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Holden
Ute
VU / VY / VZ (incl. Crewman, One Tonner)·
2000-2007
ute
Value
Price (AUD)
$5k-$30k (SS V8 and clean Crewman/Cross examples at the top)
Body styles
Single Cab (coupe utility / styleside), Cab Chassis (One Tonner), Dual Cab (Crewman crew cab, from 2003)
Drivetrain
RWD, AWD (Crewman Cross 6 / Cross 8, 2004-2006)
Origin
Australia
Built in
Australia
Overview
The VU (2000-2002) launched the modern Commodore ute on the long-wheelbase platform; the VY (2002-2004) refreshed the styling and electrics; the VZ (2004-2007) brought the all-new Alloytec V6 and, late in the run, the 6.0L Gen IV V8. The body line-up grew from the single-cab ute to the One Tonner cab-chassis and the Crewman dual-cab from 2003, plus the AWD Crewman Cross 6/Cross 8 (2004-2006). Engine choice drives everything here. The old pushrod Ecotec 3.8 V6 (VU/VY) is simple and cheap but suffers the well-known plastic intake-manifold gasket failure. The Gen III 5.7 LS1 V8 is the hero engine - strong and tuneable - but early (pre-VY II) blocks are known for cold-start piston slap. The VZ's Alloytec 3.6 V6 is more powerful and modern but carries a poor reputation for early timing-chain stretch, oil consumption and an undersized PCV system. The brief VZ 6.0 L98 V8 is the pick of the petrols. These are car-based utes, not 4WDs (the Cross AWD aside), so tow ratings are modest - typically 1600kg, up to 2100kg (V6 auto Crewman/One Tonner) and 2500kg (V8 auto Crewman/One Tonner). Rust, tired suspension and ageing electrics are now the main condition concerns.
Engines & variants
3.8L Ecotec V6 (L36)
Engine
Ecotec 3.8L OHV pushrod V6 (VU/VY only)
Config
V6 NA
Displacement
3791cc
Power
152kW @ 5200rpm
Torque
305Nm @ 3600rpm
Drivetrain
RWD
0–100
~9.0s
Economy
11-13 L/100km combined
Tow (braked)
1600kg (2100kg V6 auto Crewman/One Tonner)
Tow (unbraked)
750kg
Transmission
5MT, 4AT
Timing chain / belt / gear
Gear-driven (no belt/chain) - very robust bottom-end timing
Pros
- Simple, cheap, mechanically tough pushrod six
- Cheapest VU/VY ute to buy and run
- Huge parts availability and easy DIY
- Gear-driven timing - nothing to snap
Cons
- Plastic lower intake-manifold gaskets are a known failure point
- Modest power and tow rating for the size
- Less desirable than the V8 - lower resale
- Coarse and thirsty for its output by modern standards
Known problems
high
Lower intake-manifold (LIM) gasket failure
The factory plastic lower intake-manifold gaskets warp and crack with heat and age, allowing coolant and oil to mix. Symptoms: unexplained coolant loss, milky oil, overheating, rough running. Left unchecked it can lead to engine damage.
Fix: Replace with upgraded steel/metal-reinforced gasket kit (Mace, Havoc and similar). Address at first sign of coolant loss; flush cooling system.
medium
Coolant elbows / plastic fittings cracking
Plastic coolant elbows and fittings on the Ecotec become brittle and crack with age, causing coolant leaks and overheating.
Fix: Replace brittle plastic elbows with metal aftermarket items; refresh hoses at the same time.
low
Worn engine and gearbox mounts / oil leaks
At age and mileage these engines weep from rocker covers and develop tired mounts causing vibration.
Fix: Reseal rocker covers; replace engine/trans mounts. Straightforward DIY.
5.7L Gen III V8 (LS1)
Engine
5.7L OHV alloy V8 (SS / S V8 and Crewman/One Tonner V8)
Config
V8 NA
Displacement
5665cc
Power
225-235kW (250kW in some late VZ tunes)
Torque
460-470Nm
Drivetrain
RWD (AWD on Crewman Cross 8)
0–100
~6.5s
Economy
14-16 L/100km combined (18+ city)
Tow (braked)
1600kg (2500kg V8 auto Crewman/One Tonner)
Tow (unbraked)
750kg
Transmission
6MT, 4AT
Timing chain / belt / gear
Chain-driven (single short timing chain) - robust
Pros
- Strong, characterful and hugely tuneable alloy V8
- Robust chain-driven timing and bottom end
- Massive aftermarket and parts support
- The hero engine - best driving experience and best resale
- Available in the AWD Crewman Cross 8
Cons
- Early (pre-VY II) blocks known for cold-start piston slap
- Thirsty - 14-16+ L/100km
- Lifter tick is common with age
- SS/V8 examples often modified or hard-driven - check history
Known problems
medium
Cold-start piston slap (early blocks)
Early Gen III LS1 blocks (notably pre-VY Series II, roughly before mid-2003) suffer piston-to-bore clearance noise - a diesel-like rattle on cold start that quiets as it warms. Holden added a 'piston slap' ignition table to mask it. Usually cosmetic/noise, but pronounced cases indicate bore/piston wear.
Fix: Verify it disappears when warm and that oil consumption is acceptable. Later (revised piston) blocks are largely free of it. Severe cases need a short-motor rebuild.
medium
Oil consumption / lifter tick
Valve-stem seals and rings wear at higher km causing oil use and exhaust haze; hydraulic lifters can tick, especially on neglected oil-change intervals.
Fix: Keep to fresh oil; replace valve seals if smoking; lifter/cam replacement if persistent tick. Check oil level habitually.
medium
Modified / abused engine risk
V8 utes attract performance mods and hard use - dodgy tunes, worn clutches and tired diffs are common on SS examples.
Fix: Pre-purchase inspection, scan for tune, check service history and clutch/diff condition; favour stock, documented cars.
3.6L Alloytec V6 (LY7)
Engine
Alloytec 3.6L DOHC quad-cam V6 (VZ only)
Config
V6 NA
Displacement
3564cc
Power
175kW @ 6000rpm
Torque
320-340Nm @ 2800rpm
Drivetrain
RWD (AWD on Crewman Cross 6)
0–100
~8.5s
Economy
11-13 L/100km combined
Tow (braked)
1600kg (2100kg V6 auto Crewman/One Tonner)
Tow (unbraked)
750kg
Transmission
5MT, 6MT, 4AT, 5AT
Timing chain / belt / gear
Chain-driven (multiple chains) - early chains prone to stretch
Pros
- Much more power and a modern DOHC feel than the old Ecotec
- Smoother and quieter than the pushrod six
- Available with the AWD Crewman Cross 6
- Plentiful and affordable used
Cons
- Early timing chains prone to stretch (rattle on start, chain-related faults)
- Undersized factory PCV can drive oil consumption / sludging
- Complex quad-cam design - dearer to repair than the Ecotec
- Very sensitive to oil quality and on-time servicing
Known problems
high
Timing-chain stretch (early VZ)
Some early Alloytec timing chains were not made to spec and elongate, sometimes very early in life. Symptoms: chain rattle on start-up, timing-related fault codes, rough running. Holden introduced a revised 7.7mm inverted-tooth chain in January 2006.
Fix: Replace stretched chains, guides and tensioners with updated parts; verify the engine has had the later chain or has documented replacement.
medium
Oil consumption / PCV sludging
An undersized factory crankcase-ventilation (PCV) system and poor servicing lead to oil consumption (some examples reported around 1L per 1000km) and sludge build-up.
Fix: Use correct spec oil and shorter intervals; clean/upgrade PCV; check oil level frequently. Avoid examples with poor service history.
low
Rear-of-block / coolant weeps
Alloytec engines can develop coolant weeps (including from the rear of the block area) and perished hose/gasket leaks with age.
Fix: Pressure-test cooling system; reseal/replace affected gaskets and hoses.
6.0L Gen IV V8 (L98)
Engine
6.0L OHV alloy V8 with Active Fuel Management hardware (late VZ SS)
Config
V8 NA
Displacement
5967cc
Power
260kW @ 5600rpm
Torque
510Nm @ 4400rpm
Drivetrain
RWD
0–100
~6.0s
Economy
14-16 L/100km combined (18+ city)
Tow (braked)
1600kg (2500kg V8 auto Crewman/One Tonner)
Tow (unbraked)
750kg
Transmission
6MT, 4AT
Timing chain / belt / gear
Chain-driven (single short timing chain) - robust
Pros
- The pick of the petrols - strong, torquey and refined
- Larger, later-design block free of the early LS1 piston-slap reputation
- Excellent tuning potential and aftermarket support
- Best-performing and most sought-after VZ ute
Cons
- Thirsty big V8
- Only available very late in the VZ run - fewer examples
- Premium pricing for clean cars
- Often modified - check history
Known problems
medium
Lifter tick / valvetrain wear
Like other Gen IV V8s, hydraulic lifters can tick at higher km, particularly with extended oil intervals; AFM-era hardware adds complexity over the LS1.
Fix: Maintain oil quality/intervals; replace lifters and inspect cam lobes if persistent.
low
Oil consumption at higher km
Valve-stem seals and rings can allow some oil use at high mileage causing light exhaust haze.
Fix: Replace valve seals if smoking; monitor oil level; compression/leak-down test pre-purchase.
Common problems (all variants)
medium
Rust - rear window/cab seam, tailgate and chassis (coastal)
These utes rust around the rear cab/window seam, lower doors, tray/tub edges and tailgate, and on chassis/body mounts on coastal or hard-worked examples. Now 18-25+ years old, rust is a primary buying concern.
Fix: Thorough pre-purchase rust inspection (cab seam, floors, mounts); favour dry-state, garaged cars and treat cavities preventively.
low
Front-end wear - ball joints, tie rods, control-arm bushes
The IRS/front suspension develops worn ball joints, tie-rod ends and control-arm bushes giving vague steering, clunks and uneven tyre wear.
Fix: Replace worn front-end components and do a four-wheel alignment; common, inexpensive maintenance.
low
Rear leaf-spring / tray sag and IRS wear
Leaf-sprung One Tonner/cab-chassis rears sag under sustained load; the independent rear (ute/Crewman) wears bushes and trailing-arm components with km and load.
Fix: Upgraded leaf packs or airbag helpers for cab-chassis; refresh IRS bushes and subframe mounts on the car-based utes.
low
Ageing electrics - BCM, window regulators, dash
Body control module quirks, failing window regulators, central-locking actuators and dash/cluster gremlins are common with age across VU/VY/VZ.
Fix: Replace failed regulators/actuators; diagnose BCM faults with a Holden-capable scan tool.
medium
Automatic transmission wear (4L60-E / 5L40)
The 4-speed auto behind the V6/V8 can wear at high km (harsh or slipping shifts), especially if towing or never serviced; fluid is often neglected.
Fix: Service the transmission (fluid/filter) on schedule; rebuild if slipping. Check shift quality and fluid condition on inspection.