Service Department

A “HOLDEN” Product.

BRISBANE SYDNEY MELBOURNE ADELAIDE PERTH

For the latest and/or any missing Techline bulletins,

please refer to Holden Lionheart

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

HINT: PREVENTING FRONT SEAT SIDE

OUTER COVERS CRACKING

(GROUP 1)

Excessive loading of the front seat side outer

covers by the seat cushion may cause the seat

side outer covers to crack.

In the event that a seat side outer cover is

cracked, ensure to check that the seat frame

protector strips are in place to prevent the seat

frame from damaging the seat cushion foam. If

the seat frame has damaged the foam, the seat

cushion wings may compress on to the top of the

seat side outer covers when the driver/passenger

sits in the vehicle causing the seat side covers to

crack.

PRODUCTION RECTIFICATIO N

The seat cushions were revised to include a thick

dark grey felt protecting strip, protecting the foam

from the frame, introduced as containment action

from L317553, build date 23/03/98. The final

solution comprises of the seat cushion frame

having a rolled flange at the top edge, introduced

fr om L349096, build date 24/06/98.

ISOVIN: Build Date:

6H8VTK35HWL31755

323/03/98

SEAT FRAME PROTECTOR CHECK:

[ONLY for vehicles before L317553]

When replacing the front seat side outer covers,

check that the black plastic seat frame protector

strip is properly retained and in it’s correct

position, as indicated in Figure 1. This can be

done by visually inspecting as f ollows:

1. Raise the seat fully, move the seat rearward.

2. Kneeling next to the vehicle, and using a

torch, pull back the foam and look up towards

the top of the seat cushion frame to observe

the position of the black plastic seat frame

protector st r ip.

Alternatively once you know what to look for a

physical check can be performed by sliding your

hand slowly up the side of the seat, between the

seat cushion and the seat r ail. You should be able

to feel the plastic seat frame protector strip if in

place.

FIGURE 1

If the seat frame protector strips aren’t located in

their correct positions, the strips need to be re-

adhered to the seat frame to avoid continuing

cushion damage.

1. Remove the affected seat from the vehicle

then remove the front seat cushion pad and

cover assembly as per the VT Series Service

Manual, Volume 1, Section 1A.

2. Both f rame protector s should be rem oved and

the frame edges wiped clean. Once clean,

apply a product similar to Loctite 7025

Activator to the edges of the f rame.

3. Using Loctite 480 or similar, re-adhere the

protector strip to the frame, ensuring the

adhesive is applied along the length of the

protector strip. Position protector strips on

seat f r am e edge as indicated in Figure 1.

4. Where necessary, replace the cushion pad

and cover assembly and re-assemble the

seat and refit to the vehicle.

WARRANTY CLAIM INFORMATION

Use existing information in the Labour Time

Manual.

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

VIBRATION OR RUMBLE FROM V8 A/C

COMPRESSOR – BRACE

VT V8

(GROUP 2)

PROBLEM DESCRI PTION

Some vehicles may exhibit a rumble or vibration

when the V8 air conditioning compressor is

operating in t he idle to 1500 rpm range.

PRODUCTION RECTIF ICATION

A brace was added to the compressor mounting

bracket to add rigidity to reduce noise and

vibration transfer through the vehicle. The brace

was introduced into production from L404040,

build date 20/11/98.

ISOVIN: Build Date:

6H8VTK69NXL404040 20/11/98

SERVICE RECTIFICATION

On those vehicles where the owner complains of

of a vibration or rumble in the rev range of idle to

1500 rpm, fit brace part number 92078943 from

the compressor to the engine mount as indicated

in the f igure below.

To fit the brace, remove the top rear compressor

mounting bolt and engine bracket to engine block

bolt, as indicated in Figure 1. Fit brace and

retorque bolts.

Once f itted, run t he engine bet ween idle and 1500

rpm with the air conditioning on and check that

the noise / vibration is elim inat ed.

If the noise or vibration is still noticeable, further

investigation will be required.

PARTS INFORMATION

Part No.: Description: Qty:

92078943 Brace – A/C Compr essor 1

WARRANTY CLAIM INFORMATION:

Description Install V8 Compressor Brace

Labour Op. No. D000203

Time 0.5 hr

Failure Code 36

FIGURE 1

REVISED ALTERNATOR B+ NUT,

STARTER MOTOR NUT

VS, VT

(GROUP 12)

A new NUT with improved electrical conductivity

and retentive properties will shortly be introduced

into production.

Whenever servicing the Alternator or Starter

Motor on a VS or VT vehicle, dealers are advised

to fit the new Nut.

Note: T he t orque specification has changed to

6-10 Nm.

PARTS INFORMATION

Part Number Description Qty

92083348 Nut 1

Alternator B+ NUT

Starter motor NUT

Battery

Harness

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

HINT: DIAGNOSING ABS WHEEL SPEED

SENSOR DTC’S 21, 23, 25, 27.

(GROUP 5)

Analysis of warranty data and detailed

investigation of returned hub assemblies has

indicated that dealerships are not performing the

necessary ABS functional checks and wheel

speed sensor lead service procedures prior to

replacing hub assem blies.

Many hub assemblies returned to REPAC could

not be faulted. Further investigation has

determined that in many cases, the problem has

been identified as a poor connection between the

front wheel speed sensor lead and the hub

assembly and/or the ABS module and lead

connection.

Prior to replacing any components, technicians

should:

• Check all connections between the ABS

module and wheel speed sensors.

• Remove leads from the sensor and clean the

wheel speed sensor and lead terminals.

• Ensure there is a positive retention of the lead

onto the sensor. It may be necessary to

spread the terminals to ensure a positive

connection.

• Al w ays check and replace if necessary, the

speed sensor lead o-rings if the speed

sensor leads are removed for any reason,

P/N 92140314. Ensure all parts are clean

before reinstalling.

For further diagnosis procedures, refer to the

service procedures described in VT Series

Service Manual Volume 7, Section 12L, page

12L-44 and perform the ABS f unctional check s on

page 12L-58.

KNOCK NOISE FROM EXHAUST ON COLD

START

JR & JS, 4 Cyl. Engine

(GROUP 8)

PROBLEM DESCRI PTION

Customers complain of a metallic knocking noise

after engine is started from cold. Noise can be

misdiagnosed as being an engine internal or drive

belt related noise.

Actual noise cause is a rattle noise from internal

baffles in the intermediate silencer, which stops

when the exhaust system reaches operating

temperature.

PRODUCTION RECTIFICATIO N

The silencer has been revised internally from late

1998. Silencers are identified by date code of

98/09 or later (98/09 = Sept., 1998), - stamped

on the identification/part number plate on the

lower, outside surface of the silencer.

SERVICE RECTIFICATION

Fit a new Silencer – Intermediate & Centre Pipe.

Order the new part from HSPO - all current parts

at HSPO are of the latest specification.

PARTS INFORMATION

Part No.: Description: Qty

Req’d:

90500030 Silencer – Inter m ediate &

Centre Pipe 1

WARRANTY CLAIM INFORMATION:

Use existing inf or m ation in Labour Time Manual

Update

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

BRAKE SHUDDER – RECOMMENDED

SERVICE PROCEDURES FOR DISC

MACHINING & INSTALLATION

(GROUP 5)

1. UNDERSTANDING BRAKE SHUDDER &

IT’S CAUSES

1a. Symptoms

Typically, shudder occurs under light/medium

braking from vehicle speeds of around 70 - 100

km/h.

The symptom of front brake shudder is a

pulsation felt in the brake pedal which is usually

accompanied by an oscillation of the steering

wheel.

The symptom of rear brake shudder is pedal

pulsation as well as a vibration that is felt through

the seat.

1b. Diagnosis

When a vibration/shudder condition is reported, a

road test should be done to confirm that the

condition is actually brake shudder. Brakes

should be tested while driving on a dry, clean and

reasonably smooth road surface. Perf or m at least

two, light/medium braking applications from 80 –

100 km/h down to 40 km/h whilst observing for

shudder symptoms.

1c. Cause of Brake Shudder

Brake shudder primarily occurs as a result of

variation in the thickness of the brake disc. This

in turn causes variations in brake surface

pressure as the varying thickness disc passes

between the pads during br aking.

The variation in thickness of the disc can be

measured with a micrometer as shown in Fig 1.

NOTE. A disc that varies in thickness by more

than .015mm (15 micron) will cause brake

shudder.

New discs develop Disc Thickness Variation

(DTV) as a r esult of excessive lateral runout in the

disc combined with caliper drag during non-

braking running time. On each revolution of the

disc a portion of the disc comes into contact with

the pad. Eventually the disc wears at the point of

contact thus cr eat ing thickness variation.

FIGURE 1 Measuri ng Disc Thickness Variati on

[DTV = Maximum thickness – Minimum thickness]

What is Assembled “Lateral Runout”

The term “lateral” literally means “sideways”.

Assembled lateral runout is measured with a dial

indicator whilst rotat ing the disc on the vehicle.

FIGURE 2. Measuring disc lateral runout

This Service Techline item further enhances ADL

88/98 on the same subject. Please note additions

to ADL 88/98 are in italic text. The dial indicator

mounting plate dimensions have also been

revised (Figure10) .

Update

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

Apart from accident damage, excessive

assembled lateral runout of discs may result from

one or more of the following:

1. Disc not machined to specification

Defective machining may result in lateral runout

and/or DTV above specification.

2. “Tolerance Stackup”

This term is best described by the following

example.

A front hub/bearing unit may show a runout of

0.030 mm near the outer edge of the mounting

face. The brake disc itself may have lateral

runout of 0.030 mm near its outer diameter.

These runouts taken separately are within

allowable tolerances. However, if the disc is

placed on the hub so that the high point on the

disc is aligned with the high point on the hub then

the combined result is an excessive lateral runout

(at the disc outer diameter) of about 0.090 mm.

To minimise the effect of “tolerance stackup” refer

to the Disc & Hub Indexing Procedures on pages

5 and 8.

3. Incorrectly Tightened Wheel Nuts

Over-tightened wheel nuts or those tightened

in the wrong sequence will cause distortion of

the disc and result in excessive lateral runout.

To prevent distortion of the disc and hub

assembly, wheel nuts must be tightened to the

specified torque in two steps, using a suitable

torque wrench. Follow the nut tightening

sequence as shown in Figure 3.

FIG. 3 Wheel nut tightening sequence

Road Wheel attaching

nut tight eni ng t orque 110 – 140 Nm

IMPORTANT!

DO NOT USE AN AIR IMPACT GUN TO

TIGHTEN WHEEL NUTS UNLESS IT IS

FITTED WITH A TORQUE LIMITER BAR.

Failure to observe this may result in warped

discs which lead to development of brake

shudder.

Torque limiter bars can be obtai ned f r om most

automotive tool suppliers.

4. Foreign Material at disc to hub

interface

Foreign material between the disc and hub

mounting faces will contribute to assembled

runout.. It is vital that any foreign material such

as corrosion, dirt, burrs on hole edges etc are

removed.

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

2. RECOMMENDED SERVICE PROCEDURES

2A. MACHINING DISCS

To eliminate brake shudder, the discs must be

machined to meet the following Holden

specifications for runout and Disc Thickness

Variation (DTV).

Note: The specifications shown in the following

table are for a stand-alone disc mounted

between machining centres (do not confuse with

disc to hub assembled later al r unout).

VT - Brake disc

machining

specifications

Front

Discs Rear

Discs

Lateral runout max..040 mm .050 mm

DTV max..005 mm .013mm

Dealers must ensure that in-house machining

equipment is at least capable of achieving the

specified lateral runout.

Due to the extremely small DTV specification,

which only precision laboratory equipment will be

capable of measuring, dealers are NOT expected

to check f or DTV. NOTE: On most modern lathes

that machine both sides of t he disc simultaneously,

DTV will normally be below the limits specified.

If discs are sublet for machining, dealers should

advise the sublet repairer of the above run- out and

DTV requirements.

Failure of discs to meet these specifications

indicates that either the machining technique

and/or the equipment is deficient .

The two options for machining discs are to use

an on car lathe or an off car lathe.

There are advantages and disadvantages for

each type of lathe. It is not proposed in this

article to cover every aspect of these lathes such

as price, durability, ease of use, etc. It is the

dealer’s responsibility to carefully consider all

these before making a final decision to purchase.

This art icle is only intended t o highlight f or each

type of lathe some of the more important issues

related to achieving an accurately machined disc.

When machining discs to eliminate DTV, only the

absolute minimum amount of material should be

machined from the discs. Only properly maintained

precision cutting tools should be used. Dull or worn

tools leave an unsatisfactory disc surface finish. It

is recommended that following a light final cut

machining operation involving removal of between

.025 and .050 mm of material, final surface finish

should be obtained by lightly rubbing with fine

emery paper. This rubbing helps smooth out

microscopic grooves ensuring a non-directional

finish.

OPTION 1. Off-Car Brake Lathes

Historically, brake discs have been machined on

off car lathes. Many of the older lathes used for

this work may be worn to the point where they are

no longer capable of achieving, the lower

machining tolerances specified for current discs.

Therefore, dealers must ensure that the

dealerships lathe (or that of your sublet repair er) is

regular ly maintained and checked for accuracy.

To achieve accurate disc ma chining, it is vital t hat

discs are mounted correctly in the lat he. Some of

the older cone mounting methods require tedious

setup time t o m inim ise r unout pr ior to machining.

On some of these older lathes an excellent

method for reducing disc mounting and setup time

is to bolt the disc to a tool (mounted to the lathe

chuck) that simulates the hub in the vehicle. The

following paragraph describes one such tool.

Disc Mounting Tool

Farrely Brothers Toolmakers, manufacture a tool

that simulates the wheel hub mounting face. The

tool is mounted to the lathe chuck and is trued to

the lathe spindle by machining a cut across

thedisc mounting face. This tool can be used for

front and rear discs for all models VR to VT.

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

For further details contact Farrely Brothers

Toolmakers, 5 Lemmon Avenue East Keilor VIC

3033, phone 03 9336 1870.

IMPORTANT: Whenever discs are machined

off-the-car they must be indexed to the hub to

achieve minimum assembled runout. Refer to

procedure on pages 5 and 8.

OPTION 2. On-Car Disc Lathes

The main advantage of on-car lathes is that

because the discs are machined on the hub,

they do not require indexing to the hub for

minimum runout.

However, if the disc is to be removed for any

reason, it must first be marked in relation to the

hub to enable it to be reinstalled in the minimum

runout position.

On car lathe designs fall into 2 t ypes as follows.

Hub mounted cutting head

The main disadvantage of t his type of lat he is that

the runout and DT V of the machined disc are f ully

dependant on the wheel hub runout com pensat ion

adjustment performed prior to machining. If this

adjustment is not done correctly, the disc runout

and DTV may not m eet Holden’s specifications.

Caliper mounted cutting head

The main advantage of this type of lathe is that

there is no need to compensate for wheel hub

runout prior to machining because the cutting

head is mounted where the caliper is normally

situated.

CAUTION: The minimum thickness of a re-

machined disc must always be greater than the

scrap thickness. Refer to the following chart for

recommended minimum thickness after

machining.

DISC THICKNESS

INFORMATION VT Front Rear

New disc 28.0mm 16.0mm

Mi n. thickn ess aft er

machining 25.5mm

(refer note a.) 14.4mm

(refer note b.)

Scrap thickness 25.0mm 13.9mm

Note a. This dimension is calculated on the basis

that the normal disc wear rate with new genuine

Holden brake pads should not reduce the disc

thickness below the minimum disc operating

thickness of 25.0 mm before the next pad

replacement.

Note b. This dimension is calculated on the basis

that the normal disc wear rate with new genuine

Holden brake pads should not reduce the disc

thickness below the minimum disc operating

thickness of 13.9 mm before the next pad

replacement.

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

2B. FRONT DISC & HUB INDEXING PROCEDURE

IMPORTANT: This procedure must be used whenever reinstalling discs that have been

removed for machining off car. It must also be used when installing new discs or discs that

have been removed for any reason and where disc to hub/trunnion matching is not evident.

Disc and hub indexing is requir ed in order to obt ain

the minimum installed disc runout.

Disc and hub indexing involves aligning the point of

maximum runout on the hub with the point of least

runout on the disc.

The procedure consists of three steps as follows:

Step 1. Clean mating surfaces.

Step 2. Measure and Match disc high point t o hub

low point. If not OK go to ste p 3.

Step 3. Checking hub mounting face runout

STEP 1. Clean mating surfaces

Ensure that disc and hub mating surfaces are free

from dirt, corrosion, etc. If required, use fine emery

paper to clean surfaces.

STEP 2. Indexing disc to hub

2.1 Fasten the disc onto the hub with wheel nuts

reversed to avoid damage to the tapers, and

nip up with a spanner.

2.2 Number each of the wheel stud holes on the

fr ont surface of disc f rom 1 to 5. Place a chalk

mark on the end of the wheel stud adjacent to

number “1” hole. Refer Figure 4.

2.3 Set up a dial indicator on a magnetic base and

attach to the strut tube above the brake disc.

Position the pointer about 10 to 15 mm inboard

from the outer diameter of the disc. Refer

Figure 5.

2.4 Carefully rotate the disc and note the points of

minimum and maximum runout on the dial

indicator. The number of divisions between

these two points is the total indicated runout.

Record this figure together with the number on

the disc aligned with the chalk-marked stud.

2.5 Remove and reinstall the disc with hole number

“2” over the marked stud. Repeat STEP 2.4.

This procedure is to be repeated for all 5 hole

positions.

2.6 Mount the disc to the hub in the stud position

with least runout.

NOTE: If the lowest assembled disc runout

achieved is more than 0.050 mm ( 50 micron) then

the hub runout should be checked as shown in

step 3.

Maximum assembled disc &

hub runout at disc outer

diameter – FRONT 0.050 mm

FIGURE 4. MARKING THE HUB & DISC

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

FIGUR E 5. MEASURING INSTALLED

DISC RUNOUT

STEP 3. Hub runout check

3.1 Clean the front hub face by rubbing lightly with

fine emery paper.

3.2 Locate the dial indicator on the strut tube and

position the pointer on the hub face about

midway between the spigot and the studs.

Refer Fi gure 6

3.3 Carefully rotate the hub by the hub spigot (to

avoid loading the bearing) and note the points

of minimum and maximum runout on the dial

indicator. The number of divisions between

these two points is the total indicated runout.

3.4 If the runout measured in STEP 3.3 exceeds

0.025 mm (25 micron) then the hub unit

should be replaced. (If replacement is done

under warranty, the runout figure measured

must be recorded on the Defective Material

Tag.)

Maximum runout at hub face –

FRONT HUB 0.025 mm

FIGURE 6 HUB RUNOUT MEASUREMENT

Production Indexing

NOTE: On the vehicle assembly line the disc high

point is aligned with the hub low point.

IMPORTANT:- ALWAYS MARK DISCS

PRIOR TO REMOVING !

Whenever discs are removed from hubs for

reasons other than brake shudder rectification, the

disc and hub must be marked to enable

reinstallation of the disc ont o the hub in the orig inal

position.

This practice will avoid the development of shudder

if the discs are reinstalled in a position which

causes excessive runout.

Disc to hub marking must become a standard

operating practice for all service technicians.

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

2C. REAR DISC TO TRUNNION-HUB INDEXING PROCEDURE

IMPORTANT: This procedure must be used whenever reinstalling discs that have been

removed for machining off car. It must also be used when installing new discs or discs that

have been removed for any reason.

Disc and hub indexing is requir ed in order to obt ain

the minimum installed disc runout.

Disc and hub indexing involves aligning the point of

maximum runout on the hub with the point of least

runout on the disc.

The procedure consists of three steps as follows:

Step 1. Clean mating surfaces.

Step 2. Measure and Match disc high point to

trunnion hub low point. If not OK go to

Step 3

Step 3. Checking hub mounting face runout

STEP 1. Clean mating surfaces

Ensure that disc and trunnion hub mating surfaces

are free from dirt, corrosion, etc. If required, use

fine emery paper to clean surfaces.

STEP 2. Indexing disc to trunnion hub

2.1 Fasten the disc onto the hub with wheel nuts

reversed to avoid damage to the tapers, and

nip up with a spanner.

2.2 Number each of the wheel stud holes on the

fr ont surface of disc f rom 1 to 5. Place a chalk

mark on the end of the wheel stud adjacent to

number “1” hole. Refer Figure 7.

2.3 Set up a dial indicator on a magnetic base and

attach to a mounting plate (refer Figure 10 for

details) bolted to the caliper attaching points.

Position the pointer about 10 to 15 mm inboard

from the outer diameter of the disc. Refer

Figure 9.

2.4 Carefully rotate the disc and note the points of

minimum and maximum runout on the dial

indicator. The number of divisions between

these two points is the total indicated runout.

Record this figure together with the number on

the disc aligned with the chalk-marked stud.

2.5 Remove and reinstall the disc with hole number

“2” over the marked stud. Repeat STEP 2.4.

This procedure is to be repeated for all 5 hole

positions.

2.6 Mount the disc to the trunnion hub in the stud

position with least runout.

NOTE: If the lowest assembled disc runout

achieved is more than 0.080 mm ( 80 micron) then

the trunnion hub runout should be checked as

shown in step 3.

Maximum assembled disc &

trunnion hub runout at disc

outer diameter REAR 0.080 mm

FIGURE 7. MARKING THE DISC & HUB

HOLDEN

SERVICE

TECHLINE

_______________________________________________________________

FEBRUARY

1999

FIGURE 8. MEASURING ASSEMBLED RUNOUT

STEP 3. Trunnion Hub runout check

3.1 Clean the front hub face by rubbing lightly with

fine emery paper.

3.2 Locate the dial indicator on the mounting plate

bolted to the caliper mounting points and

position the pointer on the hub face as shown

in Figure 6.

3.3 Carefully rot ate t he hub by the wheel studs and

note the points of minimum and maximum

runout on the dial indicator. The number of

divisions between these two points is the total

indicated runout.

3.4 If the runout measured in STEP 3.3 exceeds

0.060 mm (60 micron) then the trunnion

assembly must be replaced. (If replacement is

done under warranty, the runout figure

measured must be recorded on the Defective

M a te rial Tag.)

Trunnion hub

Total Indicated runout 0.060 mm

max.

FIGURE 9. MEASURING TRUNNION HUB RUNOUT

Production indexing

Disc high point to t runnion hub low point matching

was introduced to the vehicle assembly line on

the 25/01/1999. Breakpoint to be advised.

IMPORTANT :- ALWAYS MARK

DISCS PRIOR TO REMOVING !

Whenever discs are removed from hubs for

reasons other than brake shudder rectification, the

disc and hub must be marked to enable

reinstallation of the disc ont o the hub in the orig inal

position.

This practice will avoid the development of shudder

if the discs are reinstalled in a position which

causes excessive runout.

Disc to hub marking must become a standard

operating practice for all service technicians.

FIGURE 10: DETAILS OF DIAL INDICATOR

MOUNTING PLATE FOR CHECKING REAR

RUNOUT (use caliper bolts with spacers)

WARRANTY CLAIM INFORMATION

1. R & R Discs, (Machine off car or fit new discs) & Index Disc to Hub

Description Rem ove & Reinstall discs

machined of f car (or new

discs) & index disc to hub

FRONTS & REARS

Remove & Reinstall discs

machined of f car (or fit new

discs) & index disc to hub

FRONTS ONLY

Remove & Reinstall discs

machined of f car (or new

discs) & index disc to hub

REARS ONLY

Labour Op.No. H000195 H000198 H000201

Standard Time

Add time for

machining

discs

1.4 hrs

0.5 hrs♠

0.8 hrs

0.3 hrs♠

0.8 hrs

0.3 hrs♠

♠ These times are on the basis t hat while the disc machine is on aut ofeed, the technician cont inues with

runout check s , disc indexing and other related work on the vehicle.

NOTE: If discs are sublet for machining, claim expense in “net items” column. Please note that add t imes

cannot be claimed when work is sublet.

1. Machine Discs On Car

Description Rem ove & Reinst all wheels

& rear calipers & r unout

checks.

FRONTS & REARS

Remove & Reinstall wheels

& runout check s

FRONTS ONLY

Remove & Reinstall wheels

& calipers & runout checks

REARS ONLY

Labour Op.No. H000204 H000207 H000210

Standard Time

Add time for

machining

discs

0.5 hrs

0.6 hrs ♠

0.3 hrs

0.4 hrs ♠

0.4 hrs

0.3 hrs ♠

♠ These times are on the basis t hat while the disc machine is on aut ofeed, the technician cont inues with

runout check s, and other related work on t he vehicle.

NOTE: If on-car machining is sublet, claim expense in “net it ems” column. Please note that add t imes cannot

be claimed when work is sublet.

HOLDEN

SERVICE

TECHLINE

_______________________________________________________________

FEBRUARY

1999

SUMMARY OF SPECIFICATIONS

Refer page 8. VT Brake disc

specifications. Front Discs Rear Discs

Lateral runout max..040 mm .050 mm

DTV max..005 mm .013 mm

Refer page 10. Maximum assembled disc & hub runout at

disc outer diameter – FRONT 0.050 mm

Refer page 11 Maximum runout at hub face outer diameter –

FRONT 0.030 mm

Refer page 12 Maximum assembled di sc & t r unni on hub

runout at disc out er di amet er - REAR 0. 080 m m

Refer page 13 Trunnion hub

Maximum Total Indicat ed runout 0.060 mm

Refer page 9 DISC THICKNESS

INFORMATION - VT Front Rear

New disc 28.0mm 16.0mm

Min. thickness after

machining (new pads) 25.5mm

(refer note a.) 14.4mm

(refer note b.)

Scrap thickness 25.0mm 13.9mm

Note a. This dimension is calculated on the basis that the normal disc wear rate with new genuine Holden

brake pads should not reduce the disc thickness below the minimum disc operating thickness of 25.0 mm

before the next pad replacement.

Note b. This dimension is calculated on the basis that the normal disc wear rate with new genuine Holden

brake pads should not reduce the disc thickness below the minimum disc operating thickness of 13.9 mm

before the next pad replacement.

HOLDEN

SERVICE

TECHLINE

_______________________________________________________________

FEBRUARY

1999

PULLEY TO CRANKSHAFT BOLT

REPLACEMENT

SB, TS (All Engines)

(GROUP 6A)

PROBLEM DESCRI PTION

Investigations have shown that the crankshaft

pulley retaining bolt is being reused in lieu of

being replaced.

This Torx-head bolt is a “one use only” bolt,

which should be discarded, as per ser vice manual

instructions, whenever removed for any reason.

Re-use of this bolt can result in subsequent bolt

failur e and possible pulley or crankshaft dam age.

SERVICE PROCEDURE TO O BSERVE:

Whenever a crankshaft pulley retaining bolt is

removed for any reason, discard the old bolt

and fit a new bolt.

Replace the crank shaft pulley bolt when:

• A vehicle is presented for the 120,000 Km

service which requires replacement of the

engine toot hed belt .

• When fitting an A/C kit to a vehicle without

power steering, using Supplementary Pack,

part No. 92142015, DO NOT RE-USE THE

“EXIST ING TORX BOLT ” as noted on Page 3

of the instructions, DISCARD IT AND FIT A

NEW BOLT. This kit and instructions are

currently being re-written to advise NOT to re-

use the existing T or x bolt, but fit a NEW bolt.

• Ot her servicing of the vehicle that req uires the

crankshaft pulley to be removed.

Service instructions specify that the crankshaft

pulley bolt should be replaced, except however in

the SB Series Service Instructions (DOHC),

Volume 4, Page J-85. Please mark-up your copy

of the service manual t o read “* Use new bolts”, so

that this instruction is also clear for future repairs

on DOHC engines.

ENGINE DRIVE BELT SQUEAL NOISE

VT with V8 Engine & A/C

(GROUP 6A)

PROBLEM DESCRI PTION

PIR’s have been received regarding a squeal

noise emanating from the eng ine dr ive belt.

The most common cause has been found to be a

slight misalignment of the A/C idler pulley

mechanism to the A/C drive belt, and in some

cases, the A/C compressor pulley has been out of

alignment with the dr ive belt t rack.

SERVICE RECTIFICATION

A/ C idler pulley mechanism:

The noise can be rectified by carrying out the

“Tension Adjustment” of the A/C drive belt, as

shown in VT Series Service Manual, Volume

No.2, Section 6A2, Page 6A2- 46.

When torqueing the Idler Pulley clamp nut –

ensure the idler pulley assembly is as square as

possible to the belt t rack – as misalig nment at this

point will cause recurring squeal noise.

A/ C compressor pulley:

If the A/C Compressor is found to be out of

alignment to the belt t rack, this may be caused by

clearance in the A/C com pressor and it s mounting

bracket . To adjust this, loosen the compressor- to-

mounting bracket bolts, align compressor pulley

with the drive belt track, and re-torque bolts -

Refer to VT Series Service Manual, Volume No.1,

Section 2B, Pag e 2B-40/41.

WARRANTY CLAIM INFORMATION

Use existing Labour T ime Manual inf or m ation as

follows, for these adjustment s.

Description A/C Belt Sq ueal Adjustment

Labour Op. No. J000604

Time 0.3 hr

Failure Code 90

Update

HOLDEN

SERVICE

TECHLINE

_______________________________________________________________

FEBRUARY

1999

ENGINE STALL CHECK LIST

SB w i th C14NZ Engine

(GROUP 6A)

PROBLEM DESCRI PTION

A number of “engine stall” complaints have been

received by TAS and in PIR’s. Investigation

continues into the root cause of engine stall on

C14NZ engines.

To assist technicians in rapid diagnosis of these

stalling complaints, the following checklist is

provided. The checklist was issued previously to

callers to T AS. Please utilise this check list for any

customer vehicles that experience engine stall

complaints.

When root cause investigations are finalised, a

fur ther, updated Techline it em will be released.

SERVICE DIAGNOSIS AND RECTIFICATION

Preliminary Inspections:

• Connect Tech 1 and check for any DTCs

that may exist. Rectify the cause of these

DTCs prior t o any further diagnosis.

• Connect Tech 1 and compare eng ine data

list parameters against QUICK CHECK

F0: DATA LIST SB Series, Service

Manual, Volume 3, page J226. Any data

errors can be further diagnosed in section

5.1.6 of SB Series, Service Manual,

Volume 3, pag e J234

• Install Tech 1, road test vehicle and

attempt to reproduce complaint.

SNAPSHOT engine data list when stall

occurs. Compar e capt ured data with :

- QUICK CHECK F0: DATA LIST, SB

Series, Service Manual, Volume 3, page

J226 - Section 5.1.6 SB Series, Service

Manual, Volume 3, page J234.

• Install a fuel pressure gauge to the

vehicle. Ensure that fuel pressure is within

specification and that no fuel system flow

restrictions exist. Fuel pressure gauge

may be left on the vehicle while road

testing to monitor any immediate loss of

pressure when stalling occurs. (When

these actions are carried out – ensure that

appropriate safeguards are made so no

damage occurs to any fuel line, and no

fuel leak exists before, during or after the

procedure.)

• Check for loose connections. Apply a

general “wiggle test” to engine and main

wiring harness connections as a means of

fault locat ion.

• Inspect spar k plug s for correct type, check

condition and gap to 1.1mm.

• Check base ignition timing setting as per

SB Series, Service manual, Volume 3,

page J-203

• Carry out a compression test with engine

cold - if a compression difference of 20%

or more is evident between any cylinders,

fur t her investigation should be carried out.

Specific I nspections:

1) Check connection of wires to terminals at

TPS plug .

Check for loose connections or damaged

terminals at TPS plug.

2) Check that fuel pump relay mating harness

terminals are not “backing out” of the

connector body, and that the relay fully seats

in the mating connector when fitted.

3) Check that wiring to ig nit ion m odule has ‘solid’

connections, and that no terminals on the

wiring are “backing out ” of the connections.

4) Check base idle air r ate:

Remove thrott le body if necessar y.

- Unscrew throttle valve stop screw – after

removing blanking plug – until there is visible

play, (approximately 0.5mm/0.02in)

between throttle stop scr ew and throt t le lever.

- Screw in throttle stop screw until it just

touches the thr ot tle lever (No visible pl ay).

- Screw in the thrott le stop screw a f urther 1½

to 1¾ turns. (throttle is now open by a

defined gap)

- Now check values of FO : DATA LIST at

idle speed (engine at oper at ing temperatur e) .

5) Check MAP sensor HOSE for leaks and

vacuum supply.

- Also check t hat the MAP sensor hose is fully

pushed on at both ends, is an original hose or

made of vacuum hose material and does not

collapse under vacuum.

6) Inspect Fuel Canister purge hoses for correct

connection and orientat ion.

Check operat ion of canister purg e valve with a

vacuum pump

HOLDEN SERVICE TECHLINE _______________________________________________________________ FEBRUARY 1999

7). Check the earth wire near the starter motor.

As you look at the vehicle from underneath,

on the driver side, the earth is above and to

the right of the starter (roughly at 1 o'clock

position).

During investigation of this problem, the

follow i ng has been observed:

- The car would not start with this earth

disconnected.

- Once started and the earth disconnected, the

car would idle very roughly.

- The car could be made t o stall by opening and

closing the t hr ottle.

- No DTC’s were logged.

8) Check vapour canister vent hose, to see if

blocked with mud, etc, .

9) Check all fuel hoses for kinking, or soft

sections which may indicate hose collapse or

cause intermitt ent blockages.

10) Check coolant temp sensor probe and

terminals for corrosion. If required, clean up

terminals and protect against corrosion.

Replace sensor if necessar y.

11) If the above checks do not help, check MAP

sensor connector for loose connections /

damaged terminals at sensor connector, if OK

– replace sensor.

12) If the owner still experiences stalling, and the

owner is able to demonstrate the problem, a

service adviser should accompany the owner

to ensure that there is not an unusual driving

style which may be contributing to the pr oblem .

NOTE: If the stall can be reproduced and

demonstrated to the dealer, and the stall

complaint cannot be resolved, TAS should be

contacted so that further investigation can be

initiated.

14) On completion of TAS instructions and

complaint rectification, submit a PIR giving full

details of the complaint , condit ions of oper ation

and rectification

WARRANTY CLAIM INFORMATION:

If the above testing defines a part replacement is

required, claim the relevant part’s labour

operation as per the Labour Time Manual. W here

additional time is required additional to published

labour time, seek authorisation from your Zone

Service representat ive.

TECH 1 & TECH 2 USAGE SERVICE HINT

VS with V8 P.O. LB9, XT9

(GROUP 6C)

PROBLEM DESCRI PTION

Tech-1 will not comm unicate with the PCM, and

Tech-2 will not communicate with all other

modules EG: SRS, ABS, BCM, on vehicles built

with 5.0 litre V8 engine, Production Option LB9,

XT9 which was introduced into VS vehicles as

follows:

Introduction Breakpoints: Build Date:

Statesman : L416103 21/12/98

Utility : L415544 19/12/98

Technicians may believe there is an engine

managem ent or PCM problem when att empting to

use Tech 1 on these vehicles.

SERVICE RECOM MENDATIO N

Technicians should be aware of the change in

usage of Tech 1 diagnostic hand tool - with

the introduction of 5.0 litre V8 engine

Production Option LB9, XT9 into VS models.

Information regarding this is specifically

covered in VS Series Service Manual,

Supplement No. 11, Section 0C.

NOTE specifically the need to “PRESS AND

HOLD THE “NO” KEY FOR 3 TO 5 SECONDS”

as shown in the third step on Fig ur e 0C-3 below.

To assist technicians, information from Section

0C, pages 21 and 22 is copied below:

4.1 CONNECTING TECH 1 TO THE VEHICLE

1. Ensure the ignition switch is in the OFF position.

2. Install the 1995 VS/T4 SYSTEMS cartridge to TECH

1. Ensure that there is no other cartridge installed in

the opposite port of TECH 1.

3. Ensure the DLC adaptor is fitted to TECH 1 lead

and then connect the adaptor to the DLC.

4. Turn the ignition switch to the ON position.

5. TECH 1 is ready for operation.

NOTE 1: For additional general information on

connecting and operating TECH 1, refer to the TECH 1

OPERATORS MANUAL, supplied with the cartridge.

NOTE 2: Due to the differences in serial data

communication between the BCM and the PCM on

VS Series III Models with P.O. LB9, XT9, 5.0 litre V8

engine and other VS Series Models, the method for

selecting BCM, ABS or SRS information on the TECH

1 VS system select menu is unique (refer following

page).

Figure 0C-1 Installing systems cartridge

Figure 0C-2 Connecting TECH 1 to the DLC

HOLDEN

SERVICE

TECHLINE

_______________________________________________________________

FEBRUARY

1999

Fig. 0C-3 shows the correct procedure to

communicate with the BCM, ABS and SRS systems

using TECH 1.

Once the SYSTEM SELECT menu is displayed, TECH 1

will operate normally, as described in the TECH 1

OPERATORS MANUAL and the relevant Sections in the

VS Series Service Manual Supplement.

NOTE 3: Refer to 3. USING TECH 2 ON THE VEHICLE

in this Section to access PCM information on VS Series

III Models with P.O. LB9, XT9.

WITH THE VS/T 4 SYST EMS CARTRIDGE INSTALLED AND TECH 1 CONNECTE D TO THE DLC,

SWITCH T HE IGNITION ON.

VS/T4 CARTRIDGE

INTRODUCTION

SCREE N DIS P LAY

VS/T4 SYSTEM

OEM DEALER

(VERSION 1.0 )

[ENTER]

DETERMINE IF PCM

WAITING FOR DATA

VS SYSTEM

SELECT MENU

SELECT SYSTEM

F3: BCM

F4: ABS

F5: SRS

PRESS “ENTER” KEY

DETERMINE IF PCM

NO DATA RECEIVED

FROM PCM

S0C010

PRESS AND HOLD “N O”

KEY FOR 3 TO 5 SECONDS

PRESS RELEVANT FUNCTIO N

KEY TO SELECT SYSTEM

DATA AND OUTPUT TESTS

(I.E..PRESS THE “F3” FUNCTION

KEY FOR BCM DAT A)

Figure 0C-3 Process for selecting BCM, ABS or SRS systems

HOLDEN

SERVICE

TECHLINE

_______________________________________________________________

FEBRUARY

1999

A/T “DEEP” PAN & FILTER SERVICING

VS with A/T & Deep Pan Kit fitted

(GROUP 7B)

PROBLEM DESCRI PTION

When servicing vehicles fitted with a Deep Pan

Kit, Part No. M41559 (also known as a “chuffing

kit”), it is possible to fit the earlier “shallow” filter

by mistake. This may result in loss of drive as a

consequence of the shallow filter dislodging from

the transm ission.

Under no circumstances should the shallow pan

type filt er be fitted to a vehicle with a deep pan.

In addition, if an oil level indicator (dipstick) is

replaced by the wrong part, over-filling of the

transmission fluid will result.

SERVICE PRECAUTIONS

The deep pan and associated parts were not

introduced into VS production. A Deep pan and

associated parts were introduced into VT at start

of production; however, the parts are different to

those used on VS. T her efore, VT par t s should not

be used when servicing a VS vehicle with a deep

pan fitted.

Filter Replacement: Whenever replacing the filter

on a VS – first identify whether a “deep” or

“shallow” pan is fitted, to ensure the correct

replacement filter is to be fitted.

Filter Modification: When fitting a filter, identify

whether the new filter has a notch to clear the

wiring harness as shown in Figure 3. Some early

filters lacked this notch. If it does not have the

notch, it should have a notch cut out of the filter

ribbing with a sharp knife, as shown in Figure 3.

Failure to ensure this notch exists on the filter

may cause harness damage, and result in

intermittent transmission electrical or shift

complaints.

PARTS INFORMATION

The Deep Pan Kit (M41559) consists of the

following parts:

Part No.: Description: Qty

Req’d:

- Oil Pan Asm. (incl. Magnet) 1

- Oil Pan Gasket 1

- Bracket – Dipst ick Stop 1

- Filter Assem bly 1

- Seal – Filter 1

- Oil Level Indicator ( d ipst ick) 1

- Instruct ion Sheet 1

Refer to PartFinderTM for specific service part

numbers. These parts are identified with the

words “(DEEP PAN)” added to the part

description.

PARTS IDENTIFICATION

Oil Level Indicator (dipstick) – has a RED handle,

and part number 92057150 stamped on the shaft

of t he dipst ick.

Trans. Oil Pan – is deeper than original pan and

has a “step” pressed in the bottom surface of the

pan. (Original VS oil pans had flat bottom

surfaces). Refer Figure 1 that shows deep and

shallow pans.

Dipstick Stop – refer Figures 1 & 2 which show

the two types of stops possibly used with deep

pan, stop location, and the original shallow pan

stop.

Filter – The filt er used in the deep pan installation

has a longer neck than the original filter, and

ribbing on the top of the filter. Refer Figure 1,

which shows both deep and shallow pan filters.

HOLDEN

SERVICE

TECHLINE

_______________________________________________________________

FEBRUARY

1999

Figure 1 - Trans. Oil Pan, Filt er and Dipstick Stop Compar ison

HOLDEN

SERVICE

TECHLINE

_______________________________________________________________

FEBRUARY

1999

Figure 3 - Rework Details For Ear l y Type Deep Pan Fi lter

IGNITION SWITCH FAILURE

TS ASTRA

(GROUP 12)

PROBLEM DESCRI PTION

A no start, no crank condition experienced on

some TS Astra vehicles left standing in the sun

for extended periods has been traced to a heat

sensitive ignition switch. The heat penetrates

through the steering column cover and expands

the switch rotor.

SERVICE RECTIFICATION

A revised ignition switch has been introduced with

a material change and can be identified by a

black coloured r ot or.

Refer to the relevant section of the Astra G

service information in TIS for the removal and

replacement inst r uct ions.

PARTS INFORMATION

Part Number Description Qty

90589314 Ignit ion switch 1

WARRANTY INFORMATION:

Use existing inf or mation in Labour Time Manual.

Order the new part from HSPO - all parts at

HSPO are of the latest specification.

Black

coloured

rotor

HOLDEN

SERVICE

TECHLINE

_______________________________________________________________

FEBRUARY

1999

POOR “AM” RADIO RECEPTION

TS ASTRA

(GROUP 12)

PROBLEM DESCRI PTION

Some vehicles are reported to have poor radio

reception while listening to “AM” band stations.

Investigations have identified a loose antenna

connection as the primar y cause.

SERVICE RECTIFICATION

Rectification can be achieved by tightening the

antenna connector. Follow the procedur es below:

1. ACCESS TO ANTENNA CONNECTION

• Remove rear parcel shelf and place in

boot cavity.

• Partially remove the hatch weather seal from

the upper section of the hatch opening.

(Refer Figure 1)

• Carefully prise the rear of the head lining

away fr om t he r oof.

FIGURE 1

2. TIGHTEN CONNECTOR

• Locate the antenna connector inside the

centre slot of the lower roof skin.

(Refer Figure 2)

• Remove all the foam tape around the

connector and tighten threaded type fitting

firmly by hand.

Figure 2

3. RE-ASSEMBLY AND FINAL CHECKS

• St art the eng ine, set radio t o the AM band and

check that the reception is clear. Confirm

reception is still clear when wriggling the

connector.

• Apply foam tape to connector and place in

centre slot on lower roof skin.

• Refit headlining and hatch weather seal

firmly to hatch lip.

WARRANTY CLAIM INFORMATION:

Description Antenna Connector - Tighten

Labour Op. No. N000315

Time 0.5 Hrs

Failure Code 27

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

CREAK FROM LOWER LHS DASH

(GROUP 1)

PROBLEM DESCRI PTION

A creak is heard from the lower left-hand side of

the dash when the vehicle travels over undulating

ground and t he body f lexes.

The creak is caused by the cockpit module f ouling

the rear edge of the glue track in the region near

the power train harness grommet. The primary

area that causes a creak is the highest point on

the vertical face of the firewall.

PRODUCTION RECTIF ICATION

Extra dimples were added to the edge of the

cockpit that rests in the glue track. This change

was introduced into production from;

PSN: Build Date:

L412371 12/12/98

SERVICE RECTIFICATION

Aim: To move the firewall panel forward away

fr om t he r ear edge of the g lue t r ack.

Procedure:

• Remove the glovebox and the LH instrument

panel dash end cover.

• Using a long blunt object and a hammer, hit

the panel with sufficient force to move the

firewall panel slightly forward away from the

rear edge of the glue track as indicated in the

Figure below. Hit in the area closest to the

glue track and as high as possible.

• Depending on the severity of the foul, it may

be necessary to hit at lower points also.

• Test drive to evaluate the vehicle and reinst all

the removed components if appropriate.

WARRANTY CLAIM INFORMATION

Description Creak Dash Lower LHS – Rectify

Labour Op. No. A000249

Time 0.5 hr

Failure Code 28

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

CREAK FROM THE RH LOWER CORNER

WINDSCREEN AREA

(GROUP 1)

PROBLEM DESCRI PTION

On moderately rough roads that induce a small

amount of body flex, a creak or ticking noise is

heard from the lower right-hand corner of the

windscreen.

The creak is caused by two interfacing panels

located directly behind the right-hand tweeter that

can rub together.

PRODUCTION RECTIF ICATION

The spot weld in this area was relocated to stop

the relative movement between panels at this

point. T his change was introduced into production

from;

ISOVIN: Build Date:

6H8VTK35HWL31556

513/03/98

SERVICE RECTIFICATION

Aim: To knock the two panels together to prevent

movement.

Procedure:

• Lower the fuse panel cover and remove the

instrument panel end cover.

• Remove the demist grille. Unscrew the

tweeter brack et and move it to one side.

• Using a long punch, hit the near vertical face

behind where the tweeter usually locates as

indicated in the Figure below. Tr y to hit the t op

panel close to the top edge.

• Depending on the severity of the foul, it may

be necessary to hit at lower points also.

• Test dr ive to evaluate the vehicle and reinst all

the removed components if appropriate.

WARRANTY CLAIM INFORMATION:

Description Creak RH Lower Corner of

Windscreen – Rectify

Labour Op. No. A000246

Time 0.5 hr

Failure Code 28

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

EXCESSIVE PAG OIL IN A/C SYSTEM CAUSING FAST CYCLING OF THE A/C COMPRESSOR

(GROUP 2)

PROBLEM DESCRI PTION

Fast cycling of the A/C compressor may occur due to excessively high refrigerant pressures

caused by too much refrigerant (PAG) oil in the system. This often occurs when technicians fail to

“balan ce the oil charge ” prior to in stalling a n ew A/C com pressor. “B alanc ing the o il cha rge” re fers

to adjusting the oil quantity in the new compressor to the same quantity remaining in the old

compressor.

Refer to the VT Series Service Manual, Volume 1, page 2C-7, Section 2C - Air Conditioning – Servicing

and Diagnosis.

If a com pr essor is replaced previously and is suspected to have an overcharge of PAG oil then:

1. Remove and drain the compressor

2. Flush the entire system t o r emove any traces of the old PAG oil.

3. Refill com pr essor with new 265cc of PAG oil.

4. Reinstall compressor , recharge A/C system and re evaluate.

Import ant points to remember when installing a new replacement A/ C com pressor:

• Always drain and measure the PAG oil from the compressor t hat is being replaced.

• Drain the new compressor of all PAG oil. Add the same amount of PAG oil as removed from the

replaced compressor + 10cc to the new compressor. Ensure to use the new PAG oil that was drained

from the new compressor.

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

LSD “CHATTER” NOISE

VT w ith LSD

(GROUP 4)

PROBLEM DESCRI PTION

A number of final drive units have been replaced

for chatter noises. Investigat ion has revealed that

the cause of the complaint noise was LSD

lubricant related. Unnecessary replacement of

LSD units may result if the diagnosis

recommended by Holden and the LSD supplier is

not carried out.

SERVICE RECOM MENDATION

The following is an extract of a paragraph

regarding LSD checking in the VT Series Service

Manual, Volume 1, Page 4B- 77.

This diagnosis must be carried out to ensure

unnecessary replacement of rear axle assemblies

does not occur.

Once the diagnosis has been performed and the

rear axle assembly is found to be defective

requiring replacement, please note on the

Defective Material Tag that the test procedure as

shown below has been perfor m ed.

4.3 LSD NOI SE

If LSD stick-slip chatter is diagnosed, the

differential carrier lubricant should be

drained immediately after a run to warm

up the lubricant. This is to remove as

much old lubricant and wear debris as

possible. Refill carrier with the specified

lubricant and re-evaluate LSD operation

for a minimum of 20kms. Chatter will

usually disappear within this time.

Should chatter still occur, remove carrier and

overhaul LSD. Refer to 3.4 LIMITED SLIP

DIFFERENTIAL in t his Sect ion.

NOTE: Comments regarding overhaul ONLY

apply to vehicles not covered by warranty.

For vehicles covered by warranty, replace rear

axle assembly via changeover program, referred

to in Dealer Letter DL 37/98, entitled “Holden

Component Chang eover Programs”.

PULLEY TO CRANKSHAFT BOLT

REPLACEMENT

SB, TR, TS, JR, JS, YE, UT (All Engines)

(GROUP 6A)

This Service Techline supersedes (Issue 1,

February, 1999 page 16), advising technicians

that on further investigation, ALL MODELS

NOTED ABOVE ARE AFFECTED.

PROBLEM DESCRI PTION

Investigations have shown that the crankshaft

pulley retaining bolt is being reused in lieu of

being replaced.

This bolt, whether a Torx-headed or standard

hex-head bolt, is a “one use only” bolt, which

should be discarded, as per service manual

instructions, whenever removed for any reason.

Re-use of this bolt can result in subsequent bolt

failur e and possible pulley or crankshaft dam age.

SERVICE PROCEDURE TO O BSERVE:

W henever a crankshaft pulley retaining bolt is

removed for any reason, discard the old bolt

and fit a new bolt.

Replace the crank shaft pulley bolt when:

• A vehicle is presented for the relevant service

which requires replacement of the engine

toothed belt.

• Any other servicing of t he vehicle that req uir es

the crank shaft pulley to be removed.

• On SB Models - When fitting an A/C kit to a

vehicle without power steering, using

Supplementary Pack, part No. 92142015, DO

NOT RE-USE THE “EXISTING TORX BOLT”

as noted on Page 3 of the instructions,

DISCARD IT AND FIT A NEW BOLT. This kit

and instructions are currently being re-written

to advise NOT t o re-use the existing T orx bolt,

but f it a NEW bolt.

Service instructions specify that the crankshaft

pulley bolt should be replaced, except however in

the SB Series Service Instructions (DOHC),

Volume 4, Page J-85. Please mark-up your copy

of the service manual t o read “* Use new bolts”, so

that this instruction is also clear for future repairs

on DOHC engines.

Update

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

ENGINE – NO RESTART AFTER STOP

VT V8 with A/T

(GROUP 6C)

PROBLEM DESCRI PTION

Customers may complain of being unable to re-

start the engine af ter m oving the ignit ion key back

to the ‘accessory’ position, EG: For short term

stops where the ignit ion switch is not turned t o the

“of f” position for ignition key removal.

Vehicles suffering from this complaint can be

started by fully switching off the ignition, waiting

20 seconds, and then star t ing the engine.

The cause of this inability to restart is software

related, whereby the engine “run” injector pulse

width signals are retained in memory when the

key is not cycled to the “Off” position. This

minimal pulse width remains available in memory

for re-starting, but will not provide the “start”

injector pulse width (richness) to allow the engine

to re-start.

PRODUCTION RECTIF ICATION

Revised Memcals with revised programming have

been fitted to vehicles in production from:

MEMC AL CODE

& Prom Ident. PSN No.: Build Date :

CNPK – 3208 L413218 17/ 12/ 98

CNPJ – 3198 L421080 25/ 01/ 99

CNPF – 3178 TBA TBA

CNPH – 3188 L427671 12/02/99

CRNK - 7708 L419513 20/01/99

“TBA” PSN & Build date will be provided in a

fut ur e Techline Breakpoint pag e.

SERVICE RECTIFICATION

To correct this condition:

• Check the vehicle’s mem cal code, via Tech 2

• The “REPLACES: ????” note in the following

chart’s description column shows the memcal

code and it’s Prom Ident. which will be

displayed on Tech 2. The memcal code/Prom

identification must be checked on the existing

memcal in the vehicle, to ensure unnecessary

replacements do not occur .

• Fit a new Memcal Asm. - selected from the

following chart .

DO NOT replace a memcal if the code is the

same, or not as listed in the chart below:

PARTS INFORMATION

Part No.: Description: Qty

Req’d

09363180 Memcal Asm. – Code CNPK

For V/8 – 175Kw Auto.

REPLACES: CJDN

Tech 2 Prom Ident.: 1948

09363175 Memcal Asm. – Code CNPJ

For V/8 – 175Kw Manual

REPLACES: CJDP

Tech 2 Prom Ident.: 1958

09363166 Memcal Asm. – Code CNPF

For V/8 – 195Kw Auto

REPLACES: CFZB

Tech 2 Prom Ident.: 8288

09363171 Memcal Asm. – Code CNPH

For V/8 – 195Kw Manual

REPLACES: CFZC

Tech 2 Prom Ident.: 8298

16262659 Memcal Asm. – Code CRNK

For V/8 – 175Kw Police

Auto

REPLACES: CNUL

Tech 2 Prom Ident.: 3868

WARRANTY CLAIM INFORMATION:

Use the f ollowing information:

Description Fit V8 Hard Restar t Memcal

Labour Op. No. J000607

Time 0.4 hr

Failure Code 84

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

ENGINE MANAGE ME NT CALIBRATION

- DIAGNOSIS HINT

SB, JR, JS, TS

(GROUP 6C)

JS, TS models and late build SB and JR models

engine management systems have a “flash

programming” feature which allows upgrading of

an existing engine management calibration with a

later or upgraded calibration.

This is one of the advanced features of Tech 2,

and allows detailed improvement of various

features of engine management calibrations,

required for both general vehicle operating

conditions and specific customer reported

conditions.

SERVICE RECOM MENDATIO N

When investigating engine management

problems and customer complaints in vehicles

which have flash programm ing capabilit y – ensure

the vehicle is programmed with the latest ECU

soft ware for that vehicle configuration.

It is suggested that “re-programming” of the ECU

soft ware with the same software, OR upgrading of

the ECU software with a later version applicable

to the vehicle, may correct some ‘hard to

diagnose’ problems, without the need for further

time-consum ing diagnosis.

PUBLISHED INFO RMATION:

Flash Programming information, is shown on

page 23 of t he JR Vectra Ser vice Training m anual

(SD28316).

NOTE: ALL dealerships were supplied a copy of

this training manual in January, 1999.

The same information is repeated here for

technicians convenience:

Flash Programming

All Vectra engines are compatible with ‘Flash

program’ technology i.e. new software can be

transferred to the engine control unit using Tech

2. The programming data changes are available

on the latest TIS (Technical Information System)

CD-ROM.

Brief ly, the pr ocedure for Flash prog r amming is as

follows:

• Connect Tech 2 t o vehicle diagnostic plug.

• Select F1: Service Programming System

(SPS)

• From the two options within the SPS prog ram,

select F0: Req uest info

- vehicle specific information (Vehicle

Identification Number & ECU data) can now

be read by Tech 2

• Turn off Tech 2, disconnect from vehicle and

connect with TIS

- connect Tech 2 to TIS using the RS232

cable and register ed har dware k ey

• From the TIS main menu, select TECHLINE

• From the TIS TECHLINE menu, select ECU

(Control Unit) Programming

• From the TIS SPS menu, select Pr ogram ECU

• Ensure Basic Vehicle Identification details are

correct ( VI N & Engine) – alter if necessar y

• Select ‘Australia’ as Country of Registration

fr om t he Vehicle Identification O ptions menu

• The latest ECU software can now be

downloaded into Tech 2 from TIS

- once transfer is complete, turn off Tech 2

disconnect from TIS and reconnect to vehicle

diagnostic plug

• Select F1: Service Programming System

(SPS)

• From the two options within the SPS prog ram,

select F1: Program ECU

- the latest ECU software can now be

transferred to the vehicle ECU using Tech 2

Detailed Service Programming System information is

contained in the SPS MANUAL AVAILABLE ON TIS.

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

ENGINE STALL

TR, JR (4 Cyl.)

(GROUP 6M)

PROBLEM DESCRI PTION

Engine stalls, but is able to be restarted

immediately. Cause has been found to be a

sticking Idle Air Control Valve (IACV) pintle. The

sticking is caused by contamination build-up on

the pintle. A revised design IACV is now used

which is more resistant t o this build-up.

VEHICLES AFFECTED

TR Astr a with C18SEL engine,

Up to Engine No. 25004765 ( Manual)

Up to Engine No. 25012959 ( Aut o)

TR Astr a with X20XEV engine.

JR Vectra with C20SEL engine.

PRODUCTION RECTIF ICATION

Throt tle bodies incorporating a r evised IACV have

been introduced into pr oduct ion.

Identification is by reading suffixes “X” & “A” on

the numbers on t he I ACV as defined below.

SERVICE RECTIFICATION

Fit a new IACV assembly from HSPO, after

identifying that the IACV fitted to the vehicle is of

the “OLD TYPE” as defined in the end views of

the IACV housing shown in the accompanying

diagrams.

NOTE: Prior to replacing the IACV, ensure

that all other possible causes of stalling have

been investigated.

“OLD” TYPE IACV

“CURRENT” TYPE IACV

PARTS INFORMATION

Part No.: Description: Qty:

90411546 Valve – Idle Air Control (IAC) 1

WARRANTY CLAIM INFORMATION:

Use existing Labour Oper ation Number as follows:

Description Motor Asm. (IAC) Idle Air -

Replace

Labour Op. No. J971800

Time 0.4 hr

Failure Code 47

90 411 546

SIEMENS 5WK9 0631

ESP207 – 13

90 411 546

SIEMENS 5WK9 0631 X

ESP207 – 13 A

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

INSTRUMENT CLUSTER WITH CHECKSUM

ERROR-DTC 24

(GROUP 12)

PROBLEM DESCRI PTION

Some dealers have experienced difficulty when

attempting to recalibrate an instrument cluster.

The Tech2 begins to program the cluster and in

due course a “waiting for data” message flashes

on the Tech2 screen followed by a loss of

communications between the instrument cluster

and the Tech2. A DTC 24 is logged which is a

Checksum Error.

Vehicles with instrument clusters susceptible

to this condition are built after 26/11/98 with

Tag L406564.

SERVICE RECTIFICATION

Do not replace the cluster to remedy these faults.

The problem is due to a timing inaccuracy

between the software link from the cluster to the

Tech2 when recalibrating t he clust e r .

Revised Tech2 software has been written and will

be available in the next issue of t he TIS CD ie. CD

48 due mid March 99, which incorporates Tech2

software version 7.20. In the meantime, dealers

experiencing this problem are advised to contact

TAS who will supply the dealer with a Tech2

PCMCIA card programmed with the latest

software.

ENGINE COOLING DIAGNOSTIC LAMP

ILLUMINATES – FUSE 8 BLOWS

(GROUP 12)

If investigating the cause of the engine cooling

diagnostic lamp illuminating, check for a blown

cooling fan fuse (number 8) in the engine

compartment fuse box. See the figure below.

Under certain operating conditions the radiator

cooling fan may draw current in excess of 20

amps causing the fuse to blow. If the fuse is 20

Amp (yellow colour) replace with a 30 Am p ( gr een

colour).

PRODUCTION RECTIF ICATION

Fitment of the 30 Amp f use was introduced int o

production f r om :

PSN: Build Date:

W5276965 10/08/98

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

NO START – LACK OF FUEL PRESSURE

(GROUP 12)

PROBLEM DESCRI PTION

A no start, no fuel pr essure condition experienced

on some VT vehicles has been traced to poor

terminal connections from the fuel pump cir cuit on

the fuel sender connector (black connector). See

Figure below.

SERVICE RECTIFICATION

W hen diagnosing vehicles with similar symptoms,

check for damage at the fuel pump terminals on

the 4 way fuel sender unit connector (black and

grey wires). Point 1 in the attached figure shows

the af fected area.

Hint: Removal of the red and grey locking tabs

with a small screw driver (as shown), will allow for

a better inspect ion.

If terminal or connector body damage is obvious

in this area replace the modular pump and sender

assembly.

PARTS INFORMATION

Part No.: Description: Qty

Req’d

25029962 Modular Pump & Sender asm

-Normal aspir at ed engine. 1

25170016 Modular Pump & Sender asm

-Supercharg ed engine 1

WARRANTY CLAIM INFORMATION:

Use existing information in Labour Time Manual

for Modular Pump and Sender assembly Rem ove,

Reinstall or Replace.

MONTEREY BULL BAR

MONTEREY/ JACKAROO GROUP 0B

The current bull bar (part no. 92141571) released for Jackar oo and Monterey models incorpor ates turn

signals and park lights which are necessary to comply with regulations.

When the bull bar is inst alled t he original bumper is discarded. O n the Monterey model the bumper bar

incorporates fog lamps and these will also be discarded as no provision has been made in the bull bar for

their fitment.

RODEO FAN MOTOR / RESISTOR FAILURE

1999 RODEO GROUP 2

Some Rodeo vehicles may experience repeated heater fan resistor or m ot or failure due to moist ur e ent ry.

Moisture can enter the mot or assembly through the cowling screw on the passenger

side (directly above motor) . Refer to diagram 1on the f ollowing page.

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

Please remove screw, apply silicone / sealant and refit screw.

Diagram 1

RODEO 4X4 & 4X 2 AIR CONDITIONER KITS INTERCHANGEABILITY

1999 RODEO GROUP 2

Confusion has arisen on the interchangeability of the A/C kit applicable for Rodeo vehicles. The

A/C kit part number M41682 can be installed on either the 4x2 or the 4x4 vehicle. A/C kit part

number 92141532 is for 4 x 4 only, and will be phased out once all stock is exhausted.

JACKAROO ANTI THEFT & IMMOBILISER

JACKAROO GROUP 12

1998 UBS THEFT DETERRENT SYSTEMS

Two separate theft deterrent systems are provided on the 1998 Jackaroo & Monterey:

• Anti-theft Warning – provided by the Anti-Theft Alarm/Keyless Entry system fitted to Jackaroo SE and

Monterey.

• Drive-away deterrent – provided on all models by the Engine I m mobiliser system.

W hen diagnosing a vehicle concern, it is important for the technician to have a basic understanding of the

operation of each system and be aware of t he correct diagnostic procedures.

The diagnost ic procedures are specif ic f or each system. Failure t o follow the corr ect pr ocedure will result in

lost time, possible replacement of serviceable component s and an aggrieved customer.

To deter m ine which system is at fault, the technician must r emember two very important point s:

• Except in exceptional circumstances, the Anti-theft Warning/key-less entry system cannot prevent the

vehicle from st ar ting.

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

• The Engine Immobiliser system cannot prevent the doors from locking or unlocking via the remote

keypads or the m echanical key.

Having determined which system has failed, t he correct diagnostic procedur es can t hen be applied:

• Anti-Theft Alarm/Keyless Entry System diagnosis is performed by referring to the charts in section

8D – 242/261 of t he service manual.

• Engine Immobiliser system diagnosis is performed with the aid of TECH-2 and the LATEST version of

the program card.

To assist in t he under st anding of the operat ion of these systems, a brief description of each follows.

ANTI-THEFT & KEYLESS ENTRY SYSTEM

The basic central locking system and anti-theft alarm system hardware carried over from the 1997

Jackaroo. The keyless entry system fitted t o SE and Monterey was new for 1998 Australian vehicles.

The Anti-theft Alarm system and Key-less Entry share the same module. The module is located in the

center dash, immediately above the PCM, and is identified by a black ABS plastic casing and a green 22-

pin harness connector.

The circuit consists of the ignition switch, anti-theft module, anti-theft horn, anti-theft indicator light, front

door and tailgate key switches, door lock switches, courtesy light switches, door lock actuators, engine

hood switch, and A/T m ode switch.

The module uses an “ear th-sensing” system f or monitoring of the doors and engine hood stat us – opening

of any of these items will cause the relevant circuit in the module to be grounded, triggering the alarm

function. The key switches & lock actuators provide the input signals required for arming or disarming the

system.

As a further safe guard, the front door locks and tailgate lock incorporate ‘tamper’ switches that will also

ground t he r elevant cir c uit should the lock be forc ed or ‘pulled’.

Armi ng O perat i on

• Remove the key from the ignit ion switch.

• Ensure all doors and the engine hood are closed.

• Lock the vehicle with either the mechanical key or the remot e keypad.

• 30 seconds aft er locking the vehicle, the Ant i- t heft LED will begin to f lash.

• The system is now armed with the module monit o r ing all doors and the engine hood.

• Triggered Operation

Anti-theft/Key-less Entry Module

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

Once triggered, the system will

• Pulse both the anti- theft and vehicle horns at a rat e of one pulse per second.

• Flash all indicator lig ht s at a rate of once per second.

• Disable the start e r m otor relay.

Triggered operation will continue for approximately 30 seconds. At the end of this period, the system will

rearm it self, and continue to m onitor the relevant circuits .

Disarming Procedure

• Unlock the vehicle with the correct mechanical key or the remote key.

• If t he alarm is sounding, insert t he key into the ignition switch and tur n t he switch to the “ACC” position.

Keyless Entry

The keyless entry circuitry is incorporated in the anti-theft module. Two two-button radio remote

transmit ters are initially progr am med into the module.

Up to four t ransmitters can be programmed into the module, should an attempt be made to prog ram a fif th

key, the m odule will clear the first k ey code.

The tr ansm itters are of t he r olling code type, each transmission increment ing the code.

The minimum range of the transmitters is specified at 3 meters, although this can vary with proximity to

other radio or telephone transmitting towers. The estimated service life of the two lithium CR2016 cells in

each remote is at least t wo years with an average usage of 10 lock/unlock cycles per day.

Anti-theft LED

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

The key-less entry system is powered through the interior light circuit via the 10-amp ‘Room’ fuse (C16),

located in the I.P. fuse panel. This fuse must be fitted during pre-delivery inspection of the vehicle. Failure

of t he fuse will disable the key-less entry f unct ion and dom e light operation.

The anti- theft horn perf orms an ‘answer-back ’ funct ion when the remote keys are used. Locking the vehicle

will cause the anti-theft horn to ‘chirp’ once. Unlocking will result in the anti-theft hor n ‘chirping’ twice.

As an additional night - t im e safety measure, t he dom e light is turned ‘ON’ for 30 seconds when the vehicle is

unlocked. Should t he driver so desire the ant i- theft horn ‘answer-back’ function can be disabled.

Anti-Theft & Keyless Entry System – Initi al Diagnosis

PIN FUNCTION PIN FUNCTION

1 Door switches – f r ont 12 Engine hood switch

2 Door switches – rear 13 Key switch detect – front

doors/tailgate

3NA 14NA

4 NA 15 Key lock switches – unlock signal

5 Key Lock switches – lock signal 16 Lock tamper switch signal

6 Door switch – tailgate 17 Ground

7 Horn r elay 18 Power – ignition switch – ‘ACC.

ON’

8 Anti- theft horn 19 Anti-theft Indicator lamp

9 NA 20 Door switches – rear – dome

10 Power – B+ 21 Hazard Warning lamp relay

11 Door switches – unlock – all door s 22 Start er motor relay

Anti-Theft Alarm/Keyless Entry System diagnosis is performed by referring to the charts in section 8H of the

service manual.

However, there are several quick initial checks the technician can per f orm to narr ow down the area in which

the f ault has occur r ed.

Vehicle will not lock/unlock with the remote keypads

• Does the dome lig ht oper ate when a door is opened?

- If ‘NO’ check the Fuse C16 and the dome light switch position.

• Does the vehicle lock/unlock with the mechanical key and the driver door switch?

- If ‘YES’ t hen the central locking system is functioning.

• Can the alarm system be ‘ar m ed’ with the m echanical key?

- ‘NO’ would indicate a possible incorrect door/engine hood input to t he module.

‘YES’ would point to a keypad f ault or failure of the relevant circuit within the module.

• Perf or m the “Keypad Test” as outlined on the following page.

Anti-Theft/Keyless Entry Harness Connector Pin Arrangement

- Face View -

1 2 3 4 5 6 7 8 9 10

11 12 13 14 15 16 17 18 19 20 21 22

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

Keypad Testing

As the keypad transmits a FM radio signal, the vehicle radio can be used to check the operation of the

keypad. The actual frequency of the keypad may vary from 101mHz to 106mHz. It is best to commence

testing with the r adio set on 101mHz.

• Turn t he r adio ‘ON’ with the f requency set to 101mHz, and the volume contr ol at about ½ level.

• Hold the keypad against the base of the ant enna t hen press and hold the keypad ‘lock’ butt on.

• If a pulsing signal is heard from the speakers, t he keypad is functioning.

• Should you fail to hear a signal, try 102mHz and so on up to 106mHz.

• I f you have tried all the f r eq uencies without hearing a sig nal, r eplace t he t wo CR2016 lit hium cells in t he

keypad and repeat the frequency test.

Keypad Programming

The prog ramming sequence appear s in sect ion 8D - 258 of the 1998 UBS Work shop Manual.

Four prog r am m odes are available:

• ID Code New Registration – erases all pr ogrammed codes and regist er s new code.

• ID Code Additional Registration – registers addit ional ID codes.

• ID Code Check – checks how many ID codes are progr ammed in the module.

• Answer Back Change Mode – enables/disables the horn answer back function.

Note:

It is important to keep within the time frame stipulated for each operation – the system will time-out and

abort the pr ogramming seq uence if these times are exceeded.

IMM OBILISATION SYSTEM

The Engine I mmobiliser system is the second of the two independent thef t deterrent systems fit ted to 1998

UBS vehicles. The system is desig ned to provide “Drive-away” protection by electronically disabling t he fuel

and ignition systems and the starter motor relay. It is a passive system, requiring no action on the part of

the driver other t han r e m oving t he ignition key fr om t he switch.

The system uses a conventional mechanical-cut ignition key containing a miniature transponder in the

plastic handle. Within the transponder is an antenna and an integrated circuit. Each transponder is

progr am m ed with it’s own specif ic I D code dur ing manufactur e.

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

The main system components are:

• Ignition/transponder key

• Immobiliser antenna

• Immobiliser Control Unit

The antenna sur r ounds t he ignition switch lock barrel, and is accessed by removing t he steering column

shroud.

The Im m obiliser Control Unit is located to the right of the glovebox opening. Rem oving glovebox and the LH

lower instrument panel accesses the Immobiliser Contr ol Unit. The Imm obiliser Control Unit and the PCM

are prog r am m ed to the vehicle via TECH2.

A non-contact radio frequency is used to transfer information between the key and the Immobiliser Control

Unit. Surr ounding the ignition lock is a coil-type antenna, which is connected to the Imm obiliser transceiver

and module. The antenna is designed to have a very limited range, ensuring that only the key inserted in

the ignition can have its transponder code transferred. This excludes the possibility of interference from

other tr ansponder keys in the vehicle.

CEL

VSS

STARTER

RELAY

GND B+ IGN

INJECTORS

IGNITION

VSS / CODE

START STATUS

PCM

POWER

CODE ICU

DLC

Pin #7

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

W hen the ignition is turned ‘ON’, a radio frequency signal is sent from the antenna ring to the transponder

in the key. The transmitted energy powers the key’s integrated circuit, and the transponder transmits its

code back to the antenna ring. The transmitted code is received by the Immobiliser module and compared

with the stored codes. At the same time, the Powertrain Control Module (PCM) will request permission to

start. If the transponder and Immobiliser module codes match, the module will enable the Starter Motor

relay and send a coded signal to the PCM. Once the PCM recognizes the coded signal, it will enable the

fuel and cir cuits.

If the transmitted code from the transponder key is incorrect or the module receives no code, the starter

motor will not operat e and t he fuel and spark systems r em a in disabled.

If there is a malf unction – either incorrect transponder or no comm unication, the ‘CHECK ENGINE’ lamp in

the instrum ent cluster flashes and the r elevant t r ouble code is stored in both the ICU and the PCM.

The module is init ially programm ed as standard with two transponder codes, cor responding to t he two k eys

supplied with the vehicle. Should a key be lost, or an additional key required, uncoded keys are easily

programmed into the system with the aid of TECH-2. A maximum of 5 transponder codes can be stored in

the ICU.

System Programming

Progr am m ing of the Immobiliser system is perf ormed with TECH-2 when:

• The Im m obiliser Control Unit is replaced.

• The Im mobiliser Control Unit is reset.

• The PCM is replaced.

• Additional ignit ion keys are required.

• An ignition key has been lost.

To enable the com plet ion of the programming sequence, t he technician should have obtained:

• The Vehicle Ident ification Number.

• The vehicle security code.

• The mechanical key number.

• Permission from TIS.

Security Data

The following codes/data ar e st or ed in the ICU reference memory during vehicle production:

• The Vehicle Ident ification Number.

• The vehicle security code.

• The mechanical key number.

• Engine type

• Transponder code/s

The security code cannot be deleted or altered with TECH-2. The transponder code/s and engine type are

processed internally only and are not displayed on TECH-2. The Vehicle Identification Number and

mechanical key number are stored as further information for vehicle identif ication and can be displayed on

TECH-2.

HOLDEN SERVICE TECHLINE _______________________________________________________________MARCH 1999

Security Code

The 4-digit security code prevents unauthorized program ming and access to the dat a in the ICU via TECH-

2. The secur it y code is prog rammed into the ICU.

Program Security Code

New Immobiliser Control Units do not contain a programmed security code. If the ICU is replaced, the

security code for that vehicle must be obtained, and then pr ogrammed into the I CU with T ECH- 2.

Replacement of the Immobiliser Control Unit

Due to the complex nature of the coded signals transmitt ed between the key and the ICU, it is necessary to

replace both existing ignition keys when the ICU is replaced.

Resetting of t he I mmobi liser Control Unit

Resetting of the ICU may necessitate replacement of either of both existing ignition keys. This situation is

most lik ely to occur if the ICU is swapped from one vehicle to another.

Replacement of t he PCM

Once programmed to the vehicle Immobiliser system, the PCM cannot be removed and used in another

vehicle. The is no PCM reset procedure available at this point in time – the Service Programming System

(SPS) required for resetting a PCM does not apply to current Jack ar oo and Monterey.

Loss of a Transponder Key

If a transponder k ey is lost, all t ransponder codes in t he Im mobiliser Cont rol Unit mu st be er ased t o prevent

unauthorised use. This will ensure that, whilst the ‘lost’ key will allow access to the vehicle, it cannot be

used to start t he vehicle.

Aft er erasing all existing codes, the transponder codes of the remaining keys and the new transponder key

can be programmed.

NOTE:

Programming Approval must be obtained from TIS, using the ‘’Enable Programming” option, before either

control unit or transponder key progr am m ing is perform ed.

Once Programming Approval has been obtained, TECH-2 will allow five programming operations. Once all

five prog r am ming operations have been used, Prog r am ming Approval will then have to be obtained ag ain.

If the five programming operations are not used within two days, they will be cleared from TECH-2,

requir ing further Programm ing Approval to be obtained.

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

WATER STAINED HEADLINING

(GROUP 1)

PROBLEM DESCRI PTION

Water leaks through the sealer and seam where

the roof panel meets the door opening frame

panel assembly due to gaps or holes in the

sealant.

SERVICE RECTIFICATION

Determine whether the water leak originates from

the left or right side of the vehicle. Remove the

roof finisher moulding as per the VT Series

Service Manual Volume 1, Section 1A9, page

1A9-11. Reseal along the entire length of the

seam with Silastic RTV 732 Holden part number

92140051 or a similar silicon or polyurethane

product.

Refit the roof finisher moulding.

FIGURE 1 (roof finisher moulding must be

removed to apply sealant)

WARRANTY CLAIM INFORMATION:

Description Reseal Roof Panel Seam –

RHS

Labour Op. No. A000252

Time 0.5 hr

Failure Code 87

Description Reseal Roof Panel Seam –

LHS

Labour Op. No. A000255

Time 0.5 hr

Failure Code 87

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

SERVICE MANUAL CORRECTION - A/C

SUCTION/DISCHARGE HOSE ASSEMBLY

SECURING NUT TORQUE

(GROUP 2)

In the VT Series Service Manual, Volume 1,

Section 2B Air Conditioning – Removal &

Installation, pages 2B-40 & 2B-43, the specified

torque for the compressor suction/discharge

hose assembly securing nut is incorrectly

quoted.

The specified torque should read 28 – 42 Nm

(as stated on page 2B-41 for the V8

compressor)

Please ensure the service manual is updated in

the relevant sections to show the correct torque

settings.

SUCTION/DISCHARGE HO SE

ASSEMBLY SECURING NUT

TORQUE SPECIFICATION 28 – 42 Nm

SIDE AIR BAG DIAGNOSI S (VERSION 8.1)

(GROUP 12)

On vehicles with side air bags (SDM 8.1), it

should be noted that SDM connector YB189 is

equipped with shorting link busbars. While this

does not effect the operation of the SRS, it will

effect the diagnostic procedures detailed in

Volume 12 of t he VT Series Service Manual.

Whenever a diagnostic procedure asks a

technician to check a circuit f or an open or short

while SDM connector YB189 is disconnected,

the technician will need to open the short ing link

busbar f or t hat particular circuit.

To open the shorting link busbar for a particular

circuit, insert a spade type terminal,

approximately 3 mm in width (or alternatively,

use tool KM-609-9 from the KM-609 kit) into the

openings (nom inat ed as A, B, C, D, E or F in the

following diag ram) opposit e the cir cuits terminal,

ref er Fig. 1 below.

SHORTING LINK BUSBAR

A Terminals 1 & 2 - left hand pre-tensioner

circuit

B Terminals 3 & 4 - right hand pre-tensioner

circuit

C Term inals 10 & 11 - dr ivers air bag circuit

D Terminals 13 & 14 - passenger air bag

circuit

E Terminals 16 & 17 - left hand Side air bag

circuit

F Terminals 18 & 19 - right hand Side air bag

circuit

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

ENGINE STALL

JR & JS; 4Cyl. Engines

(GROUP 6M)

PROBLEM DESCRIPTION

With vehicle stationary, the engine idle is too

high; EG: 1000 RPM+, and engine may later

stall or the idle may remain high.

This is caused by a build-up of engine by-pass

gasses and IACV solenoid shaft/bearing wear

particles on the IACV solenoid shaft, which

causes the IACV to stick at any point in its

operating range. This will result in either too

high or too low IACV air entry to the throttle

body and engine.

When the IACV subsequently “unsticks” and

returns t o normal operation, the result may be a

stall or higher than normal idle RPM. It is not

possible to effectively clean the IACV to correct

this condition.

SERVICE RECTIFICATION

To correct this condition, carry out the following

idle resetting procedure:

1. Connect Tech-2 and check for DTC’s. If any

are stored, correct the fault defined. (Refer

to Warranty Information below for claiming

for this work).

a/. If NO DTC exists – refer to previously

released Techline item: August, 1998, Issue 6,

page 7, regarding relay fitment and intermittent

power loss.

b/. If DTC P0100 exists – refer to previously

released Techline item: May, 1998, Issue 3,

page 14. NOTE: use of this service rectification

on a 4 cylinder vehicle will require soldering of

the smaller gauge wires to the terminals.

2. Remove air intake hose from throttle body,

to gain access t o t hr ot tle blade.

3. Install a new IACV and gasket . If g asket has

a “vee” notch on outer edge, it must f ace the

top of t he IACV flange on assembly.

4. Check for blow-by gas deposit in throttle

body – around IACV port and on lower side

and edges on the throttle blade. If deposits

are present, clean them off using a small

quantity of Top Engine Cleaner P/N

1050002 on a rag.

5. Reinstall air intake hose to throttle body.

6. Undo idle screw lock nut (at front RH side of

thrott le body).

7. Start engine and run until normal operating

temperat ur e is r eached.

8. With Tech 2 connected, engine running,

coolant temper ature g reat er than 85°, A/C (if

fitted) ON and active – turn in the idle screw

until engine idle is at 1400 RPM.

9. With one hand on the throttle cable,

disconnect the IACV connector – modulate

throttle opening to ensure engine does not

stall.

10. With IACV disconnected and the throttle

linkage resting against the throttle stop, the

engine should be idling at 500 – 600 RPM

approx.. Now adjust idle to 500 RPM (or as

close as possible) with the idle screw

(ensure A/C is O N and act ive).

11. Tighten idle screw lock nut and confirm idle

speed is still at 500 RPM.

12. Turn ignition off to stop engine.

13. Apply yellow paint to the idle screw and lock

nut at the thread mating point. Paint should

be visible from front of engine compartment

for inspect ion purposes

14. Reinstall IACV connector then turn ignition

ON and OFF and remove the key from the

ignition lock barrel – seven times with a

minimum of a five second pause after each

key removal. This action “teaches” the

system its new idle software switch position.

15. Start the engine and check using Tech 2

that the system has simulated idle active

and that the IAC integ rator steps ar e no less

than 25 once idle has been established.

(with A/C OFF and no load on eng ine).

16. Check using Tech 2 that engine idle is

correct (750+- 80 RPM).

The idle resetting procedure is now

complete.

Refer below for Warranty Claiming and Parts

Information.

Update

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

PARTS INFORMATION

Part No.: Description: Qty

90411546 Valve – Idle Air Control (IAC). 1

90466220 Gasket - IACV 1

To identify latest type IACV, refer to the

following information - originally issued in

Techline Issue 2, March, 1999. DO NOT USE

“OLD” TYPE IACV’s. Only “CURRENT” TYPE

IACV’s are in stock at HSPO.

“OLD” TYPE IACV

“CURRENT” TYPE IACV

WARRANTY CLAIM INFORMATION:

When claiming for correction of any DTC’s that

may be found on initial check s – ref er t o section

99 of the Labour Time Manual, use the relevant

Labour Operation Number for the DTC. For

replacement of any component found faulty

during that DTC diagnosis – use the relevant

Labour Operation for remove and replace of the

fault y part .

To claim the idle resetting procedure detailed

above use the following information:

Description Reset Engine Idle

Labour Op. No. J000610

Time 0.6 hr

Failure Code 84

90 411 546

SIEMENS 5WK9 0631

ESP207 – 13

90 411 546

SIEMENS 5WK9 0631 X

ESP207 – 13 A

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

SPARK PLUG LEAD REVISIONS

VT & VS

(GROUP 6Y)

GENERAL INFORMATION

As a product improvement, revised spark

plug leads are to be introduced as a running

change in production.

The colour change of the spark plug leads –

from grey to black - is the main identifying

feature of these improved leads. The leads are

also fitted with 45° angled spark plug boots (in

lieu of straight boots).

This Techline item is provided as an advance

warning of this impending change, and to make

Service and Parts personnel aware of the

changed appearance of VT spark plug leads.

Serviceability of VS Spark Plug Leads is also

affected, as these improved leads are to be

used on VS as service replacement parts.

Holden Service has taken steps to provide these

improved leads as soon as possible through

HSPO. Thus – stock is available now and the

new leads are being supplied in lieu of the

earlier grey coloured leads.

PRODUCTION RECTIFICATION

As these revised plug leads are progressively

introduced into production, the details will be

added to the “BREAKPOINT SUMMARY” page

in a future Techline issue/s.

SERVICE RECTIFICATION – VS & VT

V8 & V6 (non-Supercharged) Engine:

When replacing any failed grey coloured spark

plug leads, select the new lead assembly from

HSPO PartFinder. Only the improved (black)

leads are current ly available.

V6 Supercharged Engine:

In service, whenever a failure of an earlier

production (grey coloured) supercharged V6

engine spark plug lead occurs – Replace the full

set of spar k plug leads.

Failure of the latest type (black coloured)

leads requires replacement of the failed

lead only.

NOTE: Some technicians are removing the

locating spring f rom spar k plug boot s – DO NO T

REMOVE locating springs from any

supercharged V6 engine spark plug lead boots.

This does not address the root cause and may

result in a repeat failure which will

inconvenience customers.

PARTS INFORMATION

At the time of publication of this Techline issue,

new spark plug lead set part numbers were not

available on HSPO PartFinderTM. Use the

following chart for parts ordering until the part

numbers are available on PartFinderTM.

Part No.: Description: Qty

92142484 Lead Set – Spark Plug

(For non-S/C V6) 1

92065060 Lead Asm. – Cylinder 1 1

92065061 Lead Asm. – Cylinder 2 1

92065062 Lead Asm. – Cylinder 3 1

92065063 Lead Asm. – Cylinder 4 1

92065064 Lead Asm. – Cylinder 5 1

92065065 Lead Asm. – Cylinder 6 1

92142486 Lead Set – Spark Plug

(For S/C V6 only). 1

92065066 Lead Asm. – Cylinder 1 1

92065067 Lead Asm. – Cylinder 2 1

92065068 Lead Asm. – Cylinder 3 1

92065069 Lead Asm. – Cylinder 4 1

92065070 Lead Asm. – Cylinder 5 1

92065071 Lead Asm. – Cylinder 6 1

92142485 Lead Set – Spark Plug

(For V8) 1

92065072 Lead Asm. – Cylinder 1 1

92065073 Lead Asm. – Cylinder 2 1

92065074 Lead Asm. – Cylinder 3 1

92065075 Lead Asm. – Cylinder 4 1

92065076 Lead Asm. – Cylinder 5 1

92065077 Lead Asm. – Cylinder 6 1

92065078 Lead Asm. – Cylinder 7 1

92065079 Lead Asm. – Cylinder 8 1

92064857 Lead Asm. – Coil to Dist . VT 1

92064856 Lead Asm. – Coil to Dist . VS 1

WARRANTY CLAIM INFORMATION:

Use existing inf or mation in Labour Time Manual

Update

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

CHASSIS PLUGS

FRONTERA GROUP 1

The 1999 model Frontera has four chassis holes that are used as tie down points during shipment. I –

GM request that these holes be filled with plugs that ar e supplied in the glovebox (ref attached drawing)

FUEL FILLER

RODEO CREW CAB GROUP 8

In instances where customer s com plain that a petrol engine Rodeo crew cab vehicle is difficult to fuel or

is blowing back thr ough the filler neck, improvement can be achieved by replacing the filler neck and

hose.

The cause of the problem is the fuel filler neck / hose com bination not allowing sufficient f low to the t ank

I–GM have released a modified hose to be used in conjunction with a space cab filler neck to rectify the

situation. Please r efer to details below for the special labor operation number and st andar d time.

Hose part number : 92074583

Filler neck par t number: 8971676480

Labor operation num ber : L000184

Standard tim e: 0:9 h

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

stem

(w)

1998

F0:

Powertrain

F1:

Chassis

F2: Body

(w) 1999

Vehicle

Select one of the followin

Bod

Immobiliser

Airba

Anti Theft Warnin

Other

(w) 1999

Immobiliser

Bod

F0: Dia

nostic Trouble

F1: Data Di s

F2: Sna

shot

F3: Actuator Tests

F4: Additional Functions

F5: Pro

rammin

(w) 1999

JACKAROO IMMOBILISER

JACKAROO GROUP 12

In response to a high level of inquiries r e garding the process involved to program an additional ignit ion

key to a current m odel Jackaroo, a step by step outline has been produced t hat shows the tech 2 scr een

as it will appear as you move through the program.

NOTE: To code a new ignition k ey, a four-digit security number is requir ed r efer step 6.

The security number is obt ained from TAS using the form attached to dealer

letter 8/ 98. It would be advisable to obtain this number before coding the k ey.

Step 1) Connect t e ch 2 t o vehicle

Select diagnost ics, select t he vehicle as required, e.g.

1998 Jackaroo you will then see the screen as

displayed in picture 1.You must t hen select body.

Picture 1

Step 2)

Select immobiliser

Refer pict ur e 2

(Step 3)

Select programming

Refer pict ur e 3

Picture 2 Picture 3

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

Step 4)

Select program

transponder keys.

Refer pict ur e 4

Step 5)

You will see the screen

as in picture 4. You will

then need TI S appr oval

Picture 4 before pressing confirm. Picture 5

Step 6)

Enter four digit security

number obtained using

the f or m attached to dealer

letter 8/98.

Refer pict ur e 6

Step 7)

Insert new k ey

And confir m .

Refer pict ur e 7

Picture 6 Picture 7

Pro

rammin

F0: Program Immobiliser

Function

F1: Program Transponder-

keys

F2: Program m echanical

Key Number

(w) 199

Jackar

) 1999

Jackaroo

(w) 1999

Jackaroo

Pro

ram

(w) 1999 Jackaroo

Electronic S ystem:

Immobilise

F2: Body

Please get programming

approval from

TIS!

(

(w) 1999

Jackaroo

Confirm

Program Immobiliser

Function

(W) 1998 Jackaroo

Electronic S ystem:

Immobiliser

Security Code

0 0 0 0

(w) 1999

Jackaroo

(Press ENTER key to

continue

Program

Transponder-

(W) 1998 Jackaroo

Electronic S ystem:

Immobiliser

Insert Non-Programmed

Transponder Key

Confirm

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

Step 8)

You will see the screen

As shown in picture 8.

Tech 2 will request you

turn the ignition on, then of f.

Step 9)

At completion of the

Progr am m ing a final screen

will appear asking if more

keys are to be coded.

Refer pict ur e 9.

Picture 8 Picture 9

(w) 1999

Jackaroo

(w) 1999

Jackaroo

Pro

ram

(W) 1998 Jackaroo

Electronic S ystem:

Immobiliser

Programming Transponder

Key

(w) 1999

Pro

ram

(W) 1998 Jackaroo

Electronic S ystem:

Immobiliser

Program more Transponder

Keys ?

YES NO

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

DECLUTCH GROWL NOISE

VT with V8 & M/T

(GROUP 7A)

PROBLEM DESCRI PTION

A “growl” noise may be heard from the clutch

pedal area when de-clutching during gear

changes, with engine at high RPM ie. 3000

RPM and higher.

This noise is clutch pressure plate excitation

noise, transferred via the hydraulic system.

SERVICE RECTIFICATION

A new Damper and Pipe Assembly should be

fitted to any complaint vehicle in place of the

existing Pipe Assembly – Hose to Master

Cylinder as follows:

• Remove existing Pipe Assembly – Hose to

Master Cylinder (between clutch master

cylinder and slave cylinder).

• I nstall Dam per and Pipe Assem bly- Clutch in

place of pr eviously removed pipe assembly.

• Torq ue tube nuts to 12-14Nm.

• Bleed air f r om hydraulic system.

After fitting of the damper and pipe assembly,

the “growl” noise described will be effectively

reduced throughout the engine operating RPM

range.

In the event some level of noise remains, the

following information will be of assistance:

Ensure clutch hydraulic system is free from air

after damper fitment. Air presence will reduce

damper effectiveness. Rapid, repeated strokes

of the clutch pedal will assist in dislodging air

from the damper assembly. In severe cases, it

may be necessary to remove the damper from

the pipes, and reverse the damper unit to allow

fluid f low in the opposite direction – when this is

done, ensure orient ation of t he dam per is as per

the accompanying sk et ch.

NOTE: The damper and pipe assembly is of a

“tuned” design and is supplied in an assembled

condition to ensure correct orientation of the

damper. If the damper and pipe assembly, or

the pipe/s are removed for any reason, it is

important to ensur e that t he damper is r ef itt ed in

the same orientation as shown in the attached

sketch. I f the damper pipes are dam aged, they

should be replaced with a new assembly from

HSPO - new pipes should NOT be made f or this

installation.

PARTS INFORMATION

Part No.: Descripti on: Qty:

92082692 Damper and Pipe Asm. 1

WARRANTY CLAIM INFORMATION:

Description Fit V8 Clutch G r owl Damper

Labour Op. No. K000255

Time 0.4 hr

Failure Code 40

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

VEHICLE VEERS LEFT

(GROUP 3)

PROBLEM DESCRIPTION

When travelling over 80 km/h the vehicle tends

to drift/veer left.

SERVICE RECTIFICATION

VT Series Vehicles (non ‘S’ or ‘SS)

1. Check tyre pressures. Check for abnormal

tyre wear. Rotate tyres if necessary.

2. Check the front cross member alignment

and align as necessary (use the cross

member aligning tool). Replace the cross

member bolts if the cross member is

realigned.

3. Test dr ive and evaluate the vehicle.

4. If the vehicle still veers left, wheel align the

vehicle to achieve the following:

• The camber on the LHS should be more

negative than the RHS, but no more than

0°30’. Replace the lower strut attaching

bolts if the camber is adjusted.

• Set the front wheel toe as per the VT Series

specificat ions t abulated below.

FRONT WHEEL ALIGNMENT AT KERB

WEIGHT

Toe – in Degrees Total 0°10 ± 0°10’

Degrees per Wheel 0°05’ ± 0°05’

VT Series Vehicles (S & SS)

1. Check tyre pressures. Check for abnormal

tyre wear. Rotate tyres if necessary.

2. Check the front cross member alignment

and align as necessary (use the cross

member aligning tool). Replace the cross

member bolts if the cross member is

realigned.

3. Wheel align the vehicle to achieve the

following:

Figure 1.

• Set the camber 0°30’ more negative on the

LHS than the RHS. Refer to Figure 1.

Replace the lower strut attaching bolts and

nuts.

• Fit one spacer washer P/N 90075037 to the

right hand side tension rod as indicated in

Figure 2. Only one spacer washer should be

used to alter the caster setting (2 washers

total).

Figure 2 ( LHS shown, fit to RHS)

• Set the front wheel toe as per the VT Series

specificat ions t abulated below.

FRONT WHEEL ALIGNMENT AT KERB

WEIGHT

Toe – in Degrees Total 0°10 ± 0°10’

Degrees per Wheel 0°05’ ± 0°05’

4. Test dr ive the vehicle and evaluate.

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

5. If the vehicle continues to veer left, further

checks may be required, including rear

cross member alignment. Ensure tyre

pressures have been checked.

PARTS INFORMATION

Select the following parts as required, defined

by the above procedures.

Part No.: Description: Qty

92138396 Bolt – Front Suspension

to Frame Upper 4

11090821 Bolt – Steering Knuckle to

Tube 4

92138205 Nut – Steering Knuckle to

Tube 4

90075037 Washer – Rod to Cr oss

Member 1

WARRANTY CLAIM INFORMATION

For VT Ser ies non S or SS vehicles:

Description Veer Left Correction –

non S or SS

Labour Op. No. E000332

Standard T ime 0.5 hr

Add Time for

Wheel Alignm ent *0.7 hr

Failure Code 25

For VT Ser ies S or SS vehicles :

Description Veer Left Correction

S, SS

Labour Op. No. E000335

Standard T ime 0.5 hr

Add Time for

Wheel Alignm ent *1.2 hr

Failure Code 25

*NOTE: If wheel alignment is sublet (including the

camber and caster adjustment) claim the sublet

expense in “net items” column. Please note that the

“add” time for wheel alignment cannot be claimed as

a labour expense when work is sublet.

ENGINE ROUGH IDLE (Diagnosis Hint)

(GROUP 6C)

PROBLEM DESCRI PTION

Engine idles roughly in neutral in M/T equipped

vehicles, or when “N”, “D” or “R” select ed in A/T

equipped vehicles.

No DTC’s are found with Tech 2.

SERVICE RECTIFICATION

A cause of this complaint has been found to be

foreign material caught between the EGR Valve

pintle and its seat.

To correct this condition:

- Remove the EGR Valve f r om the engine.

- Connect Tech 2 and ‘drive’ the EGR Valve

fully open using Tech 2.

- Remove any foreign material from the valve

pintle and seat, inspect the pintle and seat for

damage ( r eplace if damaged).

- Refit EGR Valve to engine, start engine,

confir m idle quality and EGR operation is OK.

After this has been done, return the foreign

material removed – protectively packaged - with

a defective material tag to REPAC when

requested.

WARRANTY CLAIM INFORMATION:

Use existing information in Labour Time Manual

as shown:

Description EGR Valve - Replace

Labour Op. No. J980500

Time 0.4 hr

Failure Code 12

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

REVISED ENGINE COOLING FAN

OPERATION

VT with V6 (non-S/C)

(GROUP 6K)

GENERAL INFORMATION

Engine cooling fan operation on V6 engines has

been revised to two single speed fans (one low

speed, one high speed) – replacing the previous

two dual speed fans.

In effect, either one or both fans will operate,

and fan speeds will not change.

NOTE: Supercharged V6 Engine cooling fans

and operation remains the same.

Identification of these new fans is by their two

wire connections in lieu of the four wire

connections on earlier built vehicles.

This change also affects parts replacement of

other associated components – refer “PARTS

INFORMATION” section below.

A new VT service manual, Volume 14A, will be

issued shortly. To assist technicians with

knowledge of the engine cooling fans operation

and diagnosis prior to issue of this service

manual - an excerpt from the draft version of

that service manual is included on the following

pages of this Techline issue.

PRODUCTION INTRODUCTION

ISOVIN: Build Date:

6H8VTL69HXL435513

(V6 with A/T) 05/03/99

6H8VTK69HXL435642

(V6 with M/T) 06/03/99

6H8VTK69HXL435439

(V6 with LPG – Option KL7) 06/03/99

PARTS INFORMATION

This change to cooling fans also affects:

- Radiator Assembly

- Engine Control Module (M/T)

- Powertrain Module (A/T vehicles & KL7 LPG

vehicles)

- Baffle, Air Chute Lower (Air Dam)

- Front Fascia (bumper)

- Harnesses and Relays

Please note: When ordering parts – until parts

are fully defined by the breakpoints shown – in

future issues of PartFinderTM – Dealership Parts

personnel should contact Parts Technical

Department in Melbourne for assistance in

selection of correct part numbers. Ensure

vehicle details are supplied when calling Parts

Technical for this information.

WARRANTY CLAIM INFORMATION:

Labour Operation numbers and times shown in

the Labour T ime Manual are not aff ected by this

revision.

HOLDEN SERVICE TECHLINE ________________________________________________________________ APRIL 1999

The following information is an excerpt from VT

Service Manual, Volume 14A, to be released

shortly.

1. GENERAL INFORMATION

The engine cooling system on VT Series II Models with V6

engine carries over from VT Series Models, noting the

following:

As a running change, approximately March 1999, two

single speed electric engine cooling fans were introduced

to vehicles with V6 engine; a low speed fan and a high

speed fan (as compared to; two, two speed electric cooling

fans).

As information about these new engine cooling fans has

not been published before, this Section has been compiled

to cover their introduction.

For information, including General Information, Service

Operations, Specifications and Torque Wrench

Specifications, that is not covered in this Section, refer to

Section 6B1-1 ENGINE COOLING - V6 ENGINE in Volume

2 of this Service Manual.

NOTE: The cooling system for vehicles with V6

supercharged engines does not change for VT Series II

Models.

1.1 COOLING FAN OPERATION

On VT Series II Models with V6 engines, the engine

cooling fan motors have two terminals; one positive and

one negative. The positive terminals are permanently

connected to battery voltage. When the negative terminal

is connected to earth through the low speed cooling fan

relay, the low speed cooling fan will operate. When the

negative terminal is connected to earth via the high speed

cooling fan relay, both cooling fans will operate.

The low speed cooling fan operation is enabled when the

low speed engine cooling fan micro relay (located in the

engine compartment relay housing, labelled Lo Fan) is

energised by the Body Control Module (BCM) via a request

from the Powertrain Control Module (PCM). The PCM will

request low speed fan enable and disable via serial data

communication to the BCM on circuit 1221 (Red/Black

wire). After the PCM requests a change in the state of the

low speed relay (i.e. OFF to ON or ON to OFF), the BCM

will send a serial data response message back to the PCM

confirming it received the message.

The PCM determines when to enable the low speed fan

relay based on inputs from the A/C request signal, Engine

Coolant Temperature (ECT) sensor and the Vehicle Speed

Sensor (VSS).

LOW SPEED FAN OPERATION

The low speed cooling fan relay will be turned ON when:

•Air conditioning request indicated (YES) and the

vehicle speed is less than 30 km/h or

•Air conditioning pressure is greater than 1500 kPa or

•Coolant temperature is greater than 104°C or

•An engine coolant temperature sensor failure is

detected by the PCM, refer to Section 6C1

POWERTRAIN MANAGEMENT - V6 ENGINE for

additional information.

•When the ignition switch is turned from ON to OFF

and the engine coolant temperature is above 117°C.

The BCM will continue to energise the low speed

engine cooling fan micro relay for approximately four

minutes.

The PCM will request the BCM to switch off the low speed

cooling fan relay when the following conditions have been

met:

•Air conditioning request not indicated (NO) and the

coolant temperature is less than 99°C or

•Air conditioning request indicated (YES) with pressure

less than 1170 kPa, vehicle speed greater than 50

km/h and coolant temperature less than 99°C.

HIGH SPEED OPERATION

The PCM determines when to enable the high speed fan

relay based on inputs from the ECT sensor. The high

speed cooling fan relay will be turned ON if the low speed

cooling fan relay has been energised for one second and

the following conditions have been met:

•If there is a BCM message response fault, setting a

DTC 92 or

•An engine coolant temperature sensor failure is

detected by the PCM, refer to Section 6C1

POWERTRAIN MANAGEMENT - V6 ENGINE for

additional information or

•Engine coolant temperature is above 107°C or

•Air conditioning pressure is greater than 2000 kPa.

NOTE: If the low speed cooling fan is off when the criteria

for turning the high speed cooling fan on are first met, the

high speed cooling fan will turn on 5 seconds after the low

speed cooling fan is switched on.

If both the high and low speed cooling fans are enabled,

the PCM will turn the high speed cooling fan off when:

•The engine coolant temperature is less than 103°C

and

•Air conditioning request is not indicated (No) or

•Air conditioning request is indicated (Yes) and the

pressure is less than 1500 kPa.

2. SERVICE OPERATIONS

Service Operations for the cooling system on vehicles with

V6 engine carry over from those detailed in Section 6B1-1

ENGINE COOLING - V6 ENGINE in Volume 2 of this

Service Manual, noting the following.

To accommodate the new engine cooling fans, a minor

revision to the lower baffle air chute was made, however,

this revision does not effect the way the air chute attaches

to the front of the vehicle.

If reinstalling a cooling fan, cooling fan motor or shroud

assembly to a VT Series II vehicle with a V6 engine, refer to

4. TORQUE WRENCH SPECIFICATIONS in this Section

for the correct torque wrench specifications.

3. SPECIFICATIONS

VT SERIES II ENGINE COOLING FAN 1 (LOW SPEED)

Number of blades................................................... 5

Spacing................................................................... Even

Material................................................................... Polypropylene (20% glass filled)

Diameter................................................................. 300 mm

Electric motor drive................................................. 80 watts (nominal)

VT SERIES II ENGINE COOLING FAN 2

Number of blades................................................... 4

Spacing................................................................... Even

Material................................................................... Polypropylene (7.5% glass filled)

Diameter................................................................. 340 mm

Electric motor drive................................................. 120 watts (nominal)

4. TORQUE WRENCH SPECIFI CATIONS

Cooling Fan and Shroud to Radiator Attaching Bolt............................................ 3.0 - 4.5

Cooling Fan Motor Shaft Attaching Nut............................................................... 4.9 - 7.4*

Cooling Fan Motor to Shroud .............................................................................. 1.8 - 1.3

* Apply Loctite 243 or equivalent to Holden Specification HN 1256

HOLDEN SERVICE TECHLINE __________________________________________________________________ JUNE 1999

FRONT DOOR CHECKLINK NOISE

VT, JR, JS

(GROUP 01)

This Service Techline supersedes the previous

Techline on this topic, Issue 9/98. The revised

checklink bolt P/N 09116434 is also to be used on

JR/JS Series Vectra vehicles. Please ensure

previous techlines on this topic are removed from

dealership circulation.

PROBLEM DESCRI PTION

When opening or closing the front doors, a

clicking noise is heard from the front door

checklink ar ea.

PRODUCT RECTIFICATION

The revised checklink bolt went into production as

indicated in the table below:

Series Tag # Build Date

VT L414099 16/12/98

JS L413368 17/12/98

Series VIN # Build Dat e

JR/JS Impor ted W7059751 22/12/97

SERVICE RECTIFICATION

Fit the revised door checklink bolt to both front

doors and torque to 14Nm.

Perform the following steps when installing the

revised checklink bolt.

1. Torque the BOLT first to 14Nm,

2. then Tor que the NUT to 14Nm .

NOTE: The process of torqueing the bolt before

the nut ensures t he bolt is seated complet ely prior

to f inal t or queing via the nut.

PARTS INFORMATION

Part No.: Descri pt i on: Qty

Req’d:

09116434 Bolt – Door Check Strap to

Support 1

WARRANTY CLAIM INFORMATION:

Description Door Check St rap Bolt Replace

– Both Sides

Labour Op. No. C000358

Time 0.3 hr

Failure Code 27

BLOWER MOTOR RESISTOR FAILURE

(GROUP 2) HEATING AND A/C

This Service Techline supercedes the previous

techline on this topic, Issue 6/98. The previous

techline should be removed from dealership

circulation.

PROBLEM DESCRIPTION

The blower motor resistor may fail due to high

current draw from the blower motor and fan

assembly.

PRODUCT RECTIFICATION

A revised blower motor was introduced into

production f rom L352114, build date 01/07/98.

SERVICE RECTIFICATION

If a blower motor resistor fails, replace the blown

resistor with an auto resetting resistor, P/N

92142049.

DO NOT replace the blower motor.

The revised resetting resistor includes an auto

resetting circuit for fan speed 1 only. Fan speed 2

and 3 operate on a separate circuit using the

existing fusible link system. Fan speed 4 draws

power directly from the relay.

In the event that the resistor circuit breaker trips

on fan speed 1, the auto resetting resistor will

reset itself within a short period of time.

PARTS INFORMATION

Part No.: Description: Qty:

92142049 Resistor Assembly 1

WARRANTY CLAIM INFORMATION:

Use existing inf or mation in Labour Time Manual.

Update

HOLDEN SERVICE TECHLINE __________________________________________________________________ JUNE 1999

ENGINE MISFIRE/KNOCKING SOUND

HINT

VT with V8

(GROUP 6Y)

This hint (courtesy of Watson Holden, Traralgon)

is provided to reduce diagnosis time for the

unusual problem ment ioned below.

PROBLEM DESCRI PTION

Some vehicles have suffered an engine misfire

and/or a “knocking” noise from the engine

compartment.

This is caused by a powertrain harness retaining

bracket (used on V6 non-S/C engined vehicles

only) being fitted to a V8 engined vehicle, and

rubbing on the V8 ignition coil when the engine

moves rearward.

This V6 bracket serves no useful f unction on a V8

engined vehicle.

SERVICE RECTIFICATION

When investigating any V8 engine misfire

complaints or ‘knocking noise from the engine

compartment on acceleration, etc, - check

whether there is a met al har ness r etaining bracket

fitt ed to the dash panel (via the A/C case retaining

nuts) immediately rearward of the ignition coil. If

there is a bracket at this location, remove and

discard the bracket and refit the A/C case

retaining scr ew.

REAR MAIN OIL SEAL HOUSING

REPLACEMENT REQUIREMENT

VS V6 & VT V6

(GROUP 6A)

PROBLEM DESCRIPTION

Difficulty in removal of gasket remnants from

engine block and/or the rear main seal housing,

creates the possibility of damage to the cylinder

block or t he rear main oil seal housing.

This means t here is a possibility of a repeat r epair

after any removal and replacement of the rear

main oil seal housing and gasket.

SERVICE RECOM MENDATIO N

A new rear main oil seal housing and gasket

assembly – as noted in Parts Information below -

MUST be fitted.

Whenever a rear seal housing and/or gasket is

removed – for any reason – t he original rear ma in

oil seal housing and gasket must NOT be re-

used.

Great care must be exercised in the removal of

gasket remnants from the cylinder block, to avoid

any type of damage.

PARTS INFORMATION

Part No.: Description: Qty

Req’d:

24507385 Housing As m. – Rear

Main Oil Seal.

Consists of: Rear Main Oil

Seal Housing, Gasket and

Retaining Bolts.

HOLDEN SERVICE TECHLINE __________________________________________________________________ JUNE 1999

MISFIRE OR SPARK PLUG LEAD DAMAGE

DURING ASSEMBLY

“Service Precaution”

VS, VT

(GROUP 6Y)

PROBLEM DESCRI PTION

Misfire problems may be experienced short ly af ter

fitting the new spark plug or coil leads described

in Techline Bulletin, I ssue 3, April, 1999, page 9.

Engine assembly plant investigation of such

failures has shown that plug leads must be

centred to avoid incomplet e engagement.

SERVICE RECTIFICATION

W hen installing plug leads, engag e the boot, then

“feel” for centering of the lead terminal to the

spark plug or coil post. Once aligned, push the

terminal until fully seated and positively engaged

with the spark plug/coil post.

This is necessary because these new lead

terminals are a more exact fit to the mating

terminals.

RADIATOR HOSE ABRASION

“Service Precaution”

VT, V6

(GROUP 6K)

PROBLEM DESCRI PTION

The upper radiator hose may be abraded by the

power steering hose-to-reservoir retaining clamp,

if the “tail” of the power steering hose clamp

contacts the r adiator hose after tightening.

SERVICE RECTIFICATION

When vehicles are being serviced, ensure that

the power steering reservoir hose clamp “tail”

does not contact the upper radiator hose. If

necessary, bend the hose clamp “tail” down onto

the hose clamp so no further contact can occur.

When assembling power steering hoses to the

power steering f luid reservoir - ensure the “tail” of

the power steering hose clamp is not within 5mm

of t he r adiat or hose, after tightening. This can be

done by correct orientation of the clamp prior to

tight ening, or by bending the “t ail” of the hose

clamp away from the radiator hose, if necessary,

aft er tightening.

PRODUCTION PRECAUTION

As a result of PIR’s received, correct orientation

of hose clam ps occur r ed as follows:

ISOVIN: Build Date:

6H8VTK69HXL447198 13/04/99

ENGINE OIL PAN SEALANT

(GROUP 6A)

PROBLEM DESCRIPTION

W hen ref itting an eng ine oil pan to an eng ine, the

quoted sealant on TIS is 90 543 772.

This sealant is not currently available from HSPO.

SERVICE RECOM MENDATIO N

The local comm er c ial equivalent to this sealant is:

“Dow Corning 1080”

– which is available from retail outlets that stock

Dow Corning products. Available in 310gm

cartridges which can be used for at least five

repairs.

For the address of your local retail outlet, call

Dow Corning Customer Ser vice on 1300 360 732

HOLDEN SERVICE TECHLINE __________________________________________________________________ JUNE 1999

BRAKE LIGHT / CRUISE CONTROL

MALFUNCTION

TS ASTRA

(GROUP 12)

PROBLEM DESCRI PTION

PIR’s have highlighted the incident of stop lamp

constantly illuminated with the ignition switched to

ON and the foot off the brake pedal. The switch

mounting bracket may be misadjusted during the

assembly process. (See Fig ur e A below)

Figure A-Brake Light Switch

1- Mounting brack et

PRODUCTION RECTIF ICATION

The switch has been correctly mounted in

production f r om :

ISOVIN: Build Date:

WOLOTGF48X8046633 O ctober ‘98

SERVICE RECTIFICATION

In service, do not replace the brake light switch.

Adjust it using the following procedure:

1. Test St op Lam p Switch

• Switch off ignition and remove the stop lamp

switch from its holder allowing it to hang from

its connector under t he dash.

• Ensure the electrical connector is fully home.

Turn on the ignition and check that the stop

lamps illuminate.

• Manually depress the plunger to check the

stop lamps switch off.

2. Set the Stop Lamp Switch

Fully extend the plunger by pulling it away from

the switch body. Refer to Figur e B “2”. A click ing

type noise should be heard. See Fig ur e B below.

Figure B

1- Non extended switch

2- Fully extended switch

3. Reinstall

With the brake pedal depressed install the switch

then allow the pedal to retract onto it.

Test t he st op lam p switch for correct operat ion.

SPEEDO “PPK” PROGRAMMING

(GROUP 12)

SERVICE INFORMATION

The following information is repeated here for

technician reference, from VT SERIES II Service

Manual, VOLUME No. 14C, page 12C-75.

The information updates previous speedometer

PPK figures provided in VT SERIES

INSTRUMENTS Service Training manual

SD28323, issued to technicians during training

courses.

Tyre size 205 65 R15, select 6272 pulses.

Tyre size 215 60 R15, select 6285 pulses.

Tyre size 215 60 R16, select 6077 pulses.

Tyre size 225 50 R16, select 6391 pulses.

Tyre size 225 55 R16, select 6087 pulses.

Tyre size 225 60 R15, select 6238 pulses.

Tyre size 235 45 R17, select 6301 pulses.

HOLDEN SERVICE TECHLINE ___________________________________________________________________ JUNE 1999

DOORS HARD TO OPEN USING

EXTERIOR DOOR HANDLE

(GROUP 01)

This Service Techline supercedes the previous

techline on this topic Issue 3/98. Previous

techlines on this subject should be removed from

dealership circulation.

This techline consolidates and includes all

the latest technical information and parts.

The part number of the revised door lock

grease is 92143013.

PROBLEM DESCRI PTION

On some vehicles the door will not open when the

exterior door handle is operated and/or excessive

effort is required to operate door handle. The

door handle may also feel notchy in operation.

These conditions may be caused by incorrect

adjustment of the door connecting rod, excessive

friction within the door lock assembly or incorrect

door strik er adjustment.

This condition mainly affects rear door s.

PRODUCTION RECTIF ICATION

A revised rear exterior door handle rod was

introduced into production from L324734, build

date 08/04/98, to improve the action and lessen

the ef fort req uir ed t o open rear doors.

A revised door lock grease was introduced into

production f rom L446583, build date 12/04/99.

SERVICE RECTIFICATION

On complaint vehicles perform the following

adjustment and greasing procedure to front doors

as required. Rear door complaints require both

doors to have revised exterior door handle rods

fitt ed, adjusted cor rect ly and door lock assem blies

greased.

PARTS INFORMATION

Part No. Description Q t y

92078026 Exterior Door Handle Rod RH 1

92078027 Exterior Door Handle Rod LH. 1

92143013 Optitemp LG2 Grease (400g) 1

Step 1.

Remove door trim and peel back the inner door

dust shield sufficiently to access the door lock

assembly. Do not cut the dust shield .

Step 2. (Refer Fi gure A)

REAR DOORS: Remove exterior door handle

connecting rods. Fit revised rods, adjust exterior

handle connecting nut clockwise (downwards) to

the point at which the locking lever just binds and

then back off by 2 full turns. Check snib button is

funct ioning cor rectly.

Without removing door lock assembly, liberally

apply MOLYBOND GCP Spraygrease (or

equivalent) to lock mechanism, see Figure B.

This grease is recommended because of its

excellent water resistance and high temperature

performance.

The above grease can be purchased from list of

distributors shown at end of this Techline.

NOTE: Do not use products like CRC, WD40

etc as they do not have the long term

durability required for this application.

Step 3.

FRONT DOORS: Adjust exterior handle

connecting rod using the same procedure as for

the rear doors.

Note: On front doors if the nut is backed off too

far, the bottom of the rod will foul the plastic

shield which covers the lock assembly.

Do not apply spraygrease to f ront door s unless all

the other steps fail to improve the condition. In

the unlikely event that this will be required, the

lock assembly will need to be removed from the

vehicle to lubricate it t horoughly.

Step 4. (Refer Figure C)

W it h the lock claw in the f irst cat ch position, apply

Optitemp LG2 Grease ( P/N 92143013) in t he area

shown as indicated in Figure C.

HOLDEN SERVICE TECHLINE ___________________________________________________________________ JUNE 1999

Note 1: Push claw inwards slightly to ensure

maximum passage size for grease

flow.

Note 2. Add sufficient grease until it just fills

the cavity.

Note 3. Grease is best applied with a small

syringe (20ml) available from most

chemists.

Step 5.

Return claw to fully open position by operating

door handle and wipe all excess grease from

around the claw so that no grease deposits

are left on the door striker when the door is

closed.

Step 6.

Check and adjust door strik er position as req uired

so that striker is located centrally within the lock

aperture. Also r em o ve clear tape ( if present) from

around strik er .

Step 7.

Check exterior handle for effort and opening feel.

Also check snib butt on oper ation.

Note: If above procedure does not adequately

improve handle effort and opening quality then

the door lock may be damaged and should be

replaced. Ensure that any replacement lock

assembly is adequately lubricated with both

greases specified in this Techline.

Step 8.

Re-adhere the inner door dust shield and reinstall

door trim. If extra adhesive is required to seal the

dust shield, use butyl tape P/ N 92142189.

WARRANTY INFORMATION

Use the f ollowing information for warranty claims

Description Fit Revised Rod, Adjust & Grease

Door lock to both rear doors

(prior to Tag # L324734)

Labour Op.No. C000313

Time 0.8hr

Failure Code 52

Description Adjust & Grease Door Lock RHF

Labour Op.No. C000307

Time 0.4hr

Failure Code 52

Description Adjust & Grease Door Lock LHF

Labour Op.No. C000310

Time 0.4 hr

Failure Code 52

Description Fit Rear Rods, Adjust & Grease

Door Locks 4Doors

Labour Op.No. C000319

Time 1.5 hr

Failure Code 52

DISTRIBUTORS OF MOLYBOND GCP

SPRAYGREASE

MOLYBOND GCP spraygrease is available from

most industrial hardware suppliers and some

bearing suppliers. Some of the major industrial

suppliers are as follows;

• ATKINS INDUSTRIAL (CARLYLE)

• J.BLACKWOOD & SON

• A.E.BAKER

• TOTAL TOOLS

For your nearest distributor, ring Morgan

Chemical Products:

- Rocol Division phone 1800-063-511.

Figure A – Adj ust Door Lock Rod

Figure B – Apply Spray Grease to Lock Assembly

HOLDEN SERVICE TECHLINE _________________________________________________________ JUNE 1999

FIGURE C. Application of grease P/N 92143013 to lock claw.

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

BRAKE SHUDDER – RECOMME NDED

SERVICE PROCEDURES FOR DISC

MACHINING, INSTALLATION & PAD

REPLACEMENT

(GROUP 5)

This Service Techline consolidates the

information from the previous techline on this

topic, Issue 1/99 and additional information

including caliper checks, pad replacement details

and amended warr ant y information.

1. PRODUCTION RECTIFICATION

Revised front pads have been f it ted to vehicles

since L413183, build date 15/12/ 98.

ISOVIN: Build Date:

6H8VTK69HXL413183 15/12/98

2. UNDERSTANDING BRAKE

SHUDDER & IT’S CAUSES

1a. Symptoms

Typically, shudder occurs under light/medium

braking from vehicle speeds of around 70 - 100

km/h.

The symptom of front brake shudder is a

pulsation felt in the brake pedal which is usually

accompanied by an oscillation of the steering

wheel.

The symptom of rear brake shudder is pedal

pulsation as well as a vibration that is felt through

the seat.

1b. Diagnosis

When a vibration/shudder condition is reported, a

road test should be done to confirm that the

condition is actually brake shudder. Brakes

should be tested while driving on a dry, clean and

reasonably smooth road surface. Perf or m at least

two, light/medium braking applications from 80 –

100 km/h down to 40 km/h whilst observing for

shudder symptoms.

1c. Cause of Brake Shudder

Brake shudder primarily occurs as a result of

variation in the thickness of the brake disc. This

in turn causes variations in brake surface

pressure as the varying thickness disc passes

between the pads during br aking.

The variation in thickness of the disc can be

measured with a micrometer as shown in Fig 1.

NOTE. A disc that varies in thickness by more

than .015mm (15 micron) will cause brake

shudder.

New discs develop Disc Thickness Variation

(DTV) as a r esult of excessive lateral runout in the

disc combined with caliper drag during non-

braking running time. On each revolution of the

disc a portion of the disc comes into contact with

the pad. Eventually the disc wears at the point of

contact thus cr eat ing thickness variation.

FIGURE 1 Measuri ng Disc Thickness Variati on

[DTV = Maximum thickness – Minimum thic kness]

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

What is Assembled “Lateral Runout”

The term “lateral” literally means “sideways”.

Assembled lateral runout is measured with a dial

indicator whilst rotating the disc on the vehicle.

FIGURE 2. Measuring disc lateral runout

Apart from accident damage, excessive

assembled lateral runout of discs may result from

one or more of the following:

1. Disc not machined to specification

Defective machining may result in lateral runout

and/or DTV above specification.

2. “Tolerance Stackup”

This term is best described by the following

example.

A front hub/bearing unit may show a runout of

0.030 mm near the outer edge of the mounting

face. The brake disc itself may have lateral

runout of 0.030 mm near its outer diameter.

These runouts taken separately are within

allowable tolerances. However, if the disc is

placed on the hub so that the high point on the

disc is aligned with the high point on the hub then

the combined result is an excessive lateral runout

(at the disc outer diameter) of about 0.090 mm.

To minimise the effect of “tolerance stackup” refer

to the Disc & Hub Indexing Procedures.

3. Incorrectly Tightened Wheel Nuts

Overtightened wheel nuts or those tightened

in the wrong sequence will cause distortion of

the disc and result in excessive lateral runout.

To prevent distortion of the disc and hub

assembly, wheel nuts must be tightened to the

specified torque in two steps, using a suitable

torque wrench. Follow the nut tightening

sequence as shown in Figure 3.

FIG. 3 Wheel nut tightening sequence

Road Wheel attaching nut

tightening torque

110 – 140 Nm

IMPORTANT!

DO NOT USE AN AIR IMPACT GUN TO

TIGHTEN WHEEL NUTS UNLESS IT IS

FITTED WITH A TORQUE LIMITER BAR.

Failure to observe this may result in warped discs

which lead to development of brake shudder.

Torque limiter bars can be obtained from most

automotive tool supplier s .

4. Foreign Material at disc to hub

interface

Foreign material between the disc and hub

mounting faces will contribute to assembled

runout.. It is vital that any foreign material such

as corrosion, dirt, burrs on hole edges etc are

removed.

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

3. RECOMMENDED SERVICE PROCEDURES

3a. MACHINING DISCS

To eliminate brake shudder, the discs must be

machined to meet the following Holden

specifications for runout and Disc Thickness

Variation (DTV).

Note: The specifications shown in the following

table are for a stand alone disc mounted bet ween

machining centres (do not confuse with disc to

hub assembled lateral runout).

VT - Brake disc

machining

specifications

Front

Discs Rear

Discs

Lateral runout max..040 mm .050 mm

DTV max..005 mm .013mm

Dealers must ensure that in-house machining

equipment is at least capable of achieving the

specified lateral runout.

Due to the extremely small DTV specification,

which only precision laboratory equipment will be

capable of measuring, dealers are NOT expected

to check for DTV. NOTE: On most modern lathes

that machine bot h sides of the disc sim ultaneously,

DTV will normally be below the limits specified.

If discs are sublet for machining, dealers should

advise the sublet repairer of the above run-out and

DTV requirements.

Failure of discs to meet these specifications

indicates that either the machining technique

and/or the equipment is deficient .

The two options for machining discs are to use

an on car lathe or an off car lathe.

There are advantages and disadvantages for

each type of lathe. It is not proposed in this

article to cover every aspect of these lathes such

as price, durability, ease of use, etc. It is the

dealers responsibility to carefully consider all

these before making a final decision to purchase.

This art icle is only intended t o highlight f or each

type of lathe some of the more important issues

related to achieving an accurately machined disc.

When machining discs to eliminate DTV, only the

absolute minimum amount of material should be

machined from the discs. Only properly

maintained precision cut ting tools should be used.

Dull or worn tools leave an unsatisfactory disc

surface finish. It is recommended that following a

light final cut machining operation involving

removal of between .025 and .050 mm of material,

final surface finish should be obtained by lightly

rubbing with fine emery paper. This rubbing helps

smooth out microscopic grooves ensuring a non-

directional finish.

OPTION 1. Off-Car Brake Lathes

Historically, brake discs have been machined on

off car lathes. Many of the older lathes used for

this work may be worn to the point where they are

no longer capable of achieving, the lower

machining tolerances specified for current discs.

Therefore, dealers must ensure that the

dealerships lathe (or that of your sublet repairer) is

regularly maintained and checked for accuracy.

To achieve accurate disc machining , it is vital that

discs are mounted correctly in the lathe. Some of

the older cone mounting methods require tedious

setup time t o m inim ise r unout pr ior to machining.

On some of these older lathes an excellent

method for reducing disc mounting and setup

time is to bolt the disc to a tool (mounted to the

lathe chuck) that simulates the hub in the vehicle.

The following paragr aph descr ibes one such t ool.

Disc Mounti ng Tool

Farrely Brothers Toolmakers, manufacture a tool

that simulates the wheel hub mounting face. The

tool is mounted to the lathe chuck and is trued to

the lathe spindle by machining a cut across the

disc mounting face. This tool can be used for front

and rear discs for all models VR to VT.

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

For further details contact Farrely Brothers

Toolmakers, 5 Lemmon Avenue East Keilor VIC

3033, phone 03 9336 1870.

IMPORTANT: Whenever discs are machined

off-the-car they must be indexed to the hub to

achieve minimum assembled runout.

OPTION 2. On-Car Disc Lathes

The main advantage of on-car lathes is that

because the discs are machined on the hub, t hey

do not require indexing to the hub for minimum

runout.

However, if the disc is to be removed for any

reason, it must first be marked in relation to the

hub to enable it to be reinstalled in the minimum

runout position.

On car lathe designs fall into 2 t ypes as follows.

Hub mounted cutting head

The main disadvantage of this type of lathe is that

the runout and DT V of the machined disc ar e f ully

dependant on the wheel hub runout

compensation adjustment performed prior to

machining. If this adjustment is not done

correctly, the disc runout and DTV will not meet

Holden’s specificat ions.

Caliper mounted cutting head

The main advantage of this type of lathe is that

there is no need to compensate for wheel hub

runout prior to machining because the cutting

head is mounted where the caliper is normally

situated.

CAUTION: The minimum thickness of a re-

machined disc must always be greater than the

scrap thickness. Refer to the following chart for

recommended minimum thickness after

machining.

DISC THICKNESS

INFORMATION VT Front Rear

New disc 28.0mm 16.0mm

Mi n. thickn ess aft er

machining 25.5mm

(refer note a.) 14.4mm

(refer note b.)

Scrap thickness 25.0mm 13.9mm

Note a. This dimension is calculated on the basis that

the normal disc wear rate with new genuine Holden

brake pads should not reduce the disc thickness below

the minimum disc operating thic k ness of 25.0 mm befor e

the next pad replacement.

Note b. This dimension is calculated on the basis that

the normal disc wear rate with new genuine Holden

brake pads should not reduce the disc thickness below

the minimum disc operating thic k ness of 13.9 mm befor e

the next pad replacement.

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

3B. FRONT DISC & HUB INDEXING PROCEDURE

IMPORTANT: This procedure must be used whenever reinstalling discs that have been removed for

machining of f car. It must also be used when installing new discs or discs that have been removed f or any

reason and where disc to hub/tr unnion m at c hing is not evident.

Disc and hub indexing is requir ed in order to obt ain

the minimum installed disc runout.

Disc and hub indexing involves aligning the point of

maximum runout on the hub with the point of least

runout on the disc.

The procedure consists of three steps as follows:

Step 1. Clean mating surfaces.

Step 2. Measure and Match disc high point t o hub

low point. If not OK go to ste p 3.

Step 3. Checking hub mounting face runout

STEP 1. Clean mating surfaces

Ensure that disc and hub mating surfaces are free

from dirt, corrosion, etc. If required, use fine emery

paper to clean surfaces.

STEP 2. Indexing disc t o hub

2.1 Fasten the disc onto the hub with wheel nuts

reversed to avoid damage to the tapers, and

nip up with a spanner.

2.2 Number each of the wheel stud holes on the

fr ont surface of disc f rom 1 to 5. Place a chalk

mark on the end of the wheel stud adjacent to

number “1” hole. Refer Figure 4.

2.3 Set up a dial indicator on a magnetic base and

attach to the strut tube above the brake disc.

Position the pointer about 10 to 15 mm inboard

from the outer diameter of the disc. Refer

Figure 5.

2.4 Carefully rotate the disc and note the points of

minimum and maximum runout on the dial

indicator. The number of divisions between

these two points is the total indicated runout.

Record this figure together with the number on

the disc aligned with the chalk-marked stud.

2.5 Remove and reinstall the disc with hole number

“2” over the marked stud. Repeat STEP 2.4.

This procedure is to be repeated for all 5 hole

positions.

2.6 Mount the disc to the hub in the stud position

with least runout.

NOTE: If the lowest assembled disc runout

achieved is more than 0.050 mm ( 50 micron) then

the hub runout should be checked as shown in

step 3.

Maximum assembled disc &

hub runout at disc outer

diameter - FRONT

0.050 mm

FIGURE 4. MARKING THE HUB & DISC

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

FIGUR E 5. MEASURING INSTALLED DISC

RUNOUT

STEP 3. Hub runout check

3.1 Clean the front hub face by rubbing lightly with

fine emery paper.

3.2 Locate the dial indicator on the strut tube and

position the pointer on the hub face about

midway between the spigot and the studs.

Refer Fi gure 6

3.3 Carefully rotate the hub by the hub spigot (to

avoid loading the bearing) and note the points

of minimum and maximum runout on the dial

indicator. The number of divisions between

these two points is the total indicated runout.

3.4 If the runout measured in STEP 3.3 exceeds

0.025 mm (25 micron) t hen the hub unit should

be replaced. (If replacement is done under

warranty, the runout figure measured must be

recorded on the Defective Material Tag.)

FIGURE 6 HUB RUNOUT MEASUREMENT

Production Indexing

NOTE: On the vehicle assembly line the disc high

point is aligned with the hub low point.

IMPORTANT:- ALWAYS MARK DISCS

PRIOR TO REMOVING !

Whenever discs are removed from hubs for

reasons other than brake shudder rectification, the

disc and hub must be marked to enable

reinstallation of the disc ont o the hub in the orig inal

position.

This practice will avoid the development of shudder

if the discs are reinstalled in a position which

causes excessive runout.

Disc to hub marking must become a standard

operating practice for all service technicians.

Maximum runout at hub face –

FRONT HUB 0.025 mm

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

3C. REAR DISC TO TRUNNION-HUB INDEXING PROCEDURE

IMPORTANT: This procedure must be used whenever reinstalling discs that have been removed for

machining off car. It must al so be used when instal ling new di scs or discs that have been removed

for any reason.

Disc and hub indexing is requir ed in order to obt ain

the minimum installed disc runout.

Disc and hub indexing involves aligning the point of

maximum runout on the hub with the point of least

runout on the disc.

The procedure consists of three steps as follows:

Step 1. Clean mating surfaces.

Step 2. Measure and Match disc high point to

trunnion hub low point. If not OK go to

Step 3. Checking hub mounting face runout

STEP 1. Clean mating surfaces

Ensure that disc and trunnion hub mating surfaces

are free from dirt, corrosion, etc. If required, use

fine emery paper to clean surfaces.

STEP 2. Indexing disc to trunnion hub

2.1 Fasten the disc onto the hub with wheel nuts

reversed to avoid damage to the tapers, and

nip up with a spanner.

2.2 Number each of the wheel stud holes on the

fr ont surface of disc f rom 1 to 5. Place a chalk

mark on the end of the wheel stud adjacent to

number “1” hole. Refer Figure 7.

2.3 Set up a dial indicator on a magnetic base and

attach to a mounting plate (refer Figure 10 for

details) bolted to the caliper attaching points.

Position the pointer about 10 to 15 mm inboard

from the outer diameter of the disc. Refer

Figure 9.

2.4 Carefully rotate the disc and note the points of

minimum and maximum runout on the dial

indicator. The number of divisions between

these two points is the total indicated runout.

Record this figure together with the number on

the disc aligned with the chalk-marked stud.

2.5 Remove and reinstall the disc with hole number

“2” over the marked stud. Repeat STEP 2.4.

This procedure is to be repeated for all 5 hole

positions.

2.6 Mount the disc to the trunnion hub in the stud

position with least runout.

NOTE: If the lowest assembled disc runout

achieved is more than 0.080 mm ( 80 micron) then

the trunnion hub runout should be checked as

shown in step 3.

Maximum assembled disc &

trunnion hub runout at disc

outer diameter REAR 0.080 mm

FIGURE 7. MARKING THE DISC & HUB

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

FIGURE 8. MEASURING ASSEMBLED RUNOUT

STEP 3. Trunnion Hub runout check

3.1 Clean the front hub face by rubbing lightly with

fine emery paper.

3.2 Locate the dial indicator on the mounting plate

bolted to the caliper mounting points and

position the pointer on the hub face as shown

in Figure 6.

3.3 Carefully rot ate t he hub by the wheel studs and

note the points of minimum and maximum

runout on the dial indicator. The number of

divisions between these two points is the total

indicated runout.

3.4 If the runout measured in STEP 3.3 exceeds

0.060 mm (60 micron) then the trunnion

assembly must be replaced. (If replacement is

done under warranty, the runout figure

measured must be recorded on the Defective

M a te rial Tag.)

Trunnion hub

Total Indicated runout 0.060 mm

max.

FIGURE 9. MEASURING TRUNNION HUB RUNOUT

Production indexing

Production matching of the disc high point to the

trunnion low point was introduced on January 25,

1999.

IMPORTANT:- ALWAYS MARK DISCS

PRIOR TO REMOVING !

Whenever discs are removed from hubs for

reasons other than brake shudder rectification, the

disc and hub must be marked to enable

reinstallation of the disc ont o the hub in the orig inal

position. This practice will avoid the development of

shudder if the discs are reinstalled in a position

which causes ex cessiv e installed runout.

Disc to hub marking must become a standard

operating practice for all service technicians.

FIGURE 10: DETAILS OF DIAL INDICATOR

MOUNTING PLATE FOR CHECKING REAR

RUNOUT (use caliper bolt s with spacers).

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

4. INSPECTING BRAKE CALIPERS

Check the caliper guide pin boots f or damage or poor seat ing. If the boots are damag ed or split, the guide

pins must be inspected for signs of corrosion or pitting. If there are signs of corrosion sufficient to cause

the caliper to bind on t he guide pins, then the complet e caliper assembly should be replaced.

If removing the caliper slide assembly for any reason, always thoroughly clean all parts and reassemble

using Caliper Slide Pin G r ease P/N 92140230. Ensure the guide pin boot s ar e installed correctly.

5. INSTALLATIO N O F REVI SED BRAKE PADS (f r ont only) P/N 92080900.

a) Replace Front Brake Pads

Remove the “BM962” material Front brake pads and replace with the revised brake pad material, Part

Number 92080900.

The revised pads can be identified by the back ing plate outer prof ile chang e (bot h pads) as indicat ed in the

fig u r e below.

Part No.: Description: Qty Req’d:

92080900 Pad Package – Fr ont Disc (Akebono) 1

Notes

• The rear brake pad friction material composition is unchanged. Therefore, are not to be replaced to

rectify brake shudder.

• The rear brake pads should only be replaced when necessary due to normal wear.

• It is not recommended to face, linish or alter the f ace of brake pads (front or rear) when installing new

or re-using existing brake pads.

• Brake pads that show excessive or abnormal tapered wear need to be replaced. The cause of this

abnormal wear needs to be investig at ed and r ectified.

• Ensure the new micro-encapsulated g uide pin bolts included in the revised fr ont pad kit are used when

reassembling t he caliper.

REVISED PADS HAVE THESE “CUTOUTS”

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

WARRANTY CLAIM INFORMATION

R & R Discs, (Machine off car or fit new discs) & Index Disc to Hub

Description Rem ove & Reinstall

discs to machine off car

(or fit new discs) &

index disc to hub

FRONTS & REARS

Remove & Reinstall discs to

machine of f car (or fit new

discs) & index discs to hub

FRONTS ONLY

Remove & Reinstall

discs to machine off car

(or fit new discs) &

index discs to hub

REARS ONLY

Labour Op.No. H000195 H000198 H000201

Standard Time 1.4 hrs 0.8 hrs 0.8 hrs

Add time for

machining

discs 0.8 hrs 0.4 hrs 0.4 hrs

Add time for

replacing front

pads 0.1 hrs 0.1 hrs n/ a

Machine Discs On Car

Descripti on FRONTS & REARS

Remove & Reinstall

wheels & rear calipers &

runout check after

machining.

FRONTS ONLY

Remove & Reinstall wheels

& runout check after

machining.

REARS ONLY

Remove & Reinstall

wheels & calipers &

runout check after

machining.

Labour Op.No. H000204 H000207 H000210

Standard Time 0.5 hrs 0.3 hrs 0.4 hrs

Add time for

machining

discs

0.9 hrs

(Additional 0.2 hrs if

LSD- refer note 3)

0.5 hrs 0. 4 hr s

(Additional 0.2 hrs if

LSD- refer note 3)

Add time for

replacing front

pads

0.3 hrs 0.3 hrs n/ a

NOTES:

1. If discs are removed and sublet for machining, claim the sublet expense in “net items” column.

Please note that the “add” time for machining cannot be claimed as a labour expense when work is

sublet.

2. If “on-car” machining is sublet, claim the sublet expense in “net items” column. Please note that the

“add” time for machining cannot be claimed as a labour expense when work is sublet.

3. Additional time is claimable to disconnect rear driveshafts from trunnions to allow “on-car” machining

when car has Limited Slip Differential (LSD) production option – G80.

4. Claim the “Standard T ime” plus t he “Add Times” where applicable. DO NOT claim the “Add T imes” as

“Other Hour s” .

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

SUMMARY OF SPECIFICATIONS

VT Brake disc

specifications. Front Discs Rear Discs

Lateral runout max..040 mm .050 mm

DTV max..005 mm .013 mm

Maximum assembled disc & hub runout at

disc outer diameter – FRONT 0.050 mm

Maximum runout at hub face outer diameter –

FRONT 0.030 mm

Maximum assembled di sc & t r unni on hub

runout at disc out er di amet er - REAR 0. 080 m m

Trunnion hub

Maximum Total Indicat ed runout 0.060 m m

DISC THICKNESS

INFORMATION - VT Front Rear

New disc 28.0mm 16.0mm

Min. thickness after

machining (new pads) 25.5mm

(refer note a.) 14.4mm

(refer note b.)

Scrap thickness 25.0mm 13.9mm

Note a. This dimension is calculated on the basis that the normal disc wear rate with new genuine Holden brake pads

should not reduce the disc thickness below the minimum disc operating thickness of 25.0 mm before the next pad

replacement.

Note b. This dimension is calculated on the basis that the normal disc wear rate with new genuine Holden brake pads

should not reduce the disc thickness below the minimum disc operating thickness of 13.9 mm before the next pad

replacement.

HOLDEN SERVICE TECHLINE _________________________________________________________ JUNE 1999

AIR CONDITIONING INFORMATION

1999 FRONTERA GROUP 2

1999 model Frontera three door and five door vehicles do not have air conditioner refrigerant

sticker s fitted in the eng ine bay area.

For your information the relevant details are:

CHARGE : 0. 65 kg HFC – 134a

LUBRICANT : 150 cc - 200PG

More detailed information on refrigerant recovery / recharge can be found in the relevant

section of t he work shop m anual

( Section 1A, page 49 – 53 )

4JX1 FLYWHEEL SETUP PROCEEDURE

JACKAROO GROUP 6A

When removing the flywheel on a 4JX1 engine, the flywheel should be marked to ensure

installation in the same position. The position of the flywheel in relation to the crankshaft is

critical for engine operation as the crankshaft position sensor reads off the toothed wheel

attached to t he flywheel.

In instances where assembly is required without reference marks the following procedure can

be used.

1. Align crankshaft pulley notch with mark on timing case to obtain T.D.C.

(ref drawing 1)

DRAWING 1

HOLDEN SERVICE TECHLINE _________________________________________________________ JUNE 1999

2. Fit f lywheel to crankshaft taking note that:

A) Timing mark is pointing downward (ref dr awing 2 & 2A ) .

B) Crank shaft sensor toot hed wheel is in correct posit ion

(ref drawing 3 & 3a).

4JX1 ENGINE OIL SPECIFICATION

JACKAROO GROUP 6A

Due to the diesel injection system used in t he curr ent Jack aroo diesel 4JX 1, eng ine oil is crit ical

to the correct operation of the engine. Incorrect spec engine oil may dramatically increase

cranking times, cause r ough idle, and in extrem e conditions cause a no st art / stalling situat ion.

The engine oil specification for the Jackaroo diesel 4JX1 engine is 15W/40 CG-4, however in

extreme cold operating conditions e.g. alpine areas, a lower cold viscosity rating is

recommended e. g. 5W/40.

TIMING MARK

POSITION

MISSING TEETH

DRAWING 2

DRAWING 2A

DRAWING 3A

DRAWING 3

HOLDEN SERVICE TECHLINE ________________________________________________________________ JUNE 1999

4JX1 INJECTOR CALIBRATION

JACKAROO GROUP 6M

The 4JX1 diesel engine in the 1998 model Jackaroo has i njectors that are classified into 9 groups

according to fl ow rate. The ECM is cal i brat ed t o t he injectors that are fitt ed t o t he engine using tech

Injector calibration is carried out at production, but will need to be checked at pre delivery and

after some service repairs. e. g. control unit replacement, i nject or repl acement, etc.

Incorrect injector calibration may cause unstable idle, engine vibrati on or excessi ve smoke.

When performing injector calibration difficulty may be experienced identif ying the injector calibration group.

The workshop manual indicates that identif ication is determined by markings on the injector. This is not

the case. T he only met hod for identif ication is to utilise the inject or identification sticker, situated on t he

noise insulator cover that is above the r ocker cover.

INJECTOR IDENTIFICATION STICKER

ENG. NO 489476 4JX 1

#1 82395420 #2 83395420

#3 83365520 #4 59395920

RP SENSOR 7565

The numbers on the identification st icker are production number s ( not par t numbers) used to identify

individual injectors. The 5th and 6th digits of the pr oduction number are used to classif y inject or s for

calibration. eg.

#1 82395420

CALIBRATION NUMBER ( 54 )

INJECTOR NUMBER (# 1)

The calibrat ion number is used in conjunction with the following chart.

A1 20 – 26 B1 40 – 46 C1 61 – 67

A2 27 – 33 B2 47 – 53 C2 68 – 74

A3 34 - 39 B3 54 - 60 C3 75 – 80

For example: Inj ect or num ber 1 has a calibration number 54. Number 54 cor r esponds to a B3.

Once the injector calibration number has been established and inj ector category determ ined, the

calibration procedure in the relevant workshop m anual ( s ect ion 6E )

can be followed.

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

REGISTRATION PLATE RATTLE

(GRO UP OB)

PROBLEM DESCRIPTION

Front and rear registration plates on WH Series

vehicles may rattle due to incorrect mounting.

For WH Series vehicles:

Four screws are required to mount each registration

plate securely.

The front registration plate must have four fasteners

located along the top of the plate, two on the ends and

two slightly inboard (same as VT Series vehicles).

The rear plate als o utilises four f asteners. T he two top

fasteners screw into a boss, while the two bottom

fastener s ‘self -tap’ into the bum per fac ia. T here ar e no

bosses in the facia at the bottom of the plate, but the

screws will hold.

To prevent plate rattles, please use four fasteners to

attach each registration plate.

OVERSLAM OF THE DECK LID CAUSING

PAINT REMOVAL FROM REAR BUMPER

VT, WH

(GRO UP 1)

PROBLEM DESCRIPTION

When the deck lid is closed, an over slam

condition can cause the bott om edg e of the lower

décor panel to contact the top of the rear

bumper, in some cases removing paint from the

bumper.

PRODUCTION RECTIF ICATION

Revised deck lid bump stops with increased

hardness have been fitted to vehicles from

L475263, build date 28/06/ 99.

ISOVIN: BUILD DATE:

6H8VTK69HXL475263 28/06/1999

SERVICE RECTIFICATION

On customer complaint vehicles, fit the revised

bump stops and adjust ensuring the deck lid

closes flush and even on both sides. Where

surface damage has occurred, repair paint as

required.

PARTS INFORMATION

Part No.: Description: Qty

92088910 Buffer Deck Lid

Adjustable 2

WARRANTY CLAIM INFORMATION:

Description Replace Deck Lid Buffers

Labour Op. No. C000379

Time 0.3 hr

Failure Code 19

Update

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

WATER LEAK INTO CABIN AREA – DOOR

BELT LINE END CAPS

(GRO UP 1)

PROBLEM DESCRIPTION

W ater ent ers the vehicle through gaps creat ed in

the front or rear door primary seal when the belt

line end cap at the rear of the f ront door, and the

front of the rear door, can pinch the primary seal

and cause a water path into the vehicle.

PRODUCTION RECTIF ICATION

Revised front and r ear door belt caps to eliminate

a fouling condition to the door primary seal have

been fitted to vehicles from L478665, build date

08/07/99.

ISOVIN: BUILD DATE:

6H8VTK69FXL478665 08/07/1999

SERVICE RECTIFICATION

1. Water test to confirm water path into the

vehicle is through g aps creat ed in the prim ary

door seals near the belt line end caps.

2. Ensure the frame finisher on the front and

rear of all door s are not sitt ing proud pinching

the primary seal. Glue the frame finishers to

the doorframe if required, using an adhesive

such as Loctite 406 or similar .

3. I f the vehicle is built bef ore t he above ISOVIN

number, fit the revised belt line caps to the

vehicle (4 in total). Each respective belt line

cap can be identified by letters moulded into

the rear of each cap (LHF, RHF, LHR, RHR) .

Ensure to peel the white paper off the double-

sided foam patch on the front belt line end

caps.

4. If necessary, adjust the door striker to

increase the seal pressure on the door, but

ensure door opening and closing efforts are

not adversely affected.

Note: If complete sealing is not achieved, slightly

deform the primary seal sheet metal mounting

flange outboard to increase the seal pressure on

the door. Deform flange for approximately

300mm either side of the door belt line.

Figure 1: Belt Line End Cap (Front door)

PARTS INFORMATION

Part No.: Descript i on: Qty.

92087550 End Cap Clip Assembly RHF 1

92087551 End Cap Clip Assembly LHF 1

92087552 End Cap Clip Assembly RHR 1

92087553 End Cap Clip Assembly LHR 1

WARRANTY CLAIM INFORMATION:

Description Replace End Caps - All

Labour Op. No. C000373

Time 0.6 hr

Failure Code 87

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

FRONT DOOR GLASS NOT FULLY

COVERED BY DOOR GLASS WEATHER

STRIP SEALING LIP

(GRO UP 1)

PROBLEM DESCRIPTION

When the left-hand front door glass is in the full

‘up’ position, the weatherstrip sealing lip does not

cover the top of the glass along its ent ir e length.

SERVICE RECTIFICATION

To improve the condition, adjust the glass using

the f ollowing procedur e:

1. Remove the left-hand mirror inner cover cap.

The clip should be replaced.

2. Pull back the grey foam covering the end

stop bolt.

Figure 1: (Right-side shown)

3. Loosen the bolt and lower the window.

4. Move the end stop towards the top of the

stop and tight en.

5. Locate the door frame window stop bolt at the

rear of the doorframe and loosen with an

Allen key.

6. Wind the window up until the top edge of the

glass preloads the weatherstrip or when the

glass reaches it’s full travel.

7. Tight en t he window stop.

8. Once adjustment is complete, replace the

inner cover mirror clip, reposition the foam

and and ref it the inner mirror cover.

Note: When performing this adjustment, be

mindful of the aff ect that this adjust ment will have

on other issues such as door closing ef forts and,

wind noise and water leaks at other points

around the glass perimeter. It may be necessary

to repeat t he pr ocedur e, adjusting the stops

several times to ensure the best coverage

around the complet e glass perimeter is achieved.

PARTS INFORMATION

Part No.: Description: Qty:

90459628 Mirror I nner Cover Clip 1

WARRANTY CLAIM INFORMATION

Description Adjust Window Stops - LHS

Labour Op. No. C000376

Time 0.5 hr

Failure Code 26

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

“CLUNK” WHEN SELECTING “PARK”

FROM THE CONSOLE AREA

VT wi th A/T

(GRO UP 7B)

PROBLEM DESCRIPTION

Complaints of a “clunk” noise heard when

selecting Park range. This condition may occur

when the Transmission Slider Guide has not

been fitted.

PRODUCTION RECTIF ICATION

A revised design was introduced into production

at the following breakpoint:

ISOVIN: Build Date:

6H8VTK35HXL447038 13/04/99

SERVICE RECTIFICATION

If complaints of a “clunk noise when selecting

Park” are received, on a vehicle built prior to the

above ISOVIN number, check for the pr esence of

a Transmission Slider Guide Clip. Fit the guide

clip if m issing.

PARTS INFORMATION

Part No.: Description: Qty:

92059509 Trans. Slider Guide

Clip 1

WARRANTY CLAIM INFORMATION

Description Scale, Trans. Cont. -

Replace

Labour Op. No. K508100

Time 0.8 hr

Failure Code 29

SPARK PLUG SERVICING

VT II & WH, Gen III Engine

(GRO UP 6Y)

This bulletin is to advise technicians of specific

precautions to observe, regarding spark plug

removal and installation, when servicing the VT I I

& WH Series vehicles with Gen III V8 engine.

The information is provided following queries on

spark plug removal, raised during recent product

training schools, when the importance of allowing

engines to cool down prior to any threaded

fast ener r em oval was covered.

Always allow the engine to cool before removing

the spark plugs. Attempting to remove spark

plugs from a hot engine may cause the

plug/cylinder head threads to bind, causing

tearing of the cylinder head threads.

The relevant servicing information which will be

of use to technicians is published on Page 2, for

ease of copying and distribution to technicians

and other inter est ed Dealership staff.

This information – additional to that provided by

the VT II & WH Service Manuals – has been

provided by GM Powertrain.

It is suggested that you place a copy of the

following page (Page 8) in your VT Service

Manual, Volume 14A, Section 6D3-3 - Ignition

System – Gen III V8, for permanent reference.

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

GEN III V8 ENGINE SPARK PLUG SERVICING

– VT II & WH MODELS

NOTE: ALLOW ENGINE TO COOL BEFORE REMOVING THE SPARK PLUGS. Attempting to remove

the spark plugs from a hot engine may cause the plug/cylinder head threads to bind, causing tearing of

the cylinder head threads.

NOTE: CLEAN THE SPARK PLUG RECESS AREA BEFORE REMOVING THE SPARK PLUG. Failure

to do so could result in engine damage because of dirt or foreign material entering the cylinder head, or by

the contaminat ion of the cylinder head thr eads. T he contam inated t hreads may prevent the proper seat ing

of the new or replaced spark plug. Use a thread ‘chaser’ to clean the threads of any contamination –

where contamination is suspected.

NOTE: W HEN REMOVING SPARK PLUG LEADS – O nly handle the boot on each lead. DO NOT pull on

the lead itself. Twist the boot first to break the seal, then pull to r emove.

Spark Plug Replacement

Removal Procedure

1. Remove engine dress cover retaining nuts (4), then r emove cover.

2. Remove spark plug lead/s.

3. Loosen spark plug and then re-tig hten before r emoving any further. This is necessary to break

away any carbon build-up on the spark plug thread, which may otherwise cause damage to the

thread in the alum inium cylinder head.

4. Loosen spark plug one to two turns.

5. Brush or use compr essed air t o r emove any dirt around spark plug/s.

Refitting

1. Inspect the spar k plug gap/s. Adjust gap to 1.5mm if needed.

2. Hand start t he spar k plug/s in the cylinder head thread.

3. Tight en t he spark plug/s:

Torques:

• On NEW Cylinder Heads ONLY: 20Nm

• On ALL SUBSEQUENT INSTALLATIONS: 15Nm

4. Refit spar k plug lead/s.

5. Refit engine dress cover.

Please place a copy of this information in your VT Service Manual, Volume 14A,

Section 6D3-3 - Ignition System – Gen III V8, for permanent reference

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

FUEL SYSTEM SPECIAL REMOVAL TOOL

VT, WH

(GRO UP 6M)

Fuel systems quick connect fittings manufactured by “NORMA”, have been used in production on VT

Series vehicle fuel systems since 20/9/97. For these vehicles, Holden has introduced and distributed two

special tools to aid in the removal of fuel line / fuel filter connectors and other fuel lines at the rear of the

vehicle.

The tools ar e supplied in a set which contains a 5/16” (red tool, sm aller fit tings) and 3/8” ( blue tool, lar ger

fittings).

Fuel System Removal Tool

Refer t o t he Table below for t he locat ion and size of fittings for respective engines.

V6 V6(S/C) V8(5.0 L) V8(5.7 L)

Engine Bay

Purge Hose 5/16" 5/16" 5/16" 3/8"

Rear Of Vehicl e

Fuel Filter (Bot h Sides) 5/16" 5/16" 5/16" 3/ 8"

Fuel Feed (Forward Of Filter) 5/16" 5/16" 5/16" 3/ 8"

Fuel Return (Forward Of Filter) 5/16" 5/16" 5/16" N/A

Fuel Feed (Top of pump/sender asm.) 3/8" 3/8" 3/8" 3/8"

Fuel Return (Top of pump/sender asm.) 5/16" 5/16" 5/16" 3/8"

For Fuel Filter removal:

• Tak e appr opr iate safety precautions as document ed in t he VT Series Service Manuals.

• Use compressed air to remove any foreign material, grit etc. within the release mechanism of the

quick connect .

• Place the removal tool over the quick connect.

• Push t he tool and clip t owards the f ilter and then pull t he f uel line away from t he f ilt er to disconnect the

quick connect .

• Replace the fuel filter and reconnect pipe. Note: There is no clicking sound to confirm the clip has

seated on the filter. To test that the connection is f ully seated and retained, rotat e the filter while applying

a pull off load to the quick connect.

SPECIAL TOOL AVAI LABILITY

Tools are available f r om:

SNAP ON TO O LS: [Par t Number AUSP45] - For distributor information, call 1800 811 480.

SPX TO OLS: [Part Number AU533] – Phone (03) 9544 6222.

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

ON-CAR HUB MOUNTED BRAKE LATHES

ALL

(GRO UP 5)

PROBLEM DESCRIPTION

Recent Dealer visits have highlighted that some

Technicians are not setting up hub mounted on-

car brak e lat hes correctly prior to machining .

Most hub mounted brake lathes have an

adjustment to compensate for wheel hub runout

or stacked tolerances. If not correctly adjusted

technicians will inadvertently machine runout into

the brake disc. Technician’s and Sub-

Contractors must ensure that lateral runout at

the cutting tool is eliminated prior to

machining. Failure to correctly set-up the hub

mounted disc lathe will cause lateral runout t o be

machined into the disc and brake shudder will

reoccur.

A dial indicator must be used to ensure correct

compensation is made. Use the dial indicator

mounting incorporated on the brake lathe to

ensure lateral runouts are at a minimum prior to

machining. If the mounting is not available, the

technician must improvise, as it is essential to

use the dial indicator when setting up the brake

lathe.

After machining discs on car, technicians must

validate the process by checking the runout of

the disc. DO NOT remove the disc from the hub

after machining. Reverse the wheel nuts, secure

the disc to the hub and check for disc / hub

installed runouts.

For furt her infor mat ion on the operation or set ting

up of your dealerships particular brake lathe,

contact the manufacturer or supplier of the

equipment for advice. If aftersales support is not

available, please phone Paul Rietveld at Holden

on (03) 9647 2823 (Holden Service Depart m ent).

Dealerships considering purchasing on-car brake

lathes should ensure caliper mounted t ype lathes

are trialled, such as the Far relly Bros. Disc Lathe

which will machine front and rear discs on VT

Series vehicles with minimal set up time. Ian

Miller from Far relly Bros. can be contacted on:

Phone: (03) 9336 1870 or FAX: (03) 9336 2554.

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

INJECTION TIMING ADJUSTMENT

RODEO with 4JB1T

(GRO UP 6M)

Current model Rodeo vehicles equipped with the 4JB1-T engine have six timing marks on the

crankshaft pulley as opposed to the four pictured in the workshop manual.

The following diagram should be used to update the current manual by inserting the extra two

marks in the relevant picture (Section 6A, Page 28) in a permanent marker.

Once workshop manuals have been updated, checks \ adjustment of the pump tim ing should be

done as per the workshop manual procedure.

0 4 10 12 14 16

REVISED E NGINE CRANKS BUT WILL NOT RUN PROCEDURE

JACKAROO with 4JX1T

(GRO UP 6M)

Engine Cranks But Will Not Run

Step Action Value Yes No

1 Was the “on board diagnostic (OBD)

system check” performed? - Go to step 2 Go to OBD

system check

2 Check the 15A stop light fuse and in the

engine compartment fuse panel the 15A

and 50A ECM fuses. Was a fuse blown?

- Go to step 3 Go to step 4

3 Check for a short to ground and replace

the fuse. Is action complete ? - Verify repair -

4 Is fuel tank em p t y? - Fill f uel tank Go to step 5

5 Is the right fuel being used? - Go to step 6 Replace fuel

6 Is the right engine oil being used? - Go to step 7 Replace

engine oil

7 Using the tech 2.

Is DTC P0192 or P0193 set? (check rail

pressure system)(Must have 4Mpa m in.)

- Go to DT C

P0192 or

P0193

Go to step 8

8 Using the tech 2.

Is DTC P0201 - P0204 set? (check

injector circuit fault)

-Go TO DTC

P0201-

P0204

Go to step 9

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

Step Action Value Yes No

9 Using the tech 2.

Is DTC P1657 set? (check ECM main

relay)

-Go to DTC

P1657 Go to step 10

10 Refer to Engine Mechanical Diagnosis to

diagnose the following conditions:

• Faulty camshaft drive belts

• Leaking or sticky valves or rings

• Excessive valve deposits

• Weak valve springs

• Incorrect valve timing

• Leaking head gasket

Is the action complete?

- Verify repair Go to step 11

11 Observe the engine speed data display

on the tech 2 while cranking the engine.

Is the engine RPM indicated?

- Go to step

23 Go to step 17

12 Using a digital multi-meter set on AC

volts, connect between ECM J3-5 and

one of the injector driver circuits and

crank engine.

Is there a voltage of approx. 4 volts?

- Go to step

13 Go to step 15

13 Using a digital multi-meter set on ohms,

check for a short to ground in the injector

driver circuits.

- Go to step

14 Go to step 16

14 Locate and repair the short to ground in

the injector driver circuit.

Is the action complete?

- Verify repair -

15 check for an open injector driver circuit.

Is the action complete? - Verify repair Go to step 16

16 Replace the ECM

Is the action complete? - Verify repair -

17 1. Disconnect the CKP sensor harness

2. Turn ignition on.

3. With a test lamp to ground, probe the

sensor

harness ignition feed terminal.

Did the test lamp illuminate?

- Go to step

19 Go to step 18

18 Check the ignition feed wire between the

sensor and the ECM for a short to ground

or open circuit.

Is the action complete?

- Verify repair -

19 Ignition on.

At the CKP harness connector, connect a

test light between the ignition and ground

terminals.

Did the ligh t illuminate?

- Go to step

21 Go to step 20

20 Check the sensor ground circuit for an

open or short to voltage.

Is the action complete?

-Verify

Repair -

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 1999

21 Check the signal circuit between the

sensor and the ECM for a short to

ground, short to voltage or an open

circuit.

Was a problem found?

-Verify

Repair Go to step 22

Step Action Value Yes No

22 Replace the CKP sensor.

Is the action complete? -Verify

Repair Go to step 23

23 1. Disconnect the CMP sensor harness

2. Turn ignition on.

3. With a test lamp to ground, probe the

sensor

harness ignition feed terminal.

Did the test lamp illuminate?

- Go to step

25 Go to step 24

24 Check the ignition feed wire between the

sensor and the ECM for a short to ground

or open circuit.

Is the action complete?

-Verify

Repair -

25 Ignition on.

At the CMP harness connector, connect a

test light between the ignition and ground

terminals.

Did the ligh t illuminate?

- Go to step

27 Go to step 26

26 Check the sensor ground circuit for an

open or short to voltage.

Is the action complete?

-Verify

Repair -

27 Check the signal circuit between the

sensor and the ECM for a short to

ground, short to voltage or an open

circuit.

Was a problem found?

-Verify

Repair Go to step 28

28 Replace the CMP sensor.

Is the action complete? -Verify

Repair -

HEAD RESTRAINT RATTLE

(GROUP 1) September 1999

PROBLEM DESCRI PTION

The front seat head restraint rattles when travelling over rough surfaces. The rattle usually

emanates from an unoccupied passenger seat.

SERVICE RECTIFICATION

1. Remove the headrest from the seat.

2. Bend poles inward at the bottom to the dimension of 131.0 1 mm as indicated in Figure 1.

3. Ref it the headrest to the seat.

4. Check the operation of the headrest, and verify the rattle has been eliminated.

FRONT SEAT RECLINER SHAFT AND KNOB INSTALLATION

(GROUP 1) September 1999

Whenever reinstalling the front seat recliner shaft and knob assembly, ensure the splines on the

shaft are aligned correctly, as per the following procedure:

NOTE: Do not force the recliner shaft into the recliner shaft sleeve until the splines are aligned

correctly as this will damage the plastic recliner shaft sleeve.

1. With your fingers inserted between the seat back cover and the seat back, on the inboard side

of the front seat, align the splines by guiding the recliner shaft into the recliner shaft sleeve.

2. With the recliner shaft aligned and seated in the recliner shaft sleeve, firmly press on the

recliner knob until the recliner knob snaps into position (a click will be heard).

FRONT SEAT ROCKING

VT (applicable to height adjustable seats)

(GROUP 1) September 1999

PROBLEM DESCRI PTION

A small rocking movement is felt in the seat when accelerating or braking or when deliberately

rocking the sea t.

PRODUCTION RECTIFICATION

A heavy spring has been fitted from the seat motor bracket to the track upper rail to address the

rocking condition. Refer Figure 1. Early build VT Series vehicles had no spring or only a very lig ht

spring fitted.

ISOVIN Breakpoint: Build Date:

6H8VTK69MXL407830 01/12/98

SERVICE RECTIFICATION

1. Raise the seat fully.

2. Remove the front seat inner and outer side covers as described in the VT Series I Service

Manual, Section 1A7. If the seat outer cover retaining clips break during the removal process,

replace the seat outer side cover.

3. Referring to Figure 1, locate and remove the existing smaller gauge spring (if fitted) and

discard.

4. Insert one end of the revised spring, P/N 92143092 into hole 1 and using pliers, pull the other

end and hook into hole 2.

5. Reinstall the front seat recliner shaft and knob. Refer to the item in this techline,

‘FRONT SEAT RECLINER SH AFT AND KNOB INSTAL LATION’.

Refit the inner and outer seat side covers.

PARTS INFORMATION

Part No.: Description: Qty:

92143092 Spring – Seat Height Adj. 1

WARRANTY CLAIM INFORMATION:

Description Fit Spring – Seat Height Adj.

Labour Op. No. C000385

Time 0.6 hr

Failure Code 27

Figure 1

FRONT SEAT HEIGHT ADJUSTER CREAK

JR, JS

(GROUP 1) September 1999

PROBLEM DESCRI PTION

A creaking noise may be heard from the drivers’ seat when cornering as a result of insufficient

lubrication in the height adjuster mechanism joints.

Figure 1

SERVICE RECTIFICATION

Spray lubricant in the affected areas as indicated in Figure 2. Use a product such as MolyKote.

G-Rapid Spray which is a molybdenum disulfide aerosol which is packaged with an appropriate

applicator. Other t ypes of spray grease may not have the viscosity to provide long term lubrication.

Molykote G-Rapid Spray is available from outlets such as BSC Motion technology (ex Bearing

Service Centre) and Blackwoods and Sons.

Figure 2

EMBEDDED SE CURITY SYSTEM

HSV- VT SERIES II and WH

(GROUP 12) September 1999

HSV has introduced a new Embedded Security System (ESS) on all VT Series II and HSV WH

vehicles.

In the event of a vehicle non-start and after initial diagnostic checks have been performed the

dealer should contact Greg Warfe at Australian Arrow on the number below:

Telephone: (03) 9785 0792

Facsimile: (03) 9775 0954

Australian Arrow manufactur es the ESS system and will provide specialised diagnostic assistance

over the phone. A specific diagnostic check sheet may be forwarded to dealerships to further

assist in determining the “root cause” of the problem.

A/C COMPRESSOR, REPEAT FAILURES

1994 GMC AMBUL ANCE (6.5L DIESEL)

(GROUP 2) September 1999

PROBLEM DESCRI PTION

Repeat failure of the A/C compressor due to contaminants in the a/c system from previous

compres s o r fail u re s.

To avoid repeat compressor failures the following service procedure must be followed.

SERVICE RECTIFICATION

Component replacement and/or Flushing:

On any vehicle that has experienced major compressor failure the following system components

must be replaced and the remaining components i.e. evaporator and condenser, thoroughly

flushed, to prev ent repeat failures .

1. Compressor (and included seal washer kit)

2. Accumulator

3. Suction & Discharge Hoses & O-Rings (ex JAKAB Industries)

4. Orifice Tube (located at the condenser outlet)

5. Associated O-rings

6. PAG oil

See ‘Parts Information’ on next page for specific part numbers.

It is essential that the condenser and evaporator be thoroughly flushed of all oil and contaminants

prior to re-assembly. Flushing solvent such as ‘Gensol’ (Forane 141B) should be used with

compressed air to flush the system. ‘Gensol’ is available from C.I.G. and the flushing equipment

(see Figure 1) can be purchased from any auto air conditioning equipment supplier.

Figure 1: Typical flush gun and tank

Components should be flushed and then reverse flushed (opposite di rection of normal flow).

NOTE: Oil “balancing” will not be necessary once all the existing oil in the system is removed.

Condenser Cleanliness

The condenser must be checked for any organic debris or fin damage that will block airflow. Any

debris should be carefully removed from the front of the condenser. If the condenser is

excessively damaged or heavily impreg nated with organic debris, it should be replaced.

Re-assembly, Oiling and Refrigerant Charging:

•Add 265 ml (9 oz) of PAG oil and an appropriate R134a leak dye to the new compressor. The

leak dye will leave a ‘smoking gun’ trail in the event of a refrigerant leak.

NOTE: Many Delphi R-4 compressor failures can be attributed to refrigerant leaks that

cause a low system charge and hence restricts the amount of oil that returns to the

compressor.

•Re assemble all components.

•Evacuate the system and recharge with 900 grams of R134a refrigerant.

•Check for refrigerant leaks.

•Run the system and check for normal operation.

PARTS INFORMATION

The following parts are available through HSPO:

Part No.: Description: Qty

1134343 Compr essor Assembly – R134a 1

2724818 Accumulat or – A/C 1

52450548 Pressur e Relief O-r ing 1

3096068 Orifice Tube 1

52466778 O-ring ½” Tube Diameter 1

12345923 PAG r efr igerant Oil 1

The following parts are to be obtained through:

JAKAB Industries

PO Box 614 (Cook Street)

Tamworth, NSW 2340

Phone: (02) 6765 4155

Fax: (02) 6762 1546

Part No.: Description: Qty

47-1730 Discharge Hose & O-rings 1

48-1729 Suction Hose & O-Rings 1

WARRANTY CLAIM INFORMATION:

Use existing warranty claim procedures.

HARD START ON LPG

VT, V6 & A/T (LPG)

(GROUP 6C) September 1999

PROBLEM DESCRI PTION

Concern has been raised regarding intermittent hard starting on vehicles fitted with Option KL7 (LPG),

when LPG is selected.

PRODUCTION RECTIF ICATION

Memcals for VT, V6, LPG with revised calibration, which will correct this condition, were introduced

into production at:

ISOVIN: Build Date:

6H8VTK69HXL428799 17/02/99

SERVICE RECTIFICATION

Complaint vehicles built prior to the above breakpoint, can be rectified by installing the revised

Memcal.

NOTE: It is a characteristic of the LPG system, that if the engine stalls during an LPG start, the

solenoids will close after 3 seconds (as a safety precaution) and will not open again unless the ignit ion

is cycled off and on. W ithout cycling the ignition switch, the engine will not start, no matter how long it

is cranked.

Where customers complain of this condition, they should be advised to turn the ignition key fully off,

wait a few seconds, then turn the key on again and start the engine.

PARTS INFORMATION

Part No.: Description: Qty

16262785 Memcal – V6 (LPG), A/T

Code: CXWJ 1

WARRANTY CLAIM INFORMATION:

Description Fit Hard Start Memcal

Labour Op. No. J000622

Time 0.4 hr

Failure Code 83

COLD START HESITATION or STALL

VT, V6 & A/T (Petrol)

(GROUP 6C) September 1999

PROBLEM DESCRI PTION

Incidences have been reported of engine hesitation, poor performance or poor engine response –

when vehicles are started from cold.

In rare cases, an engine stall may result - at first throttle opening - and “Clear Flood” procedure

may be required to restart the engine.

These conditions are no longer noticeable after

1-2 minutes with the engine running.

Manual Trans. vehicles are not affected.

PRODUCTION RECTIF ICATION

Revised memcals with revised calibration, which will correct this condition, have been fitted to

vehicles from introduction of VT Series II vehicles as follows:

ISOVIN: Build Date:

First VT II , V6, A/T Built:

6H8VTK35HXL464495 31/05/99

First VT II, S/C V6, A/T Built:

6H8VTX69SXL456596 07/05/99

First VT II , LPG V6, A/T Built:

6H8VTK35HXL462081 21/05/99

SERVICE RECTIFICATION

Where this condition is reported, replace the vehicle’s existing memcal with a new memcal as

noted below.

PARTS INFORMATION

Part No.: Description: Qty

16262780 Mem c al – V6 ( non-S/C), A/T

Code: CXWB 1

16262784 Memcal – S/C V6, A/T

Code: CXWH 1

16262785 Memcal – V6 (LPG), A/T

Code: CXWJ 1

WARRANTY CLAIM INFORMATION:

Description Fit Cold Start Hes. Memcal

Labour Op. No. J000622

Time 0.4 hr

Failure Code 47

SPARK PLUG USAGE CORRECTION

VS, VT, WH with S/C V6

(GROUP 6Y) September 1999

PROBLEM DESCRI PTION

The type of spark plug used in Supercharged V6 engine has been changed in production during

the introduction of VT Series II. The previously used AC 41-919 (Platinum tipped) spark plug has

been replaced by an NGK BPR6EF “V-Groove” type spark plug for both original equipment and

service.

NOTE: Spark plug numbers were NOT correctly specified in the VT Series II Service Manual,

Volume 14A, in the following sections:

- 6D1 - Ignition System – V6 engine

- 6F1 – Engine Tune - V6 engine (label)

- 6E1 – Emission Control - V6 engine (label)

Future updates of these Service Manual sections will carry corrected informat ion.

SERVICE ACTION

NGK BPR6EF Spark Plugs should be used as service replacements on ALL V6 S/C engines.

For Reference:

Spark Plug Gap: 1.3 mm +0.0/-0.1 mm

NOTE: NGK BPR6EFS Spark Plugs are ONLY to be used in normally aspirated V6 engines (the

“S” refers to standard plug).

Please correct your copies of VT Series II Service Manual Volume 14A by marking the correct

spark plug number in the above sections, so technicians do not replace V6 S/C spark plugs with

incorrect parts.

RESETTING SERVICE RE MINDE R FUNCTION

VT SERIES II

(GROUP 12) September 1999

Some dealers have reported that they are unable to reset the service reminder function on VT

Series II vehicles via the trip computer buttons. Minor revisions to the instrument cluster effective

from VT Series II start of production has resulted in the need to revise the reset procedure for

these vehicles.

Refer to the steps outlined below.

SERVICE RECTIFICATION

The resetting procedure is described below:

1. Turn the ignition OFF.

2. Hold down the trip computer ▲ and ▼ buttons together.

3. Turn the ignition ON while still holding down both buttons.

4. After approximately 3 seconds, release both buttons.

5. Press and release the “MODE” button, once only. The service due screen appears on the

display. (Do not hold this button down for an extended time period).

6. Press and hold both ▲ and ▼ buttons for approximately 3 seconds, until a beep is heard.

7. Release both buttons.

8. Turn ignition OFF.

The Owners Handbook will be altered accordingly at the next opportune time.

DECKLID BOUNCES AFTER OPENING

JR/JS (SEDAN)

(GROUP 1) October 1999

PROBLEM DESCRI PTION

Decklid ‘bounces’ when released af t er opening.

PRODUCTION RECTIF ICATION

Spring washers were introduced between the hinge and the pivot to increase friction to prevent

bouncing.

VIN: Build Dat e :

L482379 – local 22/07/99

W7154494 – import 17/08/98

SERVICE RECTIFICATION

Remove C-pillar trims and locate the decklid hinges. Remove collar screw and install spring washer

p/n 11100791 between hinge and pivot as indicated in Figure 1 (both hinges).

Replace removed components and check the operation of t he decklid.

Figure 1

Update

PARTS INFORMATION

Parts are expected in HSPO at the end of September.

Part No.: Descript i on: Qty

11100791 Washer – Spring , Hinge to

Panel Support 2

WARRANTY CLAIM INFORMATION:

Description Washer, Decklid Hinge - Replace

Labour Op. No. C000391

Time 0.6 hr

Failure Code 26

REGULAR SUNROOF DRAINAGE MAINTENANCE

(GROUP 1) October 1999

To ensure all water that flows down the sunroof drainage tubes (connected to the sunroof cartridge)

exits the rock er panels, regular servicing of the outlet holes in the rocker panels is required.

The sunroof cartridge drainage tubes run down the ‘A’ and ‘C’ pillars. Refer to the figure below for

location of drainage holes.

The drainage holes need to be cleared of any mat erial that will inhibit the f low of water. If t he drainag e

holes do become blocked, water m ay rem ain in t he r ocker panels.

This service req uirement will be incorporated into the next owner’s handbook where applicable.

CENTRE REAR SEAT UNABLE TO RETURN TO THE UPRIGHT POSITION

VT WAGON

(GROUP 1) October 1999

PROBLEM DESCRI PTION

Investigations of wagon rear seats being unable to return to the upright position, have identified

damaged centre rear seat belt escutcheons as contributing t o the root cause. This allows the seat belt

‘stop’ button to pass through the escutcheon, causing the seat belt to fully retract and lock. This

prevents the seat from being returned to the uprig ht position.

PRODUCTION RECTIFICATIO N

A revised escutcheon with longer ‘guides’ has been fitted to vehicles from the breakpoint specified

below.

ISOVIN: Build Date:

6H8VTK35HXL491740 12/08/99

SERVICE RECTIFICATION

On complaint vehicles where the seat back cannot be returned to the upright position the following

procedure should be followed.

1. Remove the rear seat cushion as per VT ser vice manual, Volum e 1 section 1A7-23 refer 2.23

2. Remove the left hand bolster as per VT service manual, Volume 1 section 1A7-24 r efer 2.24

3. Gain access to the wagon rear seat back pivot. Detach the seat back pivot as described in VT

service manual Volume 1 section 1A7-25 refer 2.25

4. Gain access to the lower centre rear seat belt anchor mounting bolt. Remove the seatbelt

mounting bolt .

5. This will release the rear seat from the f olded position and allow the rear seatbelt to be retracted.

The f ollowing components should be inspected:

•Inspect the centre seat belt webbing to ensure that the upper button stop is still in place. If t he

button is damaged or missing, replace the seat belt assembly.

•If t he ‘stop’ button is still in place and the button is found to have passed throug h the escutcheon,

replace the escutcheon.

PARTS INFORMATION

Respective parts should be ordered through normal HSPO channels. All parts at HSPO are of the

latest manufacturer’s specification.

WARRANTY CLAIM INFORMATION:

W her e the seatbelt assembly req uires replacement, dealers should use existing inf ormat ion in Labour

Time Manual for r em oval and replacem ent of the seatbelt assem bly.

Where inspection and replacement of the seatbelt escutcheon is required dealers should use the

infor m ation supplied below.

Description Seat belt escutcheon - Replace

Labour Op. No. C000388

Time 0.6 hr

Failure Code 01

FLATSPOTTING OF TYRES

ISUZU ALL

(GROUP 10) October 1999

Flat spotting of tyres caused during vehicle storage and shipping is an ongoing problem in Australia.

This phenomenon has been noted where vehicles have been tightly secured and shipped over large

distances, and is further exacerbated by tighter st rapping and long term st orage.

Flat spotting of tyres alter s the ride and handling charact eristics; it m akes t he vehicle most unpleasant

to drive and affects customer sat isfaction as a result. Under inflation exacerbates the problem.

Dealers are advised not to rebalance tyres that are suspected of having flat spots, instead

tyres should be inflated to the recommended specifications and t he flat spot driven out of the

tyre. This could take in excess of 100km or more.

If t he pr oblem still persists after the above action please contact IGM TAS.

SDM MODULE CONNECTOR COVER

(GROUP 12) October 1999

This Techline Service Bulletin is issued to advise the technicians t hat Holden has taken action to

seperately service the SDM (airbag) m odule connector cover.

This action was trig gered by reports that som e t echnicians were damaging the cover whilst removing

the SDM connector fr om the module, in which case an entire harness replacement was required.

In service, to disconnect t he airbag module connector, follow the procedures in the VT Ser vice

Manual, Volume 12, Section 12M , -34. Always release the lock ing lever before removing the

connector.

If t he connect or cover becom es dam aged:

•Snip off the tie strap

•Slide away the turquoise ret ainer

•Free the connector cover from the airbag module connector. Refer to Figure 1 below.

Note: T he r etainer is also separately serviced in case it is misplaced. See Part s I nformation.

Figure 1

PARTS INFORMATION

Part No. Description Qty

92143280 Cover - SDM connector

Driver / Pass Airbag 1

92143279 Cover - SDM connector

Side Airbag 1

92143289 Retainer 1

92060351 Tie Strap 1

IGNITION BARREL STICKING

VT, VT SERIES II

(GROUP 12) October 1999

PROBLEM DESCRI PTION

Holden has been receiving PIR’s highlighting a condition where the ignition barrel is intermittently

jamming in the “CRANK” or “ON” position. This may lead to starter motor failure or instances where

the ignit ion cannot be r eturned to the “OFF” posit ion.

Investigat ions have shown that the pin and spring locat ed under t he dust shield cover, ref er to Figure

2, may become misalig ned causing the barrel to becom e j a m m ed in the “CRANK” or “ON” position.

The pin and spring are not required f or this applicat ion as these com ponents ar e carry over parts from

previous models.

PRODUCTION RECTIFICATIO N

Modified lock barr els with spring and pin removed have been fitt ed t o vehicles from:

ISOVIN: Build Date:

6H8VTL69HXL493701 16/8/99

SERVICE RECTIFICATION

If a vehicle is presented to the dealership with the key jamm ed in the barrel, tr y to manipulate the key

to the “ ACCESSO RIES” position. Th is will allow removal of the ignition barrel from its housing.

If the key cannot be freed, the entire steering column will need to be replaced. Refer to the VT

Service Manual Volume 5, Section 9A-20, 2.9 for Steering Column Replacement procedures.

For intermittent complaints, remove the spring (2) and pin (3) from the ignition barrel to eliminate the

cause of t he binding condition. Refer t o Figure 2. Follow the procedures as stated below.

Removal of igni t i on l ock barrel :

Refer to VT Service Manual Volume 5, Section 9A STEERING, -17. Follow Steps 1 to 11, then

continue with steps below:

12. Insert ignition key into barr el and turn to the ‘ACCESSORIES’ position, (3), as per Figure 1.

13. Insert a 2.5 mm diameter Allen key (1) into the locking pin hole, depress spring loaded barrel

locking lat c h t o r elease lock cylinder. Refer to Figure 1.

14. Remove Allen key and pull barrel ( 2) from lock housing.

Figure 1

15. With barrel in hand ( 4), locate the plastic dust shield (1 ) as shown below. Remove the dust

shield, the spring (2) and pin (3).

16. Discard the spring and pin.

17. Reinstall the plastic dust shield.

Reinstall at ion of ignition l ock barrel :

Note: At this point you will notice the steer ing wheel is in the locked posit ion pr eventing the barrel from

being fully installed.

1. Using a small screw driver push the metal plat e down as shown in Figure 3 to free the steering.

2. Install ignition key into lock barrel and t urn key to the “ACCESSO RI ES” position.

3. Reinstall previously removed components.

Figure 2 Figure 3

WARRANTY INFORMATION

Use existing inf or mation in Labour Time Manual.

4JX1-TC DIESEL JACKAROO RADIO FILTER KIT

JACKAROO

(GROUP 12) October 1999

I – GM has released a radio f ilter kit (part number 92143177), to assist in t he reduction of AM radio

interference that may be experienced in some 1998 / 1999 diesel Jack ar oo vehicles fitted with the

4JX1-TC engine.

The inter ference is typically described as a buzzing noise that will increase relat ive to t hr ottle position.

E.g. as t he throttle is applied and the engine speed increases, the buzzing will increase in volume and

fr equency. However when the throttle is released t he buzzing will almost disappear, ir r espective of

engine speed.

Detailed f it t ing instructions and wiring diagr am s are included with the kit .

Filter k it par t number – 92143177

The k it consist s of : 2 x filters

2 x male bullet terminals with covers

2 x female bullet terminals with covers

1 x male spade terminal with cover

1 x female spade te r m inal with cover

1 x instruction page

1 x wiring diag r am

NEW A/C KIT FOR DIESEL 2000 MODEL YEAR RODEO

RODEO

(GROUP 2) October 1999

As of November 1999 a new air conditioning kit, part number 92142531 will be available to suit the

2000 model year diesel Rodeo. (T he part number for the pre November 1999 kit is M41496)

The changes implemented with the new kit include, a micro relay in place of the previous larger

standard type relay, and the condenser is now sourced from an alternative supplier.

A/C kit 92142531 can be used on vehicles pre November 1999 but an additional relay must be

purchased, part num ber VS 22089. The micro relay must be discarded.

Likewise A/C kit M41496 can be used on vehicles post November 1999 but an additional relay

(micro) m ust be pur chased, part number 92141431. T he lar ger standard relay must be discarded.

Vehicle Breakpoint A/C Ki t part

number Alternative kit

RODEO DIESEL Pre November

1999 M41496 92142531 + Relay

VS 22089

Post November

1999 (2000 M/Y) 92142531 M41496 + Relay

92141431

4JX1- TC MODIFIED TURBOCHARGER AND HOSE

JACKAROO

(GROUP 6A) October 1999

Jackaroo vehicles fitted with the diesel 4JX1 engine may exhibit a condition where the intake pipe

between the turbocharger and intercooler may continually blow off under boost pressure.

I-GM has released a modified turbocharger, with increased outlet duct length and an improved hose

lip, to be used in conjunction with a modified hose that indicat es hose clamp location, to overcome t he

above complaint. Refer to All Dealer Lette r I GM 25/99 for detailed fitting inst ructions.

Hose part number : 8972052041

Turbo part number: 8971371098

4JX1 - TC JACKAROO DIESEL SECOND OIL FILTER

JACKAROO

(GROUP 6A) October 1999

The 4JX1- TC diesel engine as fitted to the 1998/ 1999 model Jack ar oo vehicles is eq uipped with two

oil filt ers.

The service f ilt er is mounted on the drivers side of the engine and should be changed as per the

service schedule. ( refer picture A )

The second filter is mounted on the passenger side of the eng ine and is marked “2nd O/ F”.( ref er

picture B) The second filter shoul d not be changed in service, except in the event of engine r ebuild

or contaminat ion. This is a low volume filter that protect s t he injection system.

PICTURE A PICTURE B

DRIVE BELT TENSIONER REPLACEMENT

TC/TK Light Truck (Ambulance) with 6.5 Litre Turbo Diesel - MY 1996 onwards -

(GROUP 6K) October 1999

PROBLEM DESCRI PTION

Some vehicles may experience premature failure of t he dr ive belt t ensioner pulley at low exposure.

SERVICE RECTIFICATION

A revised tensioner assembly with greater durability has been released. Should a vehicle be

presented to t he dealership with a f ailed drive belt t ensioner pulley, technicians are re quir ed t o ensure

the revised type tensioner assembly is f itted during repair. Identif ication of the revised tensioner is by

date code as indicated below. Revised tensioners will be stamped with the number “238” or higher

(refer Figure 1).

Interpreting the Date Code:

“238” = 23rd week of 1998

(f ir st two digits are t he week of the year, 1-52;

third dig it is year of manufact ur e, 8 = 1998)

PARTS INFORMATION

Order t he new drive belt tensioner from HSPO - all par t s at HSPO are of the lat est date code.

Part No.: Description: Qty:

12561092 Drive Belt Tensioner 1

WARRANTY CLAIM INFORMATION:

Where a drive belt tensioner is replaced, use existing Labour Tim e Manual inf or m ation as follows:

Description Drive Belt Tensioner - Replace

Labour Op. No. J607250

Time ST

Failure Code 01

NOTE: Only JAKAB built ambulances are to have the drive belt tensioner replaced as per this

instruction. This is important , as there are other GM TC/TK Light truck-based Ambulances in use in

Australia. These vehicles have different belt drive systems, and are NO T covered by Holden warranty.

Figure 1

ENGINE STALL ON DECELERATION OR HIGH ENGINE IDLE

JR ,JS C20SEL, C22SEL

(GROUP 6M) October 1999

This Service Techline supersedes the pr evious Techline on this topic, Issue 3/99. Please ensure this

previous Techline is removed f r om dealership circulation.

This Techline has been republished to further incorporate revisions applied to JS Series 2 throttle

bodies which effect base idle adjustment.

PROBLEM DESCRI PTION

W ith vehicle stationary, the engine idle is t oo high; EG: 1000 RPM+, and engine m ay later stall or the

idle may remain high.

This is caused by a build-up of engine by-pass gasses and IACV solenoid shaft/bearing wear part icles

on the IACV solenoid shaft, which causes the IACV to stick at any point in its operating range. This

will result in either too high or too low IACV air entry to t he throttle body and engine.

W hen the IACV subsequently “unsticks” and returns to normal operation, the result may be a stall or

higher t han nor mal idle RPM. It is not possible to effe ct ively clean the IACV t o cor r ect this condition.

SERVICE RECTIFICATION

FOR C20SEL & C22SEL ENGI NES :

(UP TO ENG. NUMBER - C22SEL2501269)

To correct this condition, carry out the following idle resetting pr ocedur e:

1. Connect Tech-2 and check for DTC’s. If any are stored, correct the fault defined. (Refer to

Warrant y Information below for claiming for t his work).

a/. If NO DTC exists – refer to previously released Techline item: August, 1998, Issue 6, page 7,

regar ding relay fitment and int e r m it t ent power loss.

b/. If DTC P0100 exists – refer to previously released Techline item : May, 1998, Issue 3, pag e 14.

NOTE: use of this service rectif ication on a 4 cylinder vehicle will require solder ing of the smaller

gauge wires to t he t er m inals.

2. Remove air intake hose f r om t hrottle body, to gain access to t hr ottle blade.

3. Check for blow-by gas deposit in throttle body – around IACV port and on lower side and edges

on the throt tle blade. If deposits are pr esent, thor oughly clean throt tle body including any vacuum

related port s. This can be achieved by using a comm ercially available carburettor cleaner aerosol

spray pack.

4. Install a new IACV and gasket. If gasket has a “vee” notch on outer edge, it must face the top of

the IACV flange on assembly.

5. Reinstall air intake hose t o throttle body.

6. Undo idle screw lock nut ( at front RH side of throttle body).

7. Start engine and run until normal operating t em perature is reached.

Update

8. With Tech 2 connected, engine running, coolant temperature greater than 85, A/C (if fitted) ON

and active – turn in the idle scr ew until eng ine idle is at 1400 RPM.

9. With one hand on the throttle cable, disconnect the IACV connector – modulate throttle opening

to ensure eng ine does not stall.

10. With IACV disconnected and the throttle linkage resting against the throttle stop, the engine

should be idling at 500 – 600 RPM approx.. Now adjust idle t o 500 RPM (or as close as possible)

with the idle screw (ensure A/C is ON and active).

11. Tight en idle screw lock nut and confirm idle speed is still at 500 RPM.

12. Turn ignition off to stop engine.

13. Apply yellow paint to the idle screw and lock nut at the thread mating point. Paint should be

visible from front of engine compartment for inspection purposes

14. Reinstall IACV connector then turn ignition ON and OFF and remove the key from the ignition

lock barrel – seven times with a minimum of a five second pause after each key removal. This

action “teaches” the system its new idle software switch position.

15. Start the engine and check using Tech 2 that the system has simulated idle active and that the

IAC integrator steps are no less than 25 once idle has been established. (with A/C OFF and no

load on engine).

16. Check using Tech 2 that engine idle is corr ect ( 750+-80 RPM).

The idle reset t ing procedure is now complete.

Refer below f or Warranty Claiming and Parts Infor m a t ion.

FOR C22SEL :

(FROM ENG INE NUMBER C22SEL25012070 )

Modifications to the throttle body PCV port on JS Series 2 C22SEL engines already accommodate

for a preset amount of base idle. Technicians should not attempt to adjust base idle on JS Series 2

C22SEL engines after the break point specified below.

ISOVIN Breakpoint : Build Date:

W0L0JBF19YL497114 30/08/99

Engine No. Breakpoint: Bui l d Dat e:

C22SEL25012070 03/08/99

In the event that a post breakpoint JS Series 2 vehicle is presented t o the dealership with the above-

mentioned complaint , please follow the instruction set below.

1. Connect Tech-2 and check for DTC’s. If any are stored, correct the fault defined. (Refer to

Warrant y Information below for claiming for t his work).

2. Rem ove air int ake hose from t h r ot tle body, to gain access t o t hr ottle blade.

3. Check for blow-by gas deposit in throttle body – around IACV port and on lower side and edges

on the throt tle blade. If deposits are pr esent, thor oughly clean throt tle body including any vacuum

related port s. This can be achieved by using a comm ercially available carburettor cleaner aerosol

spray pack.

4. Install a new IACV and gasket. Ensure that the latest type IACV is obtained. Refer parts

infor mation below for ident if ication. If g ask et has a “ vee” notch on outer edge, it m ust f ace t he top

of t he I ACV flange on assembly.

5. Reinstall air intake hose to throttle body.

6. Start engine and using Tech 2 check that eng ine idle is cor rect (750+-80 RPM).

7. Road test vehicle to ensure no fur ther stall complaint is exists.

PARTS INFORMATION

Part No.: Description: Qty

90411546 Valve – Idle Air Contr o l ( IAC). 1

90466220 Gask et - IACV 1

To identify latest type IACV, refer to the following information - originally issued in Techline Issue 2,

March 1999. DO NOT USE “OLD” TYPE IACV’s. Only “CURRENT” TYPE IACV’s are in stock at

HSPO.

90 411 546

SIEMENS 5WK9 0631

AESP207 – 13

“OLD” TYPE IACV

90 411 546

SIEMENS 5WK9 0631 X

AESP207 – 13 A

“CURRENT” TYPE IACV

WARRANTY CLAIM INFORMATION

W hen claim ing f or correct ion of any DTC’s t hat may be found on init ial checks – r efer t o section 99 of

the Labour Time Manual, use the relevant Labour Oper ation Number f or t he DTC. For replacement of

any component found faulty during that DTC diagnosis – use the relevant Labour Operation for

remove and replace of the faulty part.

FOR C20SEL & C22SEL ENGI NES :

(UP TO ENG NO. - C22SEL2501269)

To claim for the JR and JS Series 1 idle resetting procedure and IACV removal and replacement

detailed above use the special operation num ber .

Description Reset Engine Idle

Labour Op. No. J 000610

Time 0.6 hr

Failure Code 84

FOR C22SEL ENGI NES :

(FROM ENG NO. C22SEL25012070 )

When claiming for removal and replacement of the IACV on JS Series 2 use the relevant Labour

Operation for removal and replacement of the IACV .

4JX1 - TC QUICK WARM UP SYSTEM

JACKAROO

(GROUP 6Y) October 1999

DESCRIPTION

The 4JX1 – TC is fitted with a quick warm up system that may be selected by depressing a dash

mounted switch.

The function of the quick warm up system is to decrease engine warm up time in cold conditions by

restricting air flow through the engine.

DASH SWITCH

To rest rict air flow, the ECU cont rols a butterf ly located on the exhaust engine pipe and the throttle

stepper mot or on the inlet manif old.

If the dash switch is depressed the ECM will activate / de-activate the system automatically as

engine tem per at ure conditions dictate.

When the system is activated the light located on the dash switch will illuminate, when the engine

temperature rises above 80C the ECM will override the switch to de-activate the system and the

light. The system contains an ambient temperature sensor located behind the grill that will override

the switch de-activating t he system and the light if t he ambient temper ature is above 15C. If coolant

temperature is above 50C on start up the ECM will override the dash switch and de-activate the

system.

INTAKE THROTTLE

STEPPER MOTOR

VACUUM

PUMP

AIR

CLEANER

EXHAUST

BUTTERFLY

TURBO

EXHAUST

BUTTERFLY

VALVES

STEERING COLUMN INSTALLATION PROCEDURE

(GROUP 9) October 1999

Whenever reinstalling or replacing the steering column assembly in TS series Astra built prior to

the production breakpoint shown below. It is critical the correct lower steering column mounting

clamp load is achieved. Failure to correctly set this clamp load may result in two separate

conditions. If too loose, a rattle condition at the base of the steering column may be experienced. If

too tight, failure of the lower steering column bearing may result.

PRODUCTION RECTIF ICATION

Tighter production tolerances to the lower steering column mounting bracket have eliminated the

requirem ent for this critical clamp load adjustment.

Vehicle breakpoint is as specified below:

ISOVIN: Build Date:

W0L0TGF48X5033674 21/09/98

SERVICE PROCEDURE

Technicians need to ensure that the procedures outlined below are applied at all times when the

steering column is reinstalled or replaced in TS series vehicles built prior to the above mentioned

breakpoint. .

1. Reinstall the steering column assembly as per removal and reinstallation procedures set out

on the TIS CD ROM, Group M – Steering “Remove and reinstall steering column assembly”

(Steering column assembly adjustable).

2. Centralise the steering wheel and engage the steering lock.

3. Move the adjustable steering lever out of the lock position so the steering column can be

moved up or down, in or out.

4. Locate the clamp bolt (1) that houses the lower steering column bearing and loosen to allow

the installation of the first shim package of 4.0mm (bolt (1) threaded end visible with a 7mm

hex on end of bolt) as indicated in Figure A (showing the steering column removed for clarity).

Shim in mm Number of shims

0.4 21-321-321

1.6 2221111- - -

Total 4.0 3.6 3.2 2.8 2.4 2.0 1.6 1.2 0.8 0.4

Update

FIGURE A

5. Beginning with an overall thickness of 4.0 mm insert the package of 4 shims, as indicated in

Figure B, between the steering column bracket and the crossmember and tighten the clamp

bolt to 22 Nm/16 ft.lb.

FIGURE B

6. To check if the clamping force is correct, grasp the steering shaft at the intermediate shaft end

and push the steering shaft axially with moderate effort (in the direction of the arrow) as

indicated in Figure C.

FIGURE C

7. If the visible grey guide sleeve located in the clamp on the steering column is moved, release

the clamp bolt and remove one 0.4mm shim.

8. With the reduced shim package of 3.6 mm, tighten the clamp bolt again to 22 Nm/16 ft.lb.

Repeat the checking procedure, observing whether the grey guide sleeve continues to move.

Repeat the procedure of continually reducing the overall thickness of the shims by 0.4 mm

until the guide sleeve ceases to move while applying moderate effort as indicated.

9. Once the correct number of shims has been determined, push the steering column inwards as

far as it will go and check that the grey sleeve located within the clamp is positioned towards

the front of the vehicle as far as possible. It may be necessary to loosen the clamp bolt and

apply an axial force to the steering shaft towards the front of the vehicle until the grey sleeve

seats on the clamp in it’s forward most position. Ensure to tighten the clamp bolt to 22Nm/16

ft.lb.

10. Re-install all components. Move the steering column adjustment lever into the lock position.

PARTS INFORMATION

Shim kits to adjust clamping load are available via HSPO under the part number supplied below.

Part No.: Description: Qty

09192728 Shim kit 1

TILT/REACH HANDLE INSTALLATION PROCEDURE - SERVICE MANUAL REVISION

VT, WH

(GROUP 9) October 1999

When replacing the tilt/reach handle mechanism incorporated in the steering column assembly,

technicians are advised to perform the additional procedure and note the change in the required

installed ‘f or ce’ to push the lever closed.

Please add the following notation (changes are in bold Italics) to existing procedures in the VT

Series Service Manual, Volume 5, Section 9A, page 9A – 26.

STEP 3. Ensure steering column / steering wheel is in the fully forward position, i.e. push

steering wheel towards the front of vehicle until full forward adjustment has been achieved.

Reinstall through bolt and replacement handle (1) , through the inner cam .

and

STEP 6. Tighten the nut unt il a force of 60 N is r equired to push the lever closed.

SERVICING DOOR CHECK LINKS

VT II, WH

(GROUP 0B) October 1999

A revised front door checklink assembly was introduced with VT II and WH Ser ies vehicles.

VT II and WH series vehicles do not require the front door checklinks to be lubricated at anytime.

Only rear door checklinks should be lubricated as per the normal service schedule or as requir ed.

Lubricating the front door checklink lowers the maximum hold open force t hat the checklink can apply

to the door. Lubrication may also cause an ‘oil canning’ type noise depending upon the lubrication

used.

Please add the following notation (changes are in bold Italics) to existing procedures in the

appropriate sect ions in the VT II and WH Series Service Manuals:

Section 0B LUBRICATION AND SERVICE, Volume 1A, page 0B-17, Operation 7.2. Maintenance

Schedule, Car Exterior, "Lubricate hood catch, door hinges, rear door links and lock cylinders"

Section 0B LUBRICATION AND SERVICE, Volume 1A, page 0B-17, Operation 8. Lubricant

Recommendations, " Door hinge and rear door hold opens"

Section 0B LUBRICATION AND SERVICE, Volume 14A, page 0B-20, Operation 9.2. Maintenance

Schedule, Car Exterior, "Lubricate hood catch, door hinges, rear door links and lock cylinders".

Future updates of these Service Manual sections will carry corrected information.

SERVICE SCHEDULE REVISION

UES FRONTERA -

(GROUP 0B) October 1999

I-GM wish to advise technicians of two revisions to the service schedule of the current model UES

Frontera from the schedule shown in Chapter 12, Pag e 6 of the owners handbook.

1) Manual transmission and tr ansf er case oil is no long er t o be replaced at 10000 km as indicat ed in

the service schedule. The f irst manual t ransmission and transf er case oil chang e is now at 40000

km, and t hereafter as indicated in the service schedule.

2) Automatic transm ission and transfer case oil is no longer to be r eplaced at 10000 k m as indicated

in the service schedule. The first automatic transmission and transfer case oil change is now at

40000 km, and t hereafter as indicated in the service schedule.

The above revisions will apply for all 1999 UES model vehicles that have not already had a 10000 k m

service.

FUEL FILLER DOOR NOT OPENING

VT, WH

(GROUP 1) November 1999

PROBLEM DESCRI PTION

The fuel filler door fails to open when the fuel filler door lever is pulled.

The problem occurs due to the fuel filler door seal ‘sticking’ to the body preventing the

door f r om opening.

PRODUCTION RECTIF ICATION

W hite oil is applied to the fuel filler door seal to prevent the seal f rom ‘sticking’. This oil

application start ed at:

ISOVIN: Build Date:

6H8VTK69HXL493739 18/08/1999

SERVICE RECTIFICATION

Apply Solidoil – available from HSPO - to the fuel f iller door seal. (Note: Solidoil is used

because white oil is not available in container sizes suitable f or dealer ship use).

PARTS INFORMATION

Part No.: Description: Qt y:

M33028 Solidoil (27g) 1

Due to potential adverse effects on paint, silicon based spray greases or similar must

not be used in this location.

ENGINE COOLING DIAGNOSTIC LAMP ILLUMINATES - FUSE 8 OR 4 BLOWS

TS ASTRA

(GROUP 12) November 1999

This Techline item supersedes the previous Techline on this topic Issue 2, 1998. Please ensure

the previous Techline is rem oved from dealership circulation.

If investigating engine cooling diagnostic lamp illuminating, check fuse numbers 4 & 8 in the

engine compartment fuse box, located at the LH front of the vehicle. See figure 1 below.

NOTE: Fuses ar e numbered 1 to 8, read from the rear of the fuse panel.

The cause of the diagnostic lamp illuminat ion m ay be fuse failure during cooling fan st ar t -up.

Under certain operating conditions the cooling fan/s may draw sufficient current to cause fuse

failure.

If either of these fuses is 20 Amp (yellow colour) or 30 Amp (green colour), the fuse/s must be

replaced with a 40 Amp (Orange colour) fuse – r efer Parts Information below.

Figure 1

PARTS INFORMATION

Part Number Description Qty

90386022 Fuse - 40A 1

MULTI INFO DISPLAY UNIT (MID), CODE INDEX PROGRAMMING

JS SERIES II, C22SEL

(GROUP 12) November 1999

This Techline is issued to inform technicians of the correct multi info display (MID) program index

codes for JS Series II with C22SEL engines which did not appear in the T IS CD- ROM until Version

53.

W hen replacing MID units in these vehicles it is necessary to program the correct code index into

the new unit for oper ation.

Soft ware t hat will enable this programming is available in the curr ent TIS CD-ROM.

TRANSMISSION TYPE CODE INDEX

MANUAL 600

AUTOMATIC 601

Steps for programming are as fol l ow s :

1. Connect TECH 2 to the vehicle.

2. Select Diagnostics/Model Year (Y) 2000/ Vectra B/F3 : Body/Multi Info Display

3. Follow steps as request ed by TECH 2

4. Select F5: Programming/F0: Code Index programming.

5. Select the “Modify” soft key at the base of the TECH 2 screen.

6. Technicians will then be prompted f or the following options.

7. Select Multi Info Display Language - “ENGLISH”

8. Select Option - “WITH RADIO”

9. Select Country Code - “OT HER”

10. Select Consumption Unit - “LITRE / 100KM”

11. Tech 2 will then prompt t o enter the relevant Code Index fr om the table below with the TECH

2 keypad and press enter.

12. TECH 2 will verify when program m ing is complete.

PRODUCTION BREAKPOINT

The program index codes listed should be used when programming Multi Info Display units after

the break point specified below.

ISOVIN: Build Date:

W0L0JBF19YL482379 22/07/99

PROGRAM INDEX CODES

SB, TR, TS, JR, JS

(GROUP 12) November 1999

When replacing electronic control units in Barina, Astra, or Vectra models, technicians may be

prompted to enter a code index (from the TIS CD), via TECH 2, to enable the module to function

within the vehicle.

Some Technicians have had dif ficulty finding the index codes on the TIS CD and have resorted t o

calling TAS for the codes.

As these codes are called “Program memory codes”, “Index codes” or “Program Index Codes” in

TIS, update informat ion and clarification of t hat informat ion is currently being sought.

On the following page is a consolidated table of code indexes for the vehicles and models built to

date.

PROGRAM INDEX CODES – SB, TR, TS, JR, JS

ELECTRONIC

MODULE TYPE MODEL

YEAR MODEL TYPE ENGINE

TYPE TRANS

TYPE CODE

INDEX

MULTI INFO DISPLAY 97 JR VECTRA C20SEL MAN 007

MULTI INFO DISPLAY 97 JR VECTRA C20SEL AUTO 008

MULTI INFO DISPLAY 97 JR VECTRA X25XE AUTO 014

MULTI INFO DISPLAY 98 JR VECTRA C20SEL MAN 009

MULTI INFO DISPLAY 98 JR VECTRA C20SEL AUTO 010

MULTI INFO DISPLAY 98 JR VECTRA X25XE AUTO 012

MULTI INFO DISPLAY 98/99 JS VECTRA C20SEL MAN 009

MULTI INFO DISPLAY 98/99 JS VECTRA C22SEL MAN 009

MULTI INFO DISPLAY 98/99 JS VECTRA C22SEL AUTO 010

MULTI INFO DISPLAY 98/99 JS VECTRA X25XE AUTO 012

MULTI INFO DISPLAY 99/00 JS VECTRA Series 2 C20SEL MAN 600

MULTI INFO DISPLAY 99/00 JS VECTRA Series 2 C22SEL MAN 600

MULTI INFO DISPLAY 99/00 JS VECTRA Series 2 C20SEL AUTO 601

MULTI INFO DISPLAY 99/00 JS VECTRA Series 2 C22SEL AUTO 601

MULTI INFO DISPLAY 99/00 JS VECTRA Series 2 X25XE AUTO 012

TRIPLE INFO DISPLAY VECTRA (ALL) 031

TRIPLE INFO DISPLAY TS ASTRA 011

INSTRUMENT JR VECTRA C20SEL 013

INSTRUMENT JR VECTRA X25XE 017

INSTRUMENT JS VECTRA C20SEL 013

INSTRUMENT JS VECTRA C22SEL 013

INSTRUMENT JS VECTRA X25XE 017

INSTRUMENT JS VECTRA Series 2 C20SEL 021

INSTRUMENT JS VECTRA Series 2 C22SEL 021

INSTRUMENT JS VECTRA Series 2 X25XE 022

INSTRUMENT TS ASTRA X18XE1 007

CRUISE CONTROL VECTRA (ALL) C20SEL 010

CRUISE CONTROL VECTRA (ALL) C22SEL 050

CRUISE CONTROL VECTRA (ALL) X25XE 011

CRUISE CONTROL TS ASTRA X18XE1 013

RADIO – Blaupunkt 420 VECTRA (ALL) 001

RADIO – Blaupunkt 420 TR ASTRA 063

RADIO – Blaupunkt 420 TS ASTRA 031

RADIO – Blaupunkt 420 SB BARINA 063

RADIO – Blaupunkt 520 VECTRA (ALL) 003

RADIO – Blaupunkt 520 TR ASTRA 065

RADIO – Blaupunkt 520 TS ASTRA 033

RADIO – Blaupunkt 520 SB BARINA 065

RADIO – Blaupunkt 620 VECTRA (ALL) 002

RADIO – Blaupunkt 620 TR ASTRA 064

RADIO – Blaupunkt 620 TS ASTRA 032

RADIO – Blaupunkt 620 SB BARINA 064

REFRIGERANT CHARGE QUANTITY

TF RODEO

(GROUP 2) November 1999

Recent Air International in house charge determination testing has revealed an error in the

quantit y of refrigerant recommended for the Rodeo V6 4x2, 4x4 models.

The original specif ication as nominated on the A/C label and f itting instruct ions was 900 + or – 25

grams, we now realise that this should be 730 + or – 25 grams.

All dealers should alter their fitting instructions to reflect the new value. The specification label

supplied with new kits will also be altered accordingly.

WHISTLE NOISE FROM HVAC FRESH/RECIRC. DOOR

(GROUP 2) November 1999

PROBLEM DESCRI PTION

A whistle noise is heard from the HVAC unit when in fresh air mode and fan speed is set to high

(or with increased airflow while driving).

The whistle is caused by incomplete sealing of the fresh/recirculation door in the “fresh air”

position.

PRODUCTION RECTIF ICATION

Revised actuator rods have been fit t ed to vehicles from:

ISOVIN: Build Date:

6H8VTL69HYL512679 06/10/99

SERVICE RECTIFICATION

To alleviate this whistle noise, replace t he fresh/recirculation door actuator rod as follows:

1. Remove the instrument panel lower compartment (glove box), the instrument panel end cap

cover left side and where fitted, the left side foot well upper closing panel.

2. Disconnect the vacuum actuator rod from the fresh/recirculation lever.

3. Remove the two screws securing the vacuum actuator (using a stubby Phillips head

screwdriver) as indicated in Figur e 1.

4. Pull the actuator rod black retaining collar f orward (away from the act uator body) and remove.

Note the position of the retaining collar and rod - f or later re-assembly.

5. Remove the rod from the vacuum actuator by pulling the rod away from the actuator body.

6. Attach the revised rod P/N 92143261 to t he vacuum actuator.

7. Re-install the black r etaining collar and ‘clip’ into posit ion.

8. Check operation of actuator, re- inst all all parts previously removed.

PARTS INFORMATION

As the original rod and revised rod are visibly similar, the revised rod is longer and can be

identif ied by its length of 72m m Approx., measured f rom centr e of the att aching hole to the end of

the rod.

Part No.: Description: Qty:

92143261 Fresh/Recir c. Actuator Rod 1

Figure 1

WARRANTY CLAIM INFORMATION:

Description Fresh/Recirc. Actuator Rod –

Replace

Labour Op. No. D000215

Time 0.5 hr

Failure Code 40

ABS BRAKE BLEEDING

SB, TR, TS, JR, JS

(GROUP 5) November 1999

When bleeding brake systems on the above-specified models fitted with ABS brake systems.

Technicians may experience difficulty in removing air from the ABS modulator assembly. This

results in a spong y or poor pedal feel.

To assist in relieving air trapped in the ABS modulator assembly, technicians are advised to use

the ABS retur n pump relay actuator te st in TECH 2, in conjunction with t he normal brake bleeding

procedure.

A normal brake bleeding procedure should be performed to remove air from the brake system

prior to using the actuator test. Once this primary brake bleed is complete, continue as follows for

the applicable vehicle model:

JR & JS VE C TRA, TS ASTRA

1. Connect TECH 2 to the vehicle

2. Select Diagnostics / Model Year / Model type / Chassis / ABS 5.3 ( + T C)

3. Follow the steps as req uest ed by TECH 2

4. Select “F3 : Actuator Test”

5. Select – “Return Pump Relay Test”

6. Push the “ON” sof t key at the base of the TECH 2 screen.

Note: The actuator test will time out after 3 seconds.

7. Perform anot her normal brake bleeding pr ocedur e. Observe any residual air being exhausted

fr om t he hydraulic br ake circuit.

8. Repeat above procedure, if necessar y, ( I E: Steps 1-7), until all air is removed from the br ake

system.

SB BARINA GSI, TR ASTRA GSI

The same procedure can be used on SB Barina GSI and TR Astra GSI models with ABS brake

systems, using t he TECH 1 Scan tool and associated actuator t est .

BRAKE PAD BEDDING IN PROCEDURE

VT, WH

(GROUP 5) November 1999

Whenever brake pads are replaced, they should be burnished, by the following bedding-in

procedure:

Perform a minimum of 10 moderate (0.3 to 0.4g deceleration) brake applications from 70 km/h

down to 40 km/h every 500 metres.

For example, a ‘panic’ stop would be classified as being a 0.9 g deceleration braking effort, so a

‘moderate’ deceleration rate of 0.4 g would be one that required approximately half the brake

pedal effort needed f or a ‘panic’ st op.

Important Note:

Do not perform this procedure at less than 500 metre intervals, as the excessive heat build-up,

may adversely affect t he frictional character ist ics of the new brake pad mater ial.

ENGINE REPAIR RECOMMENDATION

ALL MODELS

(GROUP 6A) November 1999

In recent times, engines have become increasingly more sophisticat ed and complex in design and

construction.

When the need arises to carry out major repairs, these engines rely on greater attention to

accuracy and detail - in measurem ent, machining and assembly - and adherence to m anufacturers

specificat ions is of paramount impor tance.

Holden Service recommends that when any major repair is to be car ried out by a sub-let repairer,

or where components are either machined, or repaired/remanufactured ‘off-site’ - that a copy of

the relevant Service Specifications be provided, to ensure the machine shop/repairer produces

finished products that align with the Holden Service Specification.

It is no longer acceptable to rely on a repairer to machine/repair components to an “industry

standard”, t hat may be “less controlling” than t he manufacturer’s specification.

Part of any agreement for sub-let repairs to be carried out, should be the instruction to complete

the task “ to the specifications pr ovided”.

This will assist Dealerships’ aims to “fix it right first time” and ensures the longevity and durability

of customer’s vehicles. Provision of this service data to r epairers also assists in education of their

technicians - a g ener al benefit to the aut om otive repair trade.

OIL LEAK DIAGNOSIS

ALL MODELS

(GROUP 6A, 7A, 7B) November 1999

PROBLEM DESCRI PTION

Unnecessary component replacements and repeat repairs are occurring because of incorrect

diagnosis of engine and transmission oil leak s.

SERVICE RECOM MENDATION

When diagnosing engine or transmission oil leaks, Holden Service recommends the use of Black

Light and Tracer Dye, as clean-up of existing leaks is not required, and exact leak sources will be

accurately defined.

MINIMI SING REPAIRS & REDUCING COMEBACKS:

Use of black light is especially important on lower engine oil leaks and A/T leaks – as returned

parts show that a simple r epair/seal replacement could have been carr ied out with m inimum work,

rather t han m ajor component replacement or multiple repairs.

This system can also assist in definition of casting porosity – defining the need for component

replacement – where a repeat com plaint may occur af t er previous leak clean-up and evaluation.

Refer to All Dealer Letter DL: 30/97, shown on page 87 of 1997 Service Communication Book.

The information provides questions & answers regarding usage of black light and tracer dye, and

purchase (from SPX) of all necessary equipment, including dye for engine, trans., A/C, and also

replacement par t s .

SPARK PLUG LEAD REPLACEMENT

VT, VS with S/C V6

(GROUP 6Y) November 1999

Techline Issue 3 - April, 1999, Page 9 advised of the introduction of new spark plug leads, and

recommendat ions for lead replacements.

To ensure that misfire complaints with S/C V6 engine are not continued, the following information

fr om the April Techline, with additional clarification, is brought to technicians attent ion:

SERVICE RECTIFICATION

Early Design (DARK grey) leads:

In service, whenever a failure of an earlier production (DARK grey coloured) supercharged V6

engine spark plug lead occurs – Replace t he spark plug leads with a f ull set of latest desig n leads.

(Refer Parts Info. Below).

DO NOT REPLACE SINGLE LEADS

This lead set replacement may be done once only - where a failure occurs on a DARK grey

coloured lead/s.

NOTE: T hese Dark gr ey coloured leads are also labelled with the word “CHAMPION” on the out er

insulation.

Latest Design ( BLACK) leads:

Failure of the latest design (black coloured, and the leads are labelled with the word “Bougicord”)

leads requir es r eplacement of the failed lead only.

CAUTION: Earl y & Latest Design Leads:

Some technicians are removing the locating spring from spark plug boots – DO NOT REMOVE

locating springs from any supercharged V6 engine spark plug lead boots. This does not address

the root cause and will result in a r epeat failure which will inconvenience customers.

PRODUCTION RECTIF ICATION

As a product improvement, revised spark plug leads were introduced in S/C V6 engine (and

vehicle) production as f ollows:

ISOVIN: Engine No. Build Date:

L460549 VS876563 20/05/99

PARTS INFORMATION

Part No.: Descript i on: Qty

92142486 Lead Set – Spar k Plug

(For S/ C V6 only). 1

4L30E AUTOMATIC TRANSMISSION FLUID LEVEL CHECK PROCEDURE

JACKAROO, RODEO, FRONTERA

(GROUP 7B) November 1999

CHECKING TRANSMISSI ON FLUID LEVEL AND CONDITION

Checking fluid level and condition (colour and odour) at regular intervals will provide early

diagnosis inf ormation about the transm ission. This inf ormation may be used to correct a condition

that, if not detected ear ly, could r esult in m a j or transmission repairs.

IMPORTANT. W hen new, automatic transmission f luid is r ed in colour . As the vehicle is driven, the

transmission fluid will begin to look darker in colour. The colour m ay eventually appear light brown.

A dark brown colour with burnt odour may indicate excessive fluid deterioration and signal a need

for fluid change.

FLUID LEVEL

W hen adding or changing f luid, use only DEXRON 3. Ref er to Maintenance and Lubrication in the

relevant owners manual for ser vice inter vals.

CAUTION: DO NOT OVERFILL.

Overfilling will cause foaming, loss of fluid, abnormal shifting and possible damage to the

transmission.

1. Park the vehicle on level ground and apply the parking brake firmly.

2. Check fluid level with engine running at idle.

NOTE: Be sur e t hat transmission fluid t em per ature is below 30° C (86° F).

3. Move the selector lever through all gear ranges.

4. Move the selector lever to "park .

5. Let engine idle for 3 minutes and open the overfill scr ew (REFER DRAWI NG A).

6. Add released transmission f luid unt il it flows out over the overfill screw opening.

7. Let engine idle until a fluid temper ature bet ween 32° C (90° F) and 57 ° C (135° F) is r eached,

then close the overfill screw (1).

Torque: 38 Nm (3.9 kg.m128 lb f t )

NOTE: Check t r ansm ission fluid temperature with scan tool.

Minimum fluid level 57° C (135° F) Maximum fluid level 32° C (90 ° F)

DRAWING A

1 – FILL PLUG 2 – DRAIN PLUG

CAUTION: Do not open overfill screw with engine stopped.

CAUTION: DO NO T CHECK FLUID LEVEL UNDER THESE CONDITIONS:

• Immediat ely after driving at sust ained highway speeds.

• In heavy city traffic during hot weather.

• If vehicle is towing a t r ailer .

If the vehicle has been operat ed under t hese conditions, shut the engine off and allow the

vehicle to"cool" f or ( 30) minutes. Af t er t he cool down period, rest art vehicle and cont i nue

from step 2 above.

LSD "CHATTER" NOISE

VT with LSD (Additional Information)

(GROUP 4) November 1999

This Techline item is re-issued (previous Techline on this topic Issue 2, March, 1999, page 7).

because of the ongoing, unnecessar y, replacement of final drive unit s .

As all Technicians are now aware of the necessity to REPLACE OIL PRIOR TO ANY FINAL

DRIVE REPLACEMENT, any final drive unit replaced where the oil has not been r eplaced, will not

be accepted under warranty.

PROBLEM DESCRI PTION

A number of final drive units have been replaced for chatter noises. Investigation has revealed

that the cause of the complaint noise was LSD lubricant related. Unnecessary replacement of

LSD units may result if the diag nosis recom mended by Holden and the LSD supplier is not carr ied

out.

SERVICE RECOM MENDATIO N

The following is an extract of a paragraph regarding LSD checking in the VT Series Service

Manual, Volume 1, Section 4B, Page 4B-77.

This diagnosis must be carried out to ensure unnecessary replacement of rear axle assemblies

does not occur.

Once the diagnosis has been performed and the rear axle assembly is found to be defective

requir ing replacement , please note on the Defective Material Tag t hat the t est pr ocedure as shown

below has been performed.

4.3 LSD NOI SE

If LSD stick-slip chatter is diagnosed, the differential carrier lubricant should be drained

immediately after a run to war m up t he lubricant. This is to r emove as m uch old lubricant and w ear

debris as possible. Refill carrier with the specified lubricant and re-evaluate LSD operation for a

minimum of 20km s . Chatter will usually disappear w it hin this time.

Should chatter still occur, remove carrier and overhaul LSD. Refer to

3.4 LIM I TED SLIP DI FFERENTIAL in this Section.

NOTE: Comments regarding overhaul O NLY apply to vehicles not covered by warranty.

For vehicles covered by warranty, replace rear axle assembly via changeover progr am, ref erred t o

in Dealer Letter DL 11/99, entitled “Holden Com ponent Changeover Program s ” .

TICK NOISE FROM DASH PANEL AREA

VT, WH

(GROUP 1) November 1999

PROBLEM DESCRIPTION

When driving over rough surfaces, a ‘tick’ type noise can be heard from the dash panel plenum

(air intak e) area – shown in Figure 2. T his paint ‘tick ’ noise is the result of two painted panels with

a ‘slip-stick’ condition which is induced by body movement when the vehicle is driven over rough

surfaces.

PRODUCTION RECTIF ICATION

In production an extra line of weldable sealer has been added between the dash upper panel and

reinf or c em ent ( dash panel upper) as follows:

ISOVIN: Build Date:

6H8WHY19SXL496466 23/08/99

SERVICE RECTIFICATION

1. Remove windshield wiper arm and blade assemblies.

2. Unscrew six scrivets retaining bot h r ig h t and left plenum covers.

3. Unscrew ten scrivets retaining plenum water deflector , disengage locating t abs and r em ove

fr om vehicle as indicated in Figure 1.

Figure 1

4. Locate affected panel joints as indicated in Figure 2. Using a screwdriver or similar tool, located at the

intersection of the two panels, tap the tool with a light hammer to separate the two panels behind the

plenum air inlet, working towards the centre of the vehicle, separating the panels every 30mm over a

distance of 800mm approx. (as shown). This operation is only to provide a small gap between the two

panels – should any paint damage occ ur, the damaged ar ea mus t be protected against cor rosion, us ing

either FUSOR #800, 801, or 802; or 3M Automix 8306 Joint Sealers, or a commercially available

equivalent.

5. Test drive vehicle to confirm noise complaint is corrected (NOTE: Re-fit windscreen wipers temporarily

for road testing). Upon confirmation of correction, replace all previously removed components.

Figure 2

WARRANTY CLAIM INFORMATION:

Description Separ at e Dash Panels (Sheetmetal)

Labour Op. No. A000258

Time 0.7 hr

Failure Code 90

VALVE CLEARANCE SHIM CALCULATION

4JX1 JACKAROO

(GROUP 6A) November 1999

The following correction has been made to the valve clearance adjusting shim calculation

procedure for the 4JX1 engine.

Current Calculation

TA: T hickness of new adjuster

M: Valve clearance measurement

TO: Thickness of the r em oved adjust er

For Intake: TA=TO+(M+0.15) mm

For Exhaust: TA=T O + ( M+0.25) mm

Correct Calculation

TA: T hickness of new adjuster

M: Valve clearance measurement

TO: Thickness of the r em oved adjust er

For Intake: TA=TO+(M-0.15) mm

For Exhaust: TA=T O + ( M-0.25) m m

Workshop manuals should be corrected accordingly. The above information appears in Section

6A, page 64 of the 4JX1 workshop manual.

ABS MODULATOR SPRING PLATES DELETION

VT, WH, JS, JS, YE

(GROUP 5) November 1999

Whilst servicing the ABS module some dealers have queried the absence of the spring plates

located between the electronic control unit (ECU) and the hydraulic modulator. As a result they

have replaced the entire ABS/ ECU assembly.

Bosch has infor m ed Holden t hat these spring plates became r edundant as of July 1998.

Technicians should not be alarmed by the absence of the spring plates, nor attempt to retro-fit

them. Absence of, or inclusion of, these spring plates will have no effect on the vehicle braking

system.

REVISION OF COOLING SYSTEM

2.2 TF RODEO

(GROUP 6K) November 1999

The following revision has been made to the cooling system diagram for 2.2 (C22NE) engined

Rodeos.

Workshop manuals should be corrected accordingly. The above information appears in Section

6B, page 2 of the 1999 TF 2.2 workshop manual.

WHISTLE NOISE FROM ENGINE BAY

JR, C20SEL; JS, C22SEL

(GROUP 6M) November 1999

PROBLEM DESCRIPTION

Some customers may report a whistle noise that can be heard f rom the eng ine bay area at varying

speeds with light throttle application. The noise may emanate from the fuel evaporative carbon

canister purg e (transf er) hose (also called carbon canister t o f uel tank vent valve hose). T his hose

has a corrugated section, and when air passes through it, a whistle type noise is produced. To

verify this, the purge hose can be disconnected from the canister, and on road test the noise

should stop.

PRODUCTION RECTIF ICATION

Revised canister purge hoses have been introduced int o vehicle product ion from:

ISOVIN: Build Date:

W0L0JBF35YL496571 29/09/99

SERVICE RECTIFICATION

1. Locate the canister purge hose routed

along the engine firewall - (Canister t o fuel

tank vent valve)

2. Disconnect the canister purge hose joint,

located under the br ake master cylinder.

3. Turn vehicle steering wheel to the f arthest

right hand lock position, to gain access to

the rear end of the front inner wheel arch

cover.

4. Remove the two rearmost front wheel

arch cover plastic retaining nuts, and the

two lower plastic retaining clips.

5. Pull the rear section of inner wheel arch

cover away from its mountings to gain

access to the carbon canister (2) – Refer

Figure 1.

6. Disconnect canister purge hose (2) -

Refer Figure 2 - from carbon canister and

remove the hose f rom the vehicle.

7. Connect and route the revised type

canister purge hose as per the previous

hose.

8. Refit the inner wheel arch cover.

Update

PARTS INFORMATION

Revised canister purge hose can be or der ed from HSPO with the part num ber specified below:

Part No.: Descript i on: Qt y:

92081590 Hose, Canister Purge 1

WARRANTY CLAIM INFORMATION:

Description Canister Purg e Hose - Replace

Labour Op. No. L000187

Time 0.6 hr

Failure Code 40

“CREAK” OR “RATTLE” NOISE FROM ROOF AREA

(GROUP 1) December 1999

PROBLEM DESCRIPTION

A “creak” or “rattle” noise may be heard from the roof area, during turns or when negotiating

driveways or rough r oads.

Investigat ions into these noises have defined the noise is emanat ing fr om the (centre) roof bow at

contact points with the roof panel. Hardening or crystalisation of the anti-flutter foam used results

in a “creak ” noise during normal body movement or a “ rattle” when anti-f lutter foam particles move

within the roof panels.

SERVICE RECTIFICATION

•Remove headlining retent ion material – trim panels, interior lamp, etc, for access to roof bow.

Headlining may then be dropped enough for access to r oof bow.

•Define areas of sealer (anti-flutter foam) hardening/crystalisation by lightly levering at panel

joints.

•Where the anti-f lutte r foam has brok en away - temporar ily lever the panels apart with a wedge

(take care not to distort roof panel) so that new anti-f lutter foam can be inserted between the

panels.

•Apply Fusor anti-flutter foam between roof bow and roof panel, along front and rear contact

area (see below for applicat or gun and foam).

•Remove the wedge temporarily holding the panels apart and allow panels to retur n to original

position - press t o gether if r equired, to spread ant i- flutter foam and attain original position.

PARTS INFORMATION

The following parts ar e r equired to carry out the above service rect ification:

“Fusor 300 50mm Sm all Dispenser Cartridge Gun” with 1-1 Plunger - 1 requir ed.

“#124 Fusor Anti-Flutter Foam” - 2 tubes r equired for t his t a sk). (Suitable for 50mm Gun).

NOTE: at the time of publishing, this material was approved for rectification of this condition.

W here Holden is able to determine additional, or equivalent materials, these will be published in a

fut ure Techline bulletin.

The mat erial specified is available from :

Australian War ehouse Dist ributors

239 Wickham Road

Moorabbin

VIC 3189

Phone : ( 03) 9553 1977

Fax : (03) 9553 1225

NOTE: for emergency use - TAS has a Fusor 300 gun which may be borrowed (Note: dealer to

procure anti- flutter foam).

WARRANTY CLAIM INFORMATION:

Use the f ollowing information when carrying out the service rectification in this Techline bulletin:

Description Reseal r oof bow to roof

Labour Op. No. C000394

Time 1.0 hr

Failure Code 28

Warranty Clerks Please Note:

•Purchase of #124 Fusor Ant i- Flut ter Foam may be claimed in Net It em expense, Type “M”.

•Purchase of t he Fusor 300 Cartridge Gun cannot be claim ed under warranty.

REAR WINDSCREEN MOULDING DISTORTION - SERVICE HINT

(GROUP 1) December 1999

PROBLEM DESCRIPTION

Rear windscreen moulding distor t s along top of screen ar ea.

SERVICE RECTIFICATION

Service manual information does not advise moulding replacement but the removal is included in

removal of the rear screen. For this reason, dealerships have been removing and replacing the

rear screen assem bly to rectify the moulding dist or tion.

THIS IS NOT REQUIRED!

The moulding can be removed from the rear screen opening usually by pulling the moulding, but

may need careful cutting of t he ur ethane, to remove the distor t ed m oulding.

After removing the moulding, apply a bead of urethane to the window opening and insert a new

moulding.

WARRANTY CLAIM INFORMATION:

Use existing labour time manual information as follow s:

Description Rear m oulding replace

Labour Op. No. C860400

Time 1.9 hr

Failure Code 11

REAR BRAKE S Q UE AL NOISE

(GROUP 5) December 1999

PROBLEM DESCRIPTION

Rear brak es exhibit a “ s queal” noise during lig ht brake application.

During extensive investigation into the root cause/s of this squeal noise, it has been defined that

the main causes are:

• Brake pad friction material char act er ist ics.

• Restricted movement of the brake pads in t he guides

• Jamming of hand brake mechanical com ponents at the caliper through insufficient lubr ication.

When rectif ying any rear brak e sq ueal complaint , the “ Service Rectif ication” procedure below must

be fully carried out to ensure all potential causes of brake squeal are addressed and rectified

where required.

PRODUCTION RECTIF ICATION

Revised brake pads installed:

VIN: Build Date:

Y5018694 01/09/99

SERVICE RECTIFICATION

1. Raise vehicle to a suitable working height, rem ove rear wheels and support r ear suspension

so suspension does not “hang ” and hand br ake cables do not apply tension to the rear caliper

hand brake m echanism s.

2. Check operation of handbr ake mechanical components for free movement . Detach handbrake

cable fr om handbr ake lever at the caliper. Push brake caliper actuation lever downwards with

a screwdriver.

3. Depending on the r esult of the above check, carr y out one of the 3 following alte r nat ives:

I. If the handbrake lever fully returns back against the stop at the caliper, when the lever is

released, only the brake pads have to be replaced. Install new brake pads – Refer Note B.

NOTE: After replacement of brake pads, clean the brake pad guides in the caliper and the

caliper itself with a soft wire brush. Apply anti-squeak grease to the guides as shown in

Figure 1.

II. If the handbrake lever does not return to its stop on the caliper because the mechanism is

seized, or if the brake pads can not be removed the from the brake caliper, the brake pads

and caliper should be replaced. – Ref er Note C. NO TE: Dur ing the installat ion process - apply

anti-squeak grease to the guides as shown in Figure 1, and ensure free movement of the

pads in the caliper.

4. A symptom of a seized or stick ing handbrake lever is excessive wear of pads/discs. Check

rear brake discs for excessive wear (measure thickness) and replace if necessary – Ref er

Note A.

5. Adjust hand brake lever tr avel, r e- assem ble parts removed and road test vehicle.

Notes

A. See work procedure in TIS "Check brake pads and brake discs for excessive wear", unit "H" in

Service Instruction for Astra-G.

B. See work procedure in TIS "Replace and install brake pads - rear wheel brake" unit "H" in

Service Instruction for Astra-G.

C. See work pr ocedur e in TI S "Replace and install caliper - rear w heel br ake" unit "H" in Service

Instruction for Astra-G.

Update

PARTS INFORMATION

Part No.: Description: Qty

09195685 Brak e Pads, Rear Brake 1

90166282 Anti-sq ueak paste 1

09193977 Caliper, RHR – non ABS 1

09193976 Caliper, LHR – non ABS 1

09193979 Caliper, RHR – with ABS 1

09193978 Caliper, LHR – with ABS 1

Figure 1. – Apply anti-squeak grease t o shaded ar eas.

(Item “ 1” = Caliper suppor t)

WARRANTY CLAIM INFORMATION:

WHERE BRAKE PADS (ONLY) ARE REPLACED – as in Step 3, alternat ive I.:

Description Rear disc brake pads - Replace

Labour Op. No. H125000

Time 0.7 hr

Failure Code 90

WHERE BRAKE PADS & CALIPERS ARE REPLACED – as in Step 3, alternative II. :

Description Rear disc brake pads & calipers -

Replace

Labour Op. No. H127000

Time 1.0 hr

Failure Code 15

SERVICE INFORMATION IN-DEALERSHIP PROCESS

ALL

(GROUP 0B) December 1999

Service Managers are reminded that service information updates are included in successive

releases of Ser vice Information CD’s.

Technicians must refer to the latest released CD when technical information/specifications are

requir ed in ser vice.

It is apparent that many Service Managers do not update or remove service literatur e in circulation

upon receipt of new and revised service informat ion.

When new service information, and in particular when CD’s are received, Service Managers

should give technicians the opport unity to review all new and revised inform at ion.

SERVICE MANUAL REVISION – STEERING GEAR TO CROSS MEMBER

MOUNTING NUT TORQUE

VT, WH

(GROUP 9) December 1999

VT Series Service Information CD Version 3 (released during the week of December 21, 1998)

contained a revised specificat ion for the steering gear to cross member mounting nut torque..

Please advise technicians and update relevant literature in dealership circulation to highlight the

following torque revision:.

STEERING GEAR HOUSING TO

CROSSMENBER MOUNTING NUT 70-85 Nm

TORQUE SPECIFICATION

ENGINE COVER RATTLE NOISE

VT, WH wi th LS1 GEN III

(GROUP 6A) December 1999

PROBLEM DESCRIPTION

Reports have been received of engine cover “rattle” at idle, or just above idle speed.

This rattle is caused by the main engine cover contacting the coil/bracket, at the rear of the

engine.

Revisions to the engine cover mounting brackets to alleviate this interference condition are being

carried out – br eakpoint inform ation will be advised in a future Techline issue.

SERVICE RECTIFICATION

1. Remove four engine cover ret aining nuts and remove the engine cover.

2. Loosen the two nuts retaining t he engine cover RH & LH mounting brackets.

3. Remove the two nuts retaining the rear ends of the eng ine cover RH & LH m ounting bracket s.

4. Lift the rear ends of the engine cover RH & LH mounting brackets and fit a new nut

(P/N 09440004) to each engine cover mounting brack et rear stud - torque to 4-6Nm.

5. Re-fit engine cover RH & LH mounting brackets, refit bracket mounting nuts - torque to

4-6Nm.

6. Re-fit main engine cover - torque r etaining nuts to 8-12Nm .

PARTS INFORMATION

Part No.: Description: Qty

09440004 Nut – Engine Cover Mtg. . 2

Update

DTC P0115 - ENGINE COOLANT TEMPERATURE SENSOR VOLTAGE HIGH

(GROUP 6C, 6K) December 1999

PROBLEM DESCRIPTION

Investigation into reports of check engine lamp illuminated, engine cooling module lamp

illuminated, and engine cooling fans on continuously, have been found to be related to diagnostic

trouble code P0115 (engine coolant temperature sensor voltage high). DTC 164 may also be

stored in the eng ine cooling module. The pr oblem has been ident if ied as poor internal connections

within the coolant temperature sensor body. This has the potential to cause an intermittent high

resistance or open cir cuit in the coolant temperat ur e sensor cir c uit .

SERVICE RECTIFICATION

Technicians should follow the appropriate diagnostic chart outlined within the TIS CD ROM

relevant for diagnostic trouble code P0115. After confirmation that the sensor requires

replacement, fit a new coolant temperature sensor carrying a date code as defined below, or

higher:

Date Code Interpretation: Date Code 2499 sets the breakpoint for improved sensor manufacture.

The date code stamping can be found on the sensor hexagonal flats (on early parts) or on the

plastic sensor body (on later par t s with thinner hexagon flats) as f ollows:

“2499” where, “24” = week of the year,

and “99” = the year of m anufacture.

Parts date coded prior to this code are not to be fitted to vehicles.PARTS INFORMATION.

All parts at HSPO are of the latest specification.

Part No.: Description: Qt y

90530444 Sensor, Coolant Temp. 1

WARRANTY CLAIM INFORMATION:

Use existing inf or mation in Labour Time Manual.

DTC P0327 SETTING - KNOCK SENSOR SENSITIVITY REVISION

VT, WH with LS1 GEN III

(GROUP 6C) December 1999

PROBLEM DESCRIPTION

Reports have been received of DTC P0327 being set repeatedly. This has led, in some cases, to

time consuming diagnosis with no rectification resulting .

The cause of DTC P0327 setting (when no definable problem exists with eng ine, knock sensor or

knock sensor har ness) is an over-s ensit ive k nock sensor diagnostic system.

SERVICE RECTIFICATION

Revised software contained in the next T IS 2000 CD, to be r eleased in December, 1999 will r ectif y

vehicles in the field. Use of the software contained in the new CD, to flash program PCM’s will

rectify this complaint on non-HSV vehicles only.

For HSV vehicles which suffer this complaint – fax a “Holden Special Vehicles W arranty Request

Form No . 9861” with full details, to HSV “Attention: John Volarich” (Fax No. (03) 9265 9555), who

will supply a change-over PCM.

Update

ECU RESETTING PROCE DURE

(GROUP 6C) December 1999

When the need arises to replace an engine control module in a TS Astra, technicians should be

made aware of the requirement t o r eset the security feature of the module prior to rem oving it f r om

the vehicle.

If the module is not reset prior to removing it, the module remains security linked to that specific

vehicle and cannot be reprogr ammed until reset accordingly.

This procedure is necessar y on warranty replaced modules – which must be reset to allow Holden

to investigat e cause of failure.

Similarly, the same procedure should be followed when installing a module from another vehicle,

or where dealership stock is used t o confirm diagnosis.

Engine Control M odul e Resetting Procedure

The engine control unit must always be reset in the vehicle it was initially progr a m m ed to.

1. Connect TECH 2 and select the following.

2. F0: Diagnostics / Model year / Astra G / F3: Body / Immobiliser

3. F3: Additional Functions

4. F2: Reset Engine Control Module

5. When security code is requested, enter secur it y code and press ent er .

6. When you have entered the correct secur it y code press okay to proceed.

7. The following warning will appear, “Warning: Engine will not start after reset! Do this only

before replacing the Engine Control Module”. Press the CONFIRM soft k ey at the base of the

TECH 2 screen to continue.

8. Program Completed, the engine control module is now reset, press the CONFIRM soft key at

the base of t he TECH 2 screen to exit.

Update

SPECIFIC OIL LEVEL CHECKING & REFILLING PROCEDURE

JS Series II (F23 M/T)

(GROUP 7A) December 1999

This Techline is issued to ensure that technicians are aware of the specific procedures for

checking, drainage and refilling of this transmission, which is detailed in the current TIS CD.

(Select Vectr a B, MY 2000. NOTE: Do not select an engine type).

The level check plug in the F23 transmission does not indicate an accur at e trans. oil level.

2.2 CHECKING/DRAINING TRANSMISSION LUBRICANT

NOTE: Unless a fluid leak has been observed and corrected, there is no requirement to check the

transmission fluid level.

Important: The level check plug on the F23 transmission fitted to Vectra B, MY 2000, does not

indicate an accurate transmission fluid level condition.

1. Clean all dirt and debris from the filler and drain plugs on the transmission, then blow dry with

compressed air.

CAUTION: Wear eye protection during this operation.

2. Using an 8 mm Allen key socket and suitable equipment, loosen then remove the transmission filler

plug, located at the top of the transmission case.

3. To gain access to the drain plug, it will first be necessary to modify a standard, 8 mm Allen key by

reducing the short leg to a length of 10 mm.

NOTE: The drain plug is located under the left hand driveshaft, in the transmission case.

4. W ith the modified Allen key inserted into the drain plug, install a suitable length of pipe over the longer

end of the Allen key to develop sufficient leverage.

5. Loosen and remove the transmission drain plug, draining the transmission lubricant into a clean

container with a capacity of at least 2 litres.

NOTE: Depending on the reason for draining the transmission lubricant, careful inspection of the drained

lubricant f or evidence of bras s or s teel m aterial, m ay assist in the early identification of a potential m ajor

problem.

6. After cleaning the transm ission drain plug, fit a new sealing ring, then reins tall and tighten the drain plug

to the correct torque specification.

TRANSMISSION

DRAIN PLUG 35 Nm

TORQUE SPECIFICATION

7. Refill the transmission with a measured, 1.6 litres of the recommended lubricant, through the

transmission filler plug hole. See 5. SPECIFICATIONS in this Section for lubricant details.

8. After cleaning the trans mission filler plug, f it a new sealing ring, then r einst all and tighten the f iller plug to

the correct torque specification.

TRANSMISSION

FILLER PLUG 35 Nm

TORQUE SPECIFICATION

F23 transmissions are identified by the “F23” cast onto the top of the main transmission housing,

visible in engine bay from above and behind the battery. F23 transmissions also have Reverse

gear t o t he RHS of the shift gate; previous tr ansm issions had r everse posit ioned to the LHS.

PRODUCTION INTRODUCTION

The F23 Manual Transmission was introduced into pr oduction with start of JS Vectra (Series I I) as

follows:

ISOVIN: Build Date:

W0L0JBF19YL482379 30/07/99

M/T OIL SPEC. REVISION

JS, JR, TS, SB (GSI)

(GROUP 7A) December 1999

This Techline is to advise technicians of a new manual transmission oil specification for the

following models, which is also a specific oil for use in JS Series II, F23 M/T:

SB Barina GSI – F13 Trans. ONLY

TS Astra – F17 Trans.

JR Vectra – F18 Trans.

JS Vectra – F18 & F23 T r ans.

Oil now specified for these transmissions is:

CASTROL SMX-O

This oil must be used for service replacement or replenishment of oil in the above manual

transmissions.

Castrol SMX-O r eplaces previously released oils MTF1067, MTF1067+ & MTF0063.

SERVICE USAGE & PRECAUTION

Dealers holding old st ock of MTF1067, MTF1067+, or MTF0063 can use this oil in:

SB Barina GSI – F13 Tr ans. ONLY

TS Astra – F17 Trans.

JR Vectra – F18 Trans.

JS Vectra Series I – F18 T rans. ONLY

This oil MUST NOT be used in JS Series II Manual Transmissions for durability reasons.

Castrol SMX- O must be used in JS Series II manual transmi ssions.

PRODUCTION INTRODUCTION

Oil to this specification was introduced into JS Vectr a ( Ser ies I I) vehicle production as follows:

ISOVIN: Build Date:

W0L0JBF19YL482379 30/07/99

Update

M/T SERVICE INFORMATION

VT wi th LS1 GEN III

(GROUP 7A) December 1999

The following manual transmission information for LS1 (GEN III) manual trans. is repeated from All

Dealer Letter DL 57/99 – for the benefit of service technicians. This information supersedes the

information shown in VT Series II Service Manual, Volume 14C, Sections 2.1, 2.2 and 3.1 on

pages 7B3-8 & 9, and Section 3. 6 on page 7B3- 16.

For detailed service procedures refer to the VT Series Service Manual, Volume 14C,

Section 7B3-1.

Please note the f ol l owing im port ant points on servicing this transmission:

•This transmission is classified as being a "Fill for Life" transmission and periodic checking of

the lubricant level is not required. In production, a sticker is placed next to the normal filler

plug on the transmission advising technicians: - “DO NOT OPEN THE FILL PLUG – REFER

SERVICE MANUAL”.

•The only time that fluid level checking is appropriate, is after correction of a fluid leak that

does not req uir e the transmission to be f ully drained and/ or removed from t he vehicle.

•The VT Ser ies II Owners Handbook Pr int No 3 will have the req uirement to periodically check

fluid levels in this tr ansmission deleted.

•The VT service manual (CD version only) has also been revised in line with the above. The

CD with these revisions is planned for automatic distribution in December 1999. The

attachment to this letter is an extract from this CD detailing information on transmission fluid

capacity, checking & filling procedures. There is also information on the addition of an

insulator sock to the control lever. The additional oil level and insulator sock have been

introduced as noise reduct ion init iat ives.

PRODUCTION BREAKPOINTS

Insulator sock (as shown in Section 3.6 attached) was introduced into production at:

ISOVIN: Build Date:

6H8VTK69FXL500253 31/08/99

Oil level was increased (as noted in Section 2.2 at t ached) in the transmission at:

ISOVIN: Build Date:

6H8VTK69FXL505387 14/09/99

The TREMEC “T56” 6-speed manual transmission, in VT Series II vehicles (NON-HSV) with Gen

III V8 engine was introduced into production at:

ISOVIN: Build Date:

6H8VTK69FYL511966 29/09/99

2. SERVICI NG I NFORMATI ON

2.1 RECOMMENDED LUBRICANT

The recommended lubricant for the ‘T56’ manual

transmission is Dexron III® automatic

transmission fluid to Holden’s Specification HN

2126.

The transmission lubricant capacity is

approximately 4.4 litres.

2.2 CHECKING TRANSMISSION

LUBRICANT LEVEL

Important: This transmission is classified as

being a “Fill for Life” transmission and

checking the lubricant level is not

recommended.

The only time that fluid level checking would be

appropriate, would be after correction of a fluid

leak that did not require the transm iss ion to be fully

drained and/or removed from the vehicle.

1. Raise the vehicle front and rear and support on

safety stands, ensuring that the vehicle is level.

Refer to Section 0A GENERAL INFORMATION

in Volume 1 of this Service Manual, for the

location of jacking points.

2. Place a drain tray beneath transmission and

remove transmission filler plug (1) from left

hand side of transm ission c ase (2), using a 3/8”

drive socket bar.

NOTE: Depending on the severity of the loss, fluid

will probably flow from the filler plug hole, following

removal.

3. Allow excess fluid to drain until flow stops. If

required, top up fluid level until it does flow out.

4. Clean the threads of the filler plug, apply thread

sealant such as Loctite 565 or equivalent (GM

P/N 12346004), then reinstall filler plug,

tightening to the correc t tor que s pecif ic ation. Do

not apply Teflon thread tape to the plug

threads.

TRANSMISSION FILLER PLUG 20 - 34

TORQUE SPECIFICATION Nm

5. Remove the back -up lamp switch as detailed in

3.1 BACK-UP LAMP SWITCH, Replace in this

Section.

6. Using commercially available fluid dispensing

equipment, add a measured, 0.5 litres of the

recom mended lubricant to the transmission, via

the back-up lamp switch threaded hole in the

transmission case.

7. Reinstall the back-up lam p s witch, as detailed in

3.1 BACK-UP LAMP SWITCH, Replace in this

Section, then lower the vehicle to the ground.

Figure 7B3-7

3.1 BACK-UP LAMP SWITCH

REPLACE

1. Raise front of vehicle and support on safety

stands. Refer to Section 0A GENERAL

INFORMATION in Volume 1 of this Service

Manual, for the location of jacking points.

2. Remove wiring harness connector (1) from

switch, located on the right hand side of the

transmission case.

Figure 7B3-9

3. Loosen, then remove switch (arrow) from the

transmission case.

4. Apply Loctite 565 or equivalent (GM P/N

12346004), to the cleaned threads of the back-

up lamp switch.

5. Install switch to transmission case and tighten

to the correct torque specification.

BACK-UP LAMP SWITCH 20 - 34

TORQUE SPECIFICATION Nm

6. Install wiring harness connector to switch.

7. Remove safety stands and lower vehicle to

ground.

8. Check back-up lamp operation. Figure 7B3-10

3.6 GEARSHIFT CONTROL LEVER AND

REMOTE SHIFTER SHAFT BOOT

REMOVE

1. Disconnect the battery earth lead.

2. Remove the gearshift lever knob and boot

assembly, from the gearshift lever. Refer to 3.5

CONTROL LEVER KNOB AND BOOT

ASSEMBLY in this Section, for the necessary

procedure.

3. Remove the centre console assembly, including

the console cap. Refer to 1A3, INSTRUMENT

PANEL AND CONSOLE, in Volume 1 of this

Service Manual for the necessary procedure.

4. Slip the insulator soc k (7) f rom the contr ol lever

(1) and set to one side.

5. Using a 10 mm soc ket, remove the two bolts ( 2)

securing the control lever (1) to the gearshift

remote shift lever shaft (3), then lift the control

lever free.

6. If required, remove the four bolts (5) securing

the gearshift remote shift lever boot retaining

plate (6) to the floor pan, then remove the boot

(4) and retaining plate (6).

CLEAN AND INSPECT

1. Inspect the gearshift remote shift lever boot (4)

for tears or other damage, replacing as

required.

2. Clean the threads of the control lever bolts (2)

and check for thread damage. Figure 7B3-26

REINSTALL

1. If removed, install the gearshift remote lever boot

(4) and plate (6) and secure with the four bolts

(5), tightening to the correct torque specification.

GEARSHIFT REMOTE LEVER

BOOT PLATE BOLT 6.0 - 14.0 Nm

TORQUE SPECIFICATION

2. Apply thread sealant such as Loctite 242 or

equivalent (to Holden’s Specification HN 1256

Class 2, Type 2), to the cleaned threads of the

control lever retaining bolts (2).

3. Install the control lever (1) over the remote shift

lever shaf t (3), ins tall the two bolts ( 2), tightening

to the correct torque specification.

GEARSHIFT LEVER TO REMOTE

SHIFT LEVER SHAFT BOLT 15 - 35 Nm

TORQUE SPECIFICATION

4. Reinstall the insulator sock (7) over the remote

shift lever (1).

5. Reinstall centre console assembly, including the

console cap. Refer to 1A3, INSTRUMENT

PANEL AND CONSOLE, in Volume 1 of this

Service Manual for the necessary procedure.

6. Reinstall the gearshift knob and boot assembly

over the gearshift lever, align the knob in the

correc t attitude and then bump the knob onto the

gearshift lever until the retaining claws engage

with the groove in the lever.

7. Align the gearshift boot retaining clips with the

hole in the console cap, then carefully seat the

boot retainers into the c ons ole c ap until each c lip

engages correctly.

8. Reconnect battery earth lead.

9. Road tes t vehicle and check for c orrect gears hift

operations.

EXHAUST HEAT INSULATORS - FITTING INFORMATION

VT, WH

(GROUP 8) December 1999

VT & WH Service manuals do not carry information on fitting of self-adhesive (reflective foil)

insulators, located on the underside of the front floor pan above the front exhaust pipes.

The insulator locations are shown in VT Service Manuals:

VT - Volume 5, page 8B-18/19

VT Series II - Volume 14C, page 8B-8/9.

WH – Refer to VT Series II Service Manual.

When installing these insulators to a floor pan, the floor pan must be cleaned in the heat shields’

adhesion area to remove any traces of old adhesive, sealer overspray, or paint overspray if vehicle

has been repaired. Use a solvent soaked rag to assist removal of this material.

When replacing heat shields for any reason, install a new heat shield as serviced by HSPO.

Additional Notes:

1. To assist in acquiring parts: the insulators are called “REFLECTIVE FOIL – FRONT FLOOR

(ADHESIVE)” in PartFinderTM.

2. The insulators are called “Self-adhesive Insulators” in the VT Service Manual, Volume 5, Page

8B-19 – where the Service Manual indicates these insulators are used on “all except V6” – this

is incorrect – t hey are used on all vehicles.

INTERIOR LAMP/S REMAIN ON WITH DOORS CLOSED

WH, VT

(Group 12) December 1999

PROBLEM DESCRIPTION

PIR’s describe complaints of interior (dome) lamps or door courtesy lamps remaining on when the

doors are closed.

The cause has been defined as the RH rear or LH rear door jamb switch wires being ‘pinched’ by

the f r ont door upper striker attaching screw, which is fitted after switch installation:

- white wire pinched = dome lamp remains on.

- white/blue wire pinched = door courtesy lamps rem ain on.

SERVICE RECTIFICATION

Remove LH rear & RH rear door jamb switches and inspect wires for damaged insulation. Add

extra insulation to any damag ed wires and refit door jamb switches.

WARRANTY CLAIM INFORMATION:

Use existing inf o r m ation in Wiring & Connector Warranty Claim Submission Manual, as follows:

VT - Refer Figure 25 - Select the number for the appropriate wire (pinched) from the list at View A.

WH - Refer Figure 22 - Select the number for the appropriat e wire (pinched) from the list at View C.

BOOT REMOTE (KEY) OPENING DELAY

VT, WH

(GROUP 12) December 1999

PROBLEM DESCRIPTION

Some owners complain of the boot “not opening when they press the remote key button”. Some

complain that t hey have to “push the button several times” befor e the boot opens.

These complaint s m ay be caused by a misunderstanding of the remote key boot opening f eat ur e:

When using the button on the ignition key – the button needs to be pressed for more than half a

second (rather than the boot opening instantly any time the remote button is pressed). This time

delay is a feature of the vehicle’s electronic system, to ensure that the boot is not opened

inadvertently, when keys are being handled or placed in pockets, bags, et c.

Feedback fr om some customers sugg ests the leng th of the t ime delay may be of concer n, and this

is currently under review for r eduction.

SERVICE RECOM MENDATIO N

Should a customer complain about this boot remote opening time “delay”, or the need to press t he

remote key button several times – please explain the time delay feat ur e to them.

The relevant information in vehicle Owner’s Handbooks is shown on:

VT – Page 2-10

WH – Page 2-7

- and advises: “The button on t he key must be pressed f or more t han hal f a second…. ”

This f eature should also be explained when vehicles are being delivered to new owners or vehicle

operators, so they are aware of the small time delay and the benefit of this feat ur e.

ENGINE STALL ON DECELERATION OR HIGH ENGINE IDLE

JR, JS with C20SEL or C22SEL Engine

(GROUP 6M) December 1999

This Service Techline supersedes the previous Techline Issues 3/99 & 8/99 on this topic, and is

issued to include installation instructions for a PCV oil separator, which addresses IACV ‘sticking’

cause. Please ensure these pr evious Techlines ar e r emoved from dealership circulat ion.

PROBLEM DESCRIPTION

W ith vehicle stationary, the engine idle is t oo high; EG: 1000 RPM+, and engine m ay later stall or

the idle may remain high.

This is caused by a build-up of engine by-pass gases and IACV solenoid shaft/bearing wear

particles on the IACV solenoid shaft, which causes the IACV to stick at any point in its operating

range. This will result in either too high or too low IACV air ent r y to the throttle body and engine.

W hen the IACV subsequently “unsticks” and returns to norm al operation, the result may be a stall

or higher than normal idle RPM. It is not possible to effectively clean the IACV to correct this

condition.

PRODUCTION RECTIF ICATION

PCV oil separators have been fitted to vehicles from t he following breakpoints:

JS: Engine Number:

C22SEL25013594

ISOVIN: Build Date:

W0L0JBF19YL518348 30/08/99

C20SEL Engines:

Engine Number: Engine Build Dat e

C20SEL25031355 15/09/99

SERVICE RECTIFICATION

FOR ALL C20SEL & C22SEL ENGI NES UP TO THE ABOVE BREAKPO I NTS.

To correct this condition, carry out the following procedure:

Before carrying out the procedure - Connect Tech-2 and check for DTC’s. If any are stored,

correct t he fault defined before progressing.

1. Remove air intake hose f r om throttle body, to gain access t o t hr ottle blade.

2. Check for blow-by gas deposit in throttle body – around IACV port and on lower side and

edges on the throttle blade. If deposits are present, thoroughly clean throttle body including

any vacuum related ports. This can be achieved by using a commer cially available carburettor

cleaner aerosol spray pack.

3. Reinstall air intake hose t o throttle body.

4. Install a new IACV and gasket. If gasket has a “vee” notch on outer edge, it must face the

top of t he IACV flange on assembly.

5. Install a PCV oil separator ( r efer to Fig ur e 1. ) , P/N 09193502, as follows: Rem ove Hose – vent

tube to camshaft cover and discard.

6. Remove all traces of oil from exterior surfaces of camshaft cover/tube and engine vent tube.

Update

7. Install two hoses, P/N 24421017, onto oil separator, using two clamps, P/N 90467971, to

secure the hoses to t he separ at or . .

8. Install the oil separator between the engine vent tube and the camshaft cover, using hose

clamps (fr om original removed hose). Refer to Fig ure 2. (The white dot on t he separator must

face upwards).

9. Road test vehicle and confirm or iginal complaint does not exist.

Figure 1

“1” = Lower vent tube connection (steel mesh visible).

“2” = connection to cam cover hose.

Figure 2.

(Showing installed position of PCV oil separator)

“3” = hose connection to cam cover

“4” = hose connection to vent tube

PARTS INFORMATION

Part No.: Description: Qty

90411546 Valve – Idle Air Control (IAC). 1

90466220 Gasket - IACV 1

09193502 Separator – PCV Oil 1

24421017 Hose – PCV Vent 2

90467971 Clamp – Vent Hose 2

WARRANTY CLAIM INFORMATION:

Claiming for correction of any DTC’s that may be found on initial checks – refer to the relevant

section of the Labour Time Manual which carries DTC claiming information at the end of the

section. Use the r e levant Labour Operation Number for the DTC.

Claiming for replacement of any component found faulty during that DTC diagnosis – use the

relevant Labour Operation for rem ove and replace of the faulty part .

To claim for the rectification procedure detailed above, use t he following inform at ion:

Description Fit PCV Oil Separator

Labour Op. No. J000631

Time 0.8 hr

Failure Code 84

REMOTE KEY INOPERATIVE

JR MY97’, JS MY98’

(GROUP 12) October 1999

This Techline item supersedes the previous Techline on this topic (Page 53, 1998 Service

Communication handbook). Refer to this Techline.

PROBLEM DESCRI PTION

Further investigation into failures of the remote keys identified two distinct causes depending on the

vehicle model year.

For Model Year 97’, the thickness of the battery cover was found insufficient to withstand high loads

and caused damage t o t he bat tery. This results in poor bat t er y contact .

For Model Year 98’, the battery holder material within the remote sender unit absorbs moisture,

expands and causes a poor connection between the battery and the positive contact .

SERVICE RECTIFICATION

In service firstly determine the type of remote. A Model Year 98’ remote has sender unit and key

combined, refer to Figur e 2, as opposed to the Model Year 97’, refer to Figure 1.

For MY97’:

1. Locate t he battery cover on the underside of the remote as shown in Figure 1 below, replace the

battery cover.

2. Replace the batter y.

Figure 1

For MY98’:

1. Determine the transmitter frequency. It should be labelled as either 315 MHz or 433 MHz

transmitter. Use Figure 1 t o ident ify the correct frequency.

2. Replace the sender unit with the revised parts. A more durable battery holder has been

introduced as a running change.

To verify this, check the label on the bag that the part comes in. A level identifier “01” depicts

revised parts.

Figure 2

PARTS INFORMATION

Part No. Description Qty

90569366 Sender, Central locking - 315 MHz 1

90564345 Sender, Central locking - 433MHz 1

92143042 Battery cover 1

90541381 Battery 1

WARRANTY INFORMATION

Use the inf or mation applicable for warranty claims.

Description : Replace Remote Key, Anti Theft

Labour Op. No. : N501600

Time : 0. 3 Hr s

Failure Code : 50

Description : Replace Battery and Cover

Labour Op. No. : N000291

Time : 0. 2 Hr s

Failure Code : 50

HOLDEN SERVICE TECHLINE _____________________________________________________________________July 2000

WATER LEAK – WAGON REAR LOAD

COMPARTMENT

(GROUP 1)

PROBLEM DESCRI PTION

Water leaks into the vehicle load

compartment through the rear side stationary

glass panels. W ater ingress occurs due to the

integrated foam seal compressing over time

allowing gaps to occur in the seal.

PRODUCTION RECTIF ICATION

Revised seals manufactured from compression

resistant foam have been fitted to vehicles from

L442876, build date 25/03/ 99.

ISOVIN: Build Date:

6H8VTK35HXL442876 25/03/99

SERVICE RECTIFICATION

Remove the interior trim around the rear

compartment glass panel and seal any gaps with

sealer Holden P/N 92140051 or equivalent.

WARRANTY CLAIM INFORMATION

Use existing Labour T ime Manual inf or m ation.

HINT: SQUEAK FOM STEERING GEAR

INPUT SHAFT SEAL

(GROUP 9)

This hint (courtesy of Penrith City Holden) is

provided to highlight an area that may cause a

difficult to diagnose ‘squeak’ that emanates from

the steering column / steering gear area on some

JR Series vehicles.

PROBLEM DESCRI PTION

Some vehicles when turning the steering wheel

exhibits an annoying squeak that is difficult to

diagnose. The noise should not be confused with

the clockspring squeak highlighted in a previous

Techline (I ssue 10, 1998).

The squeak is caused by friction between the

input shaft seal and the input shaft when the

steering wheel is turned.

Access to the seal is difficult and will require the

intermediate steering shaft to be removed and

insulation pulled back. Locate the input shaft seal

and carefully pull back on the lip of the seal.

Using a thin slender object (free of burrs and

sharp edges) apply rubber grease or equivalent

under the lip of the seal.

HOLDEN SERVICE TECHLINE _____________________________________________________________________July 2000

HINT: KNOCK/CREAK FROM FOOTWELL AREA

(GROUP 1)

PROBLEM DESCRI PTION

A knocking or creaking noise maybe heard from around the footwell area when the vehicle travels over

undulating ground and the body flexes.

The k nock or cr eak is caused by the f ront long it udinal brace att aching nut s becoming loose causing relat ive

movement between the body and the braces.

SERVICE RECTIFICATION

To rect ify, torque t he longitudinal to f r ont floor nuts to 25 – 35 Nm as indicated in Figure 1.

Figure 1

Update

HOLDEN SERVICE TECHLINE _____________________________________________________________________July 2000

SIDE AIR BAG CONNECTOR DAMAGE

(GROUP 12)

PROBLEM DESCRI PTION

PRI’s received have highlight ed a condition where

the connector on the side air bag module

dislodges, causing the air bag light to illuminate

and log a DT C.

Investigation of returned parts revealed the side

air bag container may distort and cause fractures

to the connector lugs. Enough movement of the

connector can cause an open circuit .

PRODUCTION RECTIF ICATION

Revisions to the side air bag assemblies include

changes to the orientation of the connector, an

extension to the harness and the removal of the

rib on the container.

These assemblies have been fitted to vehicles in

production f r om :

ISOVIN: Build Date:

6H8VTK69HXL455978 5/5/99

SERVICE RECTIFICATION

When diagnosing for a DTC 101, or DTC 85

perform normal wiring connection checks by

following the diagnostic charts in the manual.

It is possible the side air bag connector has

been damaged. The air bag assembly must

be replaced

Refer to VT Service Manual Section 12M -

Supplemental Restraint Systems for

installation procedures

PARTS INFORMATION

Part No.: Description: Qt y

92087554 Airbag Assem bly – RH Side 1

92057871 Airbag Assembly – LH Side 1

WARRANTY CLAIM INFORMATION

Use existing inf or m ation in Labour Times Manual.

DTC P0706 (PRNDL) – FALSELY SETS

VT, WH wi th Gen III (5.7l) Engine & A/T

(GROUP 6C)

PROBLEM DESCRI PTION

DTC P0706 (PRNDL or Transmission Range

Switch fault) is found dur ing Tech 2 analysis – but

no faults are found with Transmission Range

Switch system.

SERVICE RECTIFICATION

PARTS MUST NOT BE REPLACED in any

attempt to correct this DTC, unless diagnosis

proves there is a fault existing in the vehicle.

When DTC P0706 is found during diagnosis

or service work, the code should be ignorded,

unless the customer has complained of a

fault with the auto. trans. selector or trans.

shifts.

Refer to VT Service Manual Volume 14B

page 6C3-2A-306, which provides details of

how this code sets and relevant diagnosis

details for DTC P0706.

PRODUCTION RECTIF ICATION

Revised software for this engine is under

development and will be released in

production as soon as possible. Dealerships

will be notified by a Techline Bulletin when

this software upgrade occurs. The revised

software will also be released on an updated

TIS CD – Version 52 currently timed for

release in early August, 1999.

HOLDEN SERVICE TECHLINE _____________________________________________________________________July 2000

POOR HEATER PERFORMANCE

VT & WH WITH E CC

(GROUP 2)

PROBLEM DESCRI PTION

The out put temperature of the HVAC unit and t he

resulting cabin temperature does not represent

the temper ature selected via the ECC control.

This condition may be caused by water ingress

into the ambient temperature sensor located in

front of the A/C condenser. The water short

circuits the sensor (low resistance) causing the

HVAC unit to believe the outside temperature is

high causing relative (cool) heater performance.

SERVICE RECTIFICATION

Through the front bumper bar opening,

detach the ambient temperature sensor

electrical connector.

Using a flat blade screwdriver, gently pry the

sensor away from the retaining bracket.

Check the sensor for water ingress. Dry and

clean the connector and sensor. Generously

apply Molykote 111 grease to the connector

cavities, sensor and then reassemble.

Molykote 111 grease can be obtained from

any Bearing Service Centre outlet.

Check heater performance

Update