires the gearbox out so often left unless severe.
medium
Coolant loss / overheating
Aged cooling systems, weeping water pumps, tired radiators and the plastic inlet componentry can cause coolant loss and overheating, risking head/gasket damage if ignored.
Fix: Refresh radiator, water pump, thermostat and hoses; pressure-test cooling system pre-purchase.
medium
Worn camshaft / lifter noise (high km)
At very high km the flat-tappet cam and lifters can wear, causing top-end noise, rough running and lost power. Often the trigger for an engine swap given cheap secondhand units.
Fix: Cam and lifter replacement, or fit a good secondhand/reconditioned engine - often the cheaper path on these.
3.8L Ecotec L36 V6 (VS)
Engine
3.8L Ecotec OHV pushrod V6, multi-point EFI (revised heads, intake and management)
Engine code
Config
V6 NA
Displacement
3791cc
Power
147kW @ 5200rpm
Torque
304Nm @ 3600rpm
Drivetrain
RWD
0–100
~8.8s
Economy
10-12 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
5MT (Getrag/Borg-Warner), 4AT (GM 4L60-E)
Timing chain / belt / gear
Timing chain - robust, inspect chain/tensioner from 200,000km+
Pros
- Best all-round VG-VS ute engine - smoother and stronger than the early V6
- 147kW gives genuinely brisk performance for the era
- Better economy and refinement than the Buick-era V6
- Massive parts and aftermarket support, cheap to run
- Reliable bottom end if the valley/inlet gaskets are maintained
Cons
- Plastic inlet-manifold and valley gaskets are a known weak point
- Coolant-into-oil from failed gaskets can wreck a neglected engine
- Auto (4L60-E) can overheat and fail if not cooled/serviced
- Supercharged L67 was NOT offered in the ute (Calais/Statesman only)
- All examples now 25+ years old
Known problems
high
Plastic inlet manifold / valley gasket failure
The Ecotec's factory plastic lower-intake/valley gaskets crack and break down with heat and age, allowing coolant and oil to mix or coolant loss with no obvious external leak. Left unchecked it can destroy the engine. This is the defining VS V6 issue.
Fix: Replace with upgraded metal-framed valley/inlet gaskets (Mace etc.); do it proactively as preventive maintenance.
medium
Automatic transmission overheating (4L60-E)
VS II autos can overheat and damage the transmission around 100,000km; Holden released a retrofit oil-cooler kit to address it.
Fix: Fit/verify a transmission oil cooler, change ATF on schedule, rebuild if slipping.
medium
Coolant loss / cracked plastic intake fittings
Plastic intake fittings, thermostat housing and the inlet area crack with age causing coolant loss and overheating risk.
Fix: Replace cracked plastic components, refresh cooling system, upgrade to metal where available.
5.0L V8 304 'Iron Lion'
Engine
5.0L (4987cc) Holden OHV pushrod V8, multi-point EFI - 'Iron Lion'
Engine code
304 (5000i
Config
V8 NA
Displacement
4987cc
Power
165-168kW @ 4400rpm
Torque
385-400Nm @ 3200rpm
Drivetrain
RWD
0–100
~7.5s
Economy
14-18 L/100km real world
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
5MT (Borg-Warner T-5), 4AT (GM 4L60 / 4L60-E)
Timing chain / belt / gear
Timing chain - inspect chain/tensioner and double-roller upgrades from 200,000km+
Pros
- Torquey, characterful Aussie V8 with a great soundtrack
- Strong performance - the quick ute of the range
- Simple pushrod design, huge aftermarket and engine-building support
- Genuine VS Series III SS utes are now collectible and appreciating
- Tough internals - 300,000km+ when looked after
Cons
- Thirsty - 14-18 L/100km the reality, more when worked
- Notorious oil leaker (rear main rope seal, sump, covers)
- VG/early V8 utes are rare; genuine V8 SS commands a big premium
- Higher running and insurance costs than the V6
- Many have been modified/thrashed - history matters
Known problems
medium
Rear main seal and general oil leaks
The 304 is a known oil leaker - rear main (rope) seal, sump gasket, front timing cover and rocker covers all weep with age. The rear main is a gearbox-out job and the rope seal is the hardest to do properly.
Fix: Replace covers/sump gaskets as service items; do the rear main seal (ideally a modern lip-seal conversion) when the gearbox is out.
low
Fuel thirst / running cost
Not a fault but 14-18 L/100km (worse when towing or driven hard) is the reality of an EFI 5.0 V8 in a RWD ute.
Fix: Accept the fuel bill, keep tune/oxygen sensors healthy; some owners fit LPG.
medium
Tired/modified examples and thrashed history
Many V8 utes have been modified, raced or thrashed; worn cams, leaking seals, abused autos and dodgy repairs are common.
Fix: Buy on history and condition, not badge; compression/leak-down test and inspect for genuine SS status.