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 ___________________________________________________________JANUARY 2001

SERVICE TECHNICIAN REFERENCE

INFORMATION

ALL

(GROUP OB) TL101-OB01

This Techline is published to provide

Dealership Service personnel with a list of

commonly required Holden contact Fax

numbers and some helpful additional

information.

HOLDEN SERVICE RELATED FAX No’s

HOLDEN TAS 03 9647 2495

HOLDEN SECURITY INFO. 03 9647 2865

IGM TAS 03 9644 6622

PIR’s (EDAG FUTURE ) 03 9552 8104

REPAC 03 9647 1198

TECHNICIAN’s GUILD 03 9876 5797

CENTRAL SERVICE 03 9647 2525

HOLDEN CAS 03 9647 1237

WARRANTY ADMIN. 03 9647 2525

Other Information:

PIR forms:

request a pad (100 forms) by quoting “SD

28331” on a Merchandising Material Order

Form and fax to Salmat, on (03) 9251 6352.

Campaign Labels

Extra campaign identification labels SD28156

are available free of charge by contacting

Moore Customer Care on 131896.

by Facsimile: to (03) 9270 8900

Attention: Mr. Bob Curry

Quote stock No. SD 28156 on a Moore

Business Systems ‘packaged goods’ order form

(or facsimile if not available) for a box of 100

labels.

Rework Labels (Vehicle Service History

Label)

Additional labels SD28177 can be obtained by

contacting Moore Customer Care on 131896.

Security Number Request Form: photocopy

form attached to All Dealer Letter DL 63/99.

Vehicle Security Info. Change Advice Form:

photocopy form attached to All Dealer Letter

DL 63/99.

Tech 1 Repairs: Refer HSPO Parts Techline

Bulletin PT31, dated May 5, 1999.

JS Vectra Circuit Diagram Manual Update

Pages: Refer All Dealer Letter 58/99

TS Astra Circuit Diagram Update Pages:

Refer All Dealer Letter DL 01/99

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY 2001

ENGINE IDLER PULLEY “RINGING”

VT, VX, WH - V6 Normally aspirated

(GROUP 6A) TL101-6A04

PROBLEM DESCRIPTION

Customers may complain of a “ringing” type

noise at idle. Investigations have shown that

this noise results from the action of the drive

belt slapping/striking the A/C idler pulley

causing it to resonate. The noise is more

noticeable with an increase in engine load, i.e.

in drive, A/C on etc. Only normally aspirated

engines are affected.

PRODUCTION RECTIFICATION

Revised A/C idler pulleys (smaller diameter),

pulley supports and drive belts (shorter) have

been fitted to vehicles from:

V6 (Normally Aspirated)

ISOVIN: Build Date:

6H8VXK69A1L661776 10/11/00

SERVICE RECTIFICATION

On complaint vehicles fit a new A/C idler

pulley, idler support and drive belt using parts

listed in Parts Information and service

procedures given in SIP CD.

PARTS INFORMATION

V6 (Normally Aspirated)

Part No.: Description: Qty:

92094003 Idler pulley Asm. 1

92065824 Idler pulley support 1

92100691 Drive belt 1

WARRANTY CLAIM INFORMATION:

Use existing information in SIP CD Warranty

Information/Labour Times.

FRONT CROSS MEMBER MOUNTING

BOLT REVISION

WH, VT, VX

(GROUP 3) TL101-0301

DESCRIPTION OF REVISION

Stepped bolts have been introduced to the two

front mounting holes of the front suspension

cross member. These replace the ‘plain’ shank

bolts used previously.

The stepped bolts were introduced to improve

the location of the cross member for production

and front end alignment purposes.

NOTE: The two rear mounting bolts in the

cross member remain unchanged.

The torque of the new bolts is unchanged. i.e.

120 – 125Nm.

PRODUCTION RECTIFICATION

An 18mm head stepped bolt (92138567) was

introduced into production from:

ISOVIN: Build Date:

6H8VTK69HYL630604 19/08/00

Note: This is a VT vehicle, but L630604 can

also be used as a breakpoint for WH.

All VX vehicles are built with this stepped bolt.

A 16mm head stepped bolt (92138605) will be

introduced into vehicle production in early

2001. This change in head size is being done

only as an aid to production.

PARTS INFORMATION

Either of the bolts listed below may be used

as replacements for existing bolts.

Part No.: Description: Qty

92138567 Bolt, Stepped, 18mm

head , Front Cross

Member

92138605 Bolt, Stepped, 16mm

head , Front Cross

Member

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY 2001

ENGINE SURGING – SUSPECT EGR

VALVE

TS & X18XE1 Engine

(GROUP 6C & 8) TL101-6C02

PROBLEM DESCRIPTION

Engine surges while driving at constant speed

between 40 - 80 km/h and also under light

acceleration up to 3000 RPM. Sometimes

DTC P0400 or P1405 is set.

This problem may be due to a faulty EGR

valve if it was manufactured before the

breakpoint date given below.

SERVICE RECTIFICATION

To confirm that condition is due to faulty EGR

valve, with vehicle at normal operating

temperature, disconnect EGR wiring

connector and road test. If complaint

condition disappears check the production

date (5 digit number) on top of valve as shown

below.

Viewed from above the valve (as shown) you

will find several number/letter combinations.

The first number on a suspect valve should be

98055 (last 5 digits of part no.) Below this is

the production date of the supplier. If the

production date is before 24392

(243rd day of 1999) valve should be

replaced.

Removal and refit of EGR-valve is described

in TIS under model Astra-G .

PARTS INFORMATION

If new valve is required order from HSPO. All

HSPO stock is okay.

WARRANTY CLAIM INFORMATION:

Use existing information in SIP Warranty

Information/Labour Times.

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY 2001

FUEL PUMP and LOW BEAM

HEADLAMP RELAY FAILURES

VT, WH, VX

(GROUP 12) TL101-1203

The information in this Techline was

previously published in All Dealer Letter

76/00.

PROBLEM DESCRIPTION

Diagnosis of engine not starting or no low

beam headlamp operation (possibly

intermittent), may establish the cause as a

defective Fuel Pump relay or Low Beam relay.

Investigation of such failures has shown the

cause to be internal distortion of the relay

switching mechanism due to misaligned

terminals in the relay mounting block.

PRODUCTION RECTIFICATION

This problem has been addressed in 2 stages:

• The relay has been resourced to an

alternative manufacturing facility which

produces a relay more tolerant of the relay

block misalignment condition.

The relay was introduced into production:

ISOVIN: Build Date:

6H8VXK69A1L666348 22/11/00

• Revisions to the engine compartment

relay/fuse block housing will be introduced

as soon as practicable.

SERVICE RECTIFICATION

When dealer diagnosis reveals the relay has

failed, (according to the current SIP diagnosis

procedures), install the new relay serviced by

HSPO under part number 92107897.

The new part number identifies the revised

relay. See Figure 1.

Note: Do not use the existing relay (part

number 92047112) in the fuel pump and low

beam headlamp applications.

PARTS INFORMATION

Part No.: Description: Qty:

92107897 Relay 1

Figure 1. Revised 4 pin micro relay.

WARRANTY CLAIM INFORMATION:

Use existing information in SIP Warranty

Information/Labour Times as shown:

• For fuel pump relay replacements:

Description Relay-Fuel Pump, Replace

Labour Op. N001830

Time 0.2 hr

Failure Code 50

• For low beam headlamp relay

replacements:

Description Relay-Headlamp Low

Beam, Replace

Labour Op. N001880

Time 0.2 hr

Failure Code 50

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY 2001

ENGINE HESITATION/STALL AT LOW

FUEL LEVELS

(GROUP 8) TL101-0801

PROBLEM DESCRIPTION

Engine hesitation or stalling when:

- cornering

- travelling uphill

- driving with wide open throttle with 20

litres of fuel or less in the fuel tank.

Investigations have shown that this condition

can be caused during vehicle assembly, by

pressure application to the fuel tank upper

surface, that may break a piece from the vent

pipe retaining clip (inside the fuel tank). This

can become lodged in the swirl pot fuel intake

during times of high fuel demand, restricting

the flow of fuel into the swirl pot/pump. When

fuel demand is lessened (eg: at idle) the

broken piece dislodges and the vehicle will be

driveable until high fuel demand occurs again.

PRODUCTION RECTIFICATION

Tanks with internal revisions to reduce

potential for breakage of the vent pipe

retaining clip were fitted in Elizabeth built

vehicles from:

ISOVIN: Build Date:

W0L0JBF19YL598784 08/06/00

SERVICE RECTIFICATION

When a vehicle displays the above symptoms:

1. Confirm the complaint by checking fuel

pressure. On checking, the fuel pressure may

be erratic when this occurs. While the

condition may be intermittent – the fuel

pressure may not be erratic until a high fuel

demand is created EG: rev the engine to

create a high fuel demand.

2. Remove the fuel tank from the vehicle,

taking normal safety precautions for fuel

draining and handling.

3. In a well-lit and ventilated area, use a mirror

to view the vent pipe retaining clip through the

fuel sender hole - as in Figure 1. If the clip is

broken (it will be loose and sliding on the vent

pipe, and will appear as shown in the “Not

OK” view) - then replace the fuel tank.

NOTE: If the clip is not broken and is as

shown in the “OK” view in Figure 1, further

diagnosis will have to be carried out to define

cause.

To assist with this, if required: There is

another pipe retaining clip, of similar design in

the fuel tank located close to the fuel gauge

opening and on the opposite side to the vent

pipe mentioned. While this clip has not been

cause for any concern or been reported

broken, view the clip and pipe in the mirror

and ensure the clip has not broken.

If it has been broken and appears as in the

“Not OK” view in Figure 1 the (broken) clip will

be hanging loose on the pipe as shown - the

“U” shaped broken part of the clip is also

shown -this restricts the fuel flow - the fuel

tank should be replaced.

An “OK” (undamaged) clip will be located on

the underside of top of fuel tank, as shown in

Figure 1.

PARTS INFORMATION

If replacement tank is required refer to

Partfinder for details.

WARRANTY CLAIM INFORMATION:

Use existing information in Labour Time

Manual SIP CD.

When filling out the Defective Material Tag for

any fuel tank replaced, note your findings on

the tag IE: clip has broken, and which clip.

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY 2001

Figure 1.

REVISED EARTH STRAP ROUTING

JR, JS Series I, 4 Cyl Models

(GROUP 12) TL101-1207

PROBLEM DESCRIPTION

The Techline on the subject of poor AM radio

reception issued in Sep. 1998 recommended

fitment of an additional engine earth strap on 4 cyl

engine models only. The routing shown in that

Techline could result in fraying of the strap due to

contact with the top of the radiator.

A modified routing which avoids this problem is

shown in the following Figure1.

PRODUCTION RECTIFICATION

Revised routing of the radiator/engine earth

strap was introduced into Elizabeth built

vehicles from:

ISOVIN: Build Date:

W0L0JBF19XL457291 07/05/99

SERVICE RECTIFICATION

Apply revised earth strap routing as shown

on vehicles built prior to above breakpoint.

Figure 1. Revised earth strap routing.

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY 2001

BODY CONTROL MODULE - LOCK UP

VTII, VX

(GROUP 12) TL101-1205

This information was first published in All

Dealer Letter 79/00. The information is

repeated here for technicians.

PROBLEM DESCRIPTION

PIR’s have been received describing a ‘BCM

Lock Up ‘ condition.

Symptoms of this condition are loss of all

BCM security related functions resulting in

engine wont start, no central locking, etc.

This is usually accompanied by a ‘buzzing’

noise emitted from the BCM.

When the BCM ‘locks up’ the microprocessor

inside the BCM starts its own self test routine

where part of this test includes switching all

BCM internal relays - hence the ‘buzzing’

sound.

Investigations have found the ‘lock up’

condition is caused by a static voltage

discharge that enters the BCMs’ internal

circuitry which in turn causes the BCM to

malfunction.

The suppliers’ testing continues to isolate the

source of the ESD (Electro Static Discharge).

SERVICE RECTIFICATION

When presented with a vehicle that has all of

the symptoms described above (engine no

start, central locking inoperative and a

buzzing sound from BCM), proceed as

follows:

1. Request a replacement BCM via a

Warranty Changeover Request Form.

Refer to All Dealer Letter 79/00 for copy of

form which is to be faxed to Australian

Arrow.

Ensure that the form is completed with all

detail as requested. Also record the

customer comments prior to the failure (if

applicable).

2. Temporarily return vehicle to service by

removing Fuse 31 to reset the BCM.

3. Submit a PIR on each case. Include

customer comments on the failure

symptoms where applicable.

PARTS INFORMATION

Part No.: Description: Qty:

92078313 Body Control Module-

Mid Series

92078315 Body Control Module-

Low Series

WARRANTY CLAIM INFORMATION

Use existing information in SIP Warranty

Information/Labour Times as shown:

Description Module – Body Control

Replace

Labour Op. N506600

Time 0.5 hr

Failure Code 50

Update

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY 2001

ENGINE IDLE VIBRATION

VT, WH, Gen III Auto - Standard Engine

(GROUP 6C & 8) TL101- 0802

PROBLEM DESCRIPTION

Excessive vibration or buzz felt within the

vehicle, under any of the following conditions:

(1) Vehicle stationary at idle with

transmission in Drive/Reverse with a/c on

(2) Idle speed drop when Drive/Reverse

selected and/or steering load applied.

(3) Slow acceleration or low speed driving in

1st gear, with engine speed between 650 and

1000 rpm

SERVICE RECTIFICATION

To improve the level of vibration on complaint

vehicles for any of the above conditions, the

following action is recommended.

Step 1. Flash Revised Calibration

Flash revised calibration (idle speed revised to

620rpm) p/n 92103007 into complaint vehicles

only. The description on TIS 2000 is

“Continuous Improvement Calibration –

Improved Idle Quality”. Note this revised

calibration was first released on TIS CD No.14.

Step 2. De-stress Exhaust & Powertrain

An indication that the exhaust/powertrain is

stressed is a bent catalytic (cat.) converter

bracket as shown in Figure 2.

The following MUST be completed in

sequence

1. Loosen (by approx 1 turn) engine mount

nuts, front pipe/exhaust manifold nuts and

intermediate muffler/front pipe bolts.

2. Support transmission, and remove cross

member complete with cat. converter bracket

and transmission (trans.) mount.

3. Remove trans. mount and cat. converter

bracket.

4. Fit two additional bolts/nuts to rear trans.

mount holes (use P/N: bolts:92138301,

nuts:11086962 ) and torque to 45-55 Nm (See

Figure 1).

Figure 1.

5. Fit trans. mount and cat. converter bracket

to transmission and torque bolts to

specification.

6. Refit cross member and torque four outer

bolts (ie, cross member to body rails) to

specification. Leave the two trans. mount to

cross member nuts loose at this stage.

7. Lower vehicle back onto the ground, start

the engine and cycle through the gears, ie, R-

N-D five times and then rev the engine in

neutral up to 4000 rpm five times.

8. Raise vehicle on hoist.

9. Torque engine mount nuts to specification.

10. Torque trans. mount to trans. cross

member nuts to specification.

11. Torque intermediate to front pipe bolts to

specification.

12. Torque front pipe-to-exhaust manifold nuts

to specification.

13. Add spacers to take up the clearance

between trans. to cat. converter bracket and

cat. converter (see Figure 2), refit bolts and

torque to specification. Flat washers p/n

120394 (1.6mm thick) may be used as

spacers.

Note: If longer bolts are required, use p/n

90495649. Ensure bracket is straight and not

bowed. (see Figure's 2 & 3)

Update

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY 2001

PARTS INFORMATION

Part No. Description: Qty

92138301 Bolt rear trans mt. 2

11086962 Nut rear trans mt. 2

90495649 Bolt cat conv brkt 2

120394 Flat washer (spacer) As

reqd

WARRANTY CLAIM INFORMATION:

Description Reflash PCM & Destress

Exhaust/Powertrain

Labour Op. No. J000683

Time 0.8 hr

Failure Code 36 (vibrates)

Figure 2.

Figure 3

HOLDEN SERVICE TECHLINE _____________________________________________________________JANUARY 2001

4JX1 INTAKE THROTTLE VALVE STICKING

DIESEL JACKAROO (UBS)

GROUP 6C TL101-6C01

Condition

Some 4JX1 engines may develop a “Hard to start” and “Lack of Engine Response” caused by the Intake

Throttle Valve sticking, the engine RPM will not increase immediately when the accelerator pedal is

depressed and the problem may disappear once the engine has warmed up. DTC 1486 (Intake throttle

position sensor high voltage) will be set. The check engine light may also illuminated.

NOTE: It is normal for the 4JX1 engine to experience some acceleration lag when cold due to oil

viscosity.

Possible Cause

Sticking butterfly valve in the Intake Throttle Valve assembly, due to an excessive build up of carbon.

Correction

After confirming the symptom and after conducting thorough investigation using the workshop manual,

Section 6 “Hesitation” it may be necessary to remove and thoroughly clean the Throttle Body.

NOTE: Do not remove or immerse the sensors into any form of cleaning agent.

AIR IN FUEL

4JX1DIESEL JACKAROO (UBS)

GROUP 6M TL101-6M01

I-GM TAS has received a large number of calls regarding air in 4JX1 fuel systems, investigations have

revealed that the fuel inlet fitting at the front of the engine was loose.

The fuel inlet has a BANJO fitting that mates to the fuel inlet pipe, the pipe has a locking nut that

tightens itself against the inlet manifold. This nut is not a locking device, it is to stop lateral movement of

the fuel pipe.

In order to check the security of the fuel pipe it is necessary to remove the cap nut and tighten the pipe

itself. However if the pipe is found to be loose replace the aluminium washer with a new one available

through HSPO. Part number 1096300830.

TORQUE SPECIFICATIONS:

FUEL PIPE: 4 Nm.

CAP NUT: 13 Nm.

BANJO FITTING: 14 Nm.

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY, 2001

INJECTOR REWORK

UBS JACKAROO 4JX1 DIESEL

GROUP 6M TL101-6M02

IGM TAS continues to receive phone inquiries in regards to the Injector O – ring rework, dealers are

requested to refer to I-GM All Dealer Letter DL 04/00 for more detailed information.

Condition

Some 4JX1 engines (up to engine number 676517) may experience Diesel fuel dilution causing “Hard to

Start” and excessive smoke.

Possible Cause

The original injector O – ring hardens with age, allowing fuel to bypass and enter the crankcase.

Correction

Install the injector sealing ring kit referring to the previously released DL 04/00. From November 3rd

1999 production, engine number 676517 onwards, the material for the O - rings was changed, therefore

engines post this breakpoint should not be reworked. If an engine post this breakpoint develops fuel

dilution, a PIR should be raised.

4JX1 RAIL PRESSURE CONTROL VALVE DIAGNOSIS

DIESEL JACKAROO (UBS)

GROUP 6M TL101-6M03

Some 4JX1 engines may develop a rough idle or hesitation caused by an intermittently sticking RPCV.

An intermittently sticking RPCV is sometimes very difficult to diagnose. Therefore, to enable easier

detection of a faulty/sticking RPCV please refer to the attached graphs.

Graph 1: The graph outlines a sample of Tech 2 snapshot data that shows a faulty/sticking RPCV.

TECH 2 snapshot is most effective for checking this condition.

Graph 2: The graph outlines the relationship between the “Rail Oil pressure”, and the percentage of the

RPCV operating range. All of these parameters can be found using TECH 2.

NOTE: Actual pressures recorded by TECH 2 may differ slightly than those displayed on the graph; this

is due to different grades/ viscosity of engine oil and operating temperatures.

After confirming the symptom and after conducting thorough investigation using the workshop manual,

section 6 “Rough Idle”, it may be necessary to replace the RPCV, PT No: 8 97174 872 0.

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY, 2001

GRAPH 1.

This graph shows a sample of a Snapshot Plot Data as displayed on Tech 2.

The graph shows the relationship between the Rail Pressure Control Valve, Desired Rail Oil Pressure

and Actual Rail Oil Pressure.

Due to an intermittently sticking RPCV, the Actual Rail Oil Pressure does not meet the Desired Rail Oil

Pressure.

1. The Desired Rail Oil Pressure increases due to engine load.

2. The PCM controls the RPCV in order to meet the Desired Rail Oil Pressure. Due to the sticking

RPCV there is a delay in the movement of the RPCV.

3. The Actual Oil Pressure is not within the tolerance of the desired Rail Oil Pressure due to the

sticking RPCV. The Actual Oil Pressure drops, that can clearly be seen from the graph.

If the above condition is displayed on Tech 2, a Hesitation or rough idle could be the result of a sticking

RPCV due to contamination or an internal failure.

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY, 2001

Graph 2 clearly demonstrates the rail pressure difference between a sticking (faulty) RPCV and a good

example.

HOLDEN SERVICE TECHLINE ___________________________________________________________JANUARY, 2001

CLUTCH PEDAL HEIGHTS

1998 & ONWARD - JACKAROO, RODEO AND FRONTERA

GROUP 7A TL101-7A01

Recent enquiries from dealerships in regard to premature clutch wear and failure has prompted

I-GM to take this opportunity to remind all Dealership Service staff of the importance of clutch pedal

adjustment in relation to clutch durability.

Correct clutch adjustment is critical to ensure clutch life and correct operation. Dealers are advised to

ensure that clutches are adjusted as per service schedules.

TF RODEO

WITH 4JB1T WITH 6VD1 WITH 4ZE1 WITH C22NE

CLUTCH PEDAL

FREEPLAY

5.0 mm -15 mm

CLUTCH PEDAL

HEIGHT

185.5 mm –

195.5 mm

216 mm –

226 mm

216 mm –

226 mm

216 mm –

226 mm

CLUTCH SWITCH

TO CLUTCH

PEDAL

CLEARANCE

(IF FITTED)

.5 mm – 1.5 mm

JACKAROO

WITH 4JX1TC WITH 6VE1

CLUTCH PEDAL FREEPLAY 5.0 mm -15 mm 5.0 mm -15 mm

CLUTCH PEDAL HEIGHT 231 mm –

241 mm

238.5 mm –

248.5 mm

CLUTCH SWITCH TO CLUTCH

PEDAL CLEARANCE

(IF FITTED)

.5 mm – 1.5 mm

FRONTERA

WITH X22SE WITH 6VD1

CLUTCH PEDAL FREEPLAY 5.0 mm -15 mm 5.0 mm -15 mm

CLUTCH PEDAL HEIGHT 178 mm –

188 mm

178 mm –

188 mm

CLUTCH SWITCH TO CLUTCH

PEDAL CLEARANCE

(IF FITTED)

.5 mm – 1.5 mm

HOLDEN SERVICE TECHLINE ________________________________________________________JANUARY, 2001

REMOTE KEY AND KEY READER

DIAGNOSIS

VT/WH

GROUP 12 TL101-1208

The following information was previously

released in All Dealer Letter DL 30/00. The

information is repeated to ensure technicians

have ready access to the diagnosis included.

Problem Description

A significant number of remote keys are

being replaced under warranty as

rectification for various problems and when

tested by Holden supplier – Australian Arrow,

cannot be faulted.

This All Dealer Letter provides dealerships

with improved and simplified remote key

diagnostic procedures that have been

developed and made available for

technicians to use when diagnosing remote

key function related customer complaint

conditions.

There are two diagnostic charts included with

this letter. These are applicable to VR & VS

also.

• Attachment 1- is to be referred to when

diagnosing ‘intermittent no start

complaints or traction control light

illumination’.

• Attachment 2 – is to be used to diagnose

complaints of central locking problems.

• Attachment 3 – is a form for reporting the

diagnosis carried out by the technician

when rectifying remote key related

complaints.

Dealers are requested to complete the

‘Remote Key Diagnosis Form’ (Attachment

3), ticking the appropriate boxes to identify

the steps followed during the diagnosis.

Please attach this form to the Defective

Material Tag, when a remote key is replaced

and returned to Repac. This is a mandatory

requirement affecting parts returned to

Repac with Repair Order dates from June 15,

2000.

The supplier will use this data when

analysing returned parts so that the fault can

be reproduced in order to develop a

corrective action plan.

A customer information checklist is currently

being developed to help the Service

Reception staff at your dealership gain

necessary information from the customer, to

diagnose and rectify the customers’ concern.

This checklist will be sent to all dealerships in

the near future under cover of another all

dealer letter.

Please ensure all Service Personnel involved

in the diagnosis, replacement and return of

remote keys are aware of this information

and requirements.

HOLDEN SERVICE TECHLINE ________________________________________________________JANUARY, 2001

VR/VS/VT/WH - KEY READER CIRCUIT DIAGNOSIS

‘INTERMITTENT NO START’

Preliminary Checks

• Check for loose key shaft.

• Check for correct screws.

• Correct length of remote key shaft. (Check shaft against a known good key).

• Remove the key shaft, clean the earth contact, key shaft and reinstall the key shaft. If screws

won’t retain or if the screw threads are deformed, then replace the screws.

Please tick appropriate box.

STEP

ACTION

YES

1. • Is the case cracked along the weld line, or are there

visible gaps (at the sides only)? Refer to Figure 1

on Attachment 2.

Replace Key.

Go to step 2.

• Are any of the buttons collapsed , depressed or

damaged?

Replace Key.

Go to step 3.

3. • With the Theft Deterrent LED (TDL) flashing, insert

the remote key into the ignition switch and slowly

turn to the ‘ON’ position.

• Does the TDL stop flashing?

Go to step 4.

Go to step 6.

4. • With the TDL off, turn the remote key to the

‘START’ position.

• Does the vehicle start?

Go to step 5

Refer to

relevant

Service

Manual ie

VR. VS VT.

Follow Theft

Deterrent

System

Diagnosis.

5 • VT/WH ONLY. Does the customer complain that

occasionally the Traction Control Light remains ‘ON’

or TDL continues to flash at a quicker rate after

starting?

Check the

slip ring

circuit.

Go to step 7.

Problem is

intermittent

Go to step 6.

6. • Connect a multimeter between a known good earth

and one of the reader slip rings.

• Apply a thick tape over the remote key contact pin

and insert into the ignition switch.

• Is there 12V DC on the slip ring for approximately 2

seconds (VR/VS) or 4-6V AC constantly (VT/WH)

when the remote key is turned to the ‘ON’ position?

• At end of test, remove tape from the remote key.

Go to step 7.

Go to step 8.

7. • Check integrity of ignition barrel earth by-:

Visually inspecting earth strap on ignition lock housing.

Checking tightness of earth strap.

Checking for continuity to known good earth.

• Is ignition barrel earth OK?

Go to Step

10.

Repair or

replace faulty

components.

Recheck

circuit to

verify repair.

HOLDEN SERVICE TECHLINE ________________________________________________________JANUARY, 2001

STEP ACTION YES NO

• Refer to the appropriate Service Manual, and with a

multimeter check for continuity between BCM/TDM

and remote key reader.

• Is there continuity?

Go to step 9.

Repair open

circuit.

Recheck

circuit to

verify repair.

9. • Disconnect appropriate BCM connector (Refer to

Wiring Diagrams)

• With the ignition switch in the ‘OFF’ position check

for a short to B+/Earth on the slip ring.

• Is there a short?

Repair short

circuit.

Recheck

circuit to

verify repair.

Call

Australian

Arrow

Customer

Service on

03 9785 0792

10. • Check for a misaligned Key Reader as per following

procedure -:

- Remove starter relay from the engine bay to

prevent the vehicle from cranking.

- Disconnect Remote key reader connector by

access from under steering column cover.

- Ensure TDL is flashing, and slowly turn key and

hold in crank position.

- While holding in crank position, reconnect the

reader connector.

- Does the TDL switch off (has key been read)?

- Remove ignition key, rotate it 180 degrees,

insert into the ignition switch and check contact

with the second slip ring with the same method.

• Is the remote key contact pin making contact i.e.

Has the TDL switched off?

Go to step

11.

Align Key

Reader.

Remove key

reader and

align the

locating rib

on the

Reader with

Ignition

barrel.

Verify repair.

Return

vehicle to

customer and

monitor.

11. • Check for worn or relaxed Reader contacts as per

following procedure -:

- With TDL flashing, turn key to Accessories

position.

- Apply outward pre-load to key, by pulling on key

gently away from reader.

- While monitoring TDL, quickly turn key from

Accessory to crank position.

- Check if the key contact pin is making contact

with the slip ring, by checking if TDL stops

flashing (reads key OK).

- Remove ignition key, rotate it 180 degrees,

insert into the ignition switch and check contact

with the second slip ring with the same method.

• Is the remote key contact pin making contact i.e. did

the TDL stop flashing at the full crank position?

For vehicles

built pre May

1998:

Replace

Remote Key

Vehicles-

For vehicles

built post

May 1998:

Call

Australian

Arrow

Customer

Service on

03 9785 0792

Replace slip

ring contacts

and verify

repair.

HOLDEN SERVICE TECHLINE ________________________________________________________JANUARY, 2001

VR/VS/VT/WH - REMOTE OPERATION

Diagnostic Aids:

Prior to further diagnosis, technicians should be aware of the following system

functions:

• There is a 2 second delay on the remote boot release

• The central locking system will time-out as a result of multiple activation of the lock or

unlock remote buttons.

• Metal objects such as other keys on the key ring or key tags can effect range if folded

over the remote key head.

• If the reported problem is specific to one area, radio or TV towers can effect key range

and performance.

• Damaged key casing may cause moisture ingress resulting in premature key failure.

Please tick appropriate box.

STEP

ACTION

YES

1. • Is the case cracked along the weld line, or are there

visible gaps (at the sides only)? Refer to Figure 1.

below.

Replace Key. Go to step 2.

2. • Are any of the buttons collapsed , depressed or

damaged?

Replace Key. Go to step 3.

3. • With all doors closed and unlocked, insert the

remote into the driver’s door lock barrel and turn

anti-clockwise.

• Do all doors lock?

Go to step 5. Go to step 4.

4. • Does the Dome lamp remain on with the ignition in

the ‘ON’ position and all the doors closed?

Inspect door

jamb switches

or circuit for

short to earth.

Refer to

Service

Manual. Check

Central Door

Locking

Diagnosis

Section.

5 • With all doors closed and unlocked, operate the

DOOR/LOCK button on the remote key within 5

metres of the driver’s side ‘B’ pillar.

• Do all doors lock?

Go to step 6. Go to step 7.

6. • With vehicles with remote boot operation, operate

the BOOT button on the remote key for at least 2

seconds within 2 metres of the rear of the vehicle.

• Does the boot solenoid activate?

Intermittent

problem

System OK.

Refer

diagnostic aids

above.

Contact

Holden TAS

VS/VT/WH

Go to step 8

Go to step 9.

HOLDEN SERVICE TECHLINE ________________________________________________________JANUARY, 2001

STEP ACTION YES NO

• For VS/VT/WH: Check if the remote key operates

intermittently while tapping it, or was the vehicle

built prior to May 1998?

• For VR: Are the remote key battery terminals

corroded, or is the battery discharged?

Internal battery

tab failure or

internal earth

failure.

VS/VT/WH

Replace Key.

VR:

Replace

battery

VS/VT/WH

Go to step 8.

Go to step 9.

8. • Refer to Service Manual. Connect the TECH Tool.

• Proceed to Data List mode and select REMOTE

KEY SIGNAL (VS) or REMOTE DOOR and BOOT

signals (VT/WH).

• Operate the UNLOCK/LOCK/BOOT button on the

remote key.

• Does the Screen Display change to show either

‘UNLOCK’or ‘LOCK’ or ‘OPEN’?

Call Australian

Arrow

Customer

Service on

039785 0792

Go to Step 9.

9. • Connect the TECH tool to another fully functional

VS/VT/WH vehicle.

• Proceed to Data List mode and select REMOTE

KEY SIGNAL (VS) or REMOTE DOOR and BOOT

signals (VT/WH).

• Operate the UNLOCK/LOCK/BOOT button on the

remote key.

Does the Screen Display change to show ‘INVALID

KEY’?

Call Australian

Arrow

Customer

Service on

039785 0792

Replace

Remote Key.

Figure 1.

HOLDEN SERVICE TECHLINE ________________________________________________________JANUARY, 2001

COMPLETE THIS FORM AND ATTACH IT TO THE DEFECTIVE MATERIAL TAG TO SUPPORT YOUR

REMOTE KEY WARRANTY CLAIM.

AUSTRALIAN ARROW (AAPL) REMOTE KEY DIAGNOSIS FORM -VR/VS/VT/WH COMMODORE

REPAIR ORDER NUMBER: _____________________

TECHNICIANS NAME: _____________________________ BCM/TDM Barcode Number :

_____________________

(located on BCM/TDM label)

CUSTOMER COMPLAINT: INTERMITTENT NO REMOTE/BOOT OPERATION )

INTERMITTENT NO START POOR RANGE

OTHER : _____________________________________________

Use the appropriate matrix below (depending on the customer complaint), and indicate which steps

you took to diagnose the customers’ complaint-

COMPLAINT KEY READER CIRCUIT FAULT NO REMOTE/BOOT OPERATION

1 2 3 4 1 2 3 4

5 6 7 8 5 6 7 8

9 10 11 12 9 10 11 12

-----------------------------------------------------------------------------------------------------------------------------

COMPLETE THIS FORM AND ATTACH IT TO THE DEFECTIVE MATERIAL TAG TO SUPPORT YOUR

REMOTE KEY WARRANTY CLAIM.

AUSTRALIAN ARROW (AAPL) REMOTE KEY DIAGNOSIS FORM -VR/VS/VT/WH COMMODORE

REPAIR ORDER NUMBER: _____________________

TECHNICIANS NAME: _____________________________ BCM/TDM Barcode Number :

_____________________

(located on BCM/TDM label)

CUSTOMER COMPLAINT: INTERMITTENT NO REMOTE/BOOT OPERATION )

INTERMITTENT NO START POOR RANGE

OTHER : _____________________________________________

Use the appropriate matrix below (depending on the customer complaint), and indicate which steps

you took to diagnose the customers’ complaint-

COMPLAINT KEY READER CIRCUIT FAULT NO REMOTE/BOOT OPERATION

1 2 3 4 1 2 3 4

5 6 7 8 5 6 7 8

9 10 11 12 9 10 11 12

HOLDEN SERVICE TECHLINE ________________________________________________________________ FEBRUARY 2001

MUDFLAPS (REAR MOULDED) – MOUNTING

HOLE CORRECTED

(GROUP OB) TL102-OB01

The following information was previously

released in HSPO Parts Techline PT 52,

dated 28 Sept., 2000.

Please ensure your pre-delivery manager

and technicians involved in accessory fitting

are made aware of this bulletin and the

above letter. Basic details only are

summarised here.

PROBLEM DESCRIPTION

In Moulded Mud Flap Packages 92142466,

92142467 & 92142468, a manufacturing fault

was detected in the lower mounting bracket.

One of the mounting holes is too large, and the

mounting screw supplied is not thick enough to

self-thread and retain properly.

RECTIFICATION OF PACKAGES

All stock of these packages at HSPO were

reworked by October 4, 2000, by the addition of

larger mounting screws.

SERVICE RECTIFICATION

Larger screws are available via phone contact

with HSPO.

When fitting one of the above mud flap

packages, if the lower mounting screw does not

retain properly, check with your Parts Manager

who can supply the correct screws, or order a

package of correct size screws, as per HSPO

Parts Techline PT 52.

BRAKE COMPONENT ‘ASSEMBLY’ FLUID

ALL

(GROUP 5) “HINT” TL102-0501

PROBLEM DESCRIPTION

Several brake components have been returned

to Repac where testing has determined there is

no fault in the components.

Investigation also has shown that the

components were replaced – at very low km’s

travelled - because there was fluid on the

components. This fluid was assumed to be

brake fluid.

Technicians should be aware that an assembly

fluid is used in assembly of brake system

hydraulic lines, calipers, etc.. On a quick

assessment, any excess of this fluid may be

mistaken as brake fluid, resulting in the

component being replaced unnecessarily.

SERVICE RECTIFICATION

To ensure that brake systems and components

are not disturbed or replaced unnecessarily, if a

suspected leak or ‘wetness’ is being assessed,

technicians should:

- clean off any fluid around the brake

components;

- apply pressure to the system via the brake

pedal (engine running);

- assess whether any leak actually occurs.

Should a leak be evident, replace components

as required.

HOLDEN SERVICE TECHLINE ________________________________________________________________ FEBRUARY 2001

LIGHT COMMERCIAL VEHICLE

INTEGRATION INTO HOLDEN

UBS, TF, UT, Suburban

(GROUP 7B) TL102-OB02

The summarised information below is

published in fuller detail in All Dealer Letters

DL 09/01 & DL 03/01.

TAS & Security Enquiries

LIGHT COMMERCIALS VEHICLES – Rodeo,

Jackaroo, Frontera, Suburban – and the

associated work that surrounds them, have been

‘integrated’ back into Holden.

Look forward to hearing more about these

vehicles from Holden Service Engineering, in

Service Techlines and All Dealer Letters, etc,

provided by Holdens Service Head Office.

From your Service Department’s point of view –

the support for these “light commercials” is now

carried out by:

HOLDEN PASSENGER & LIGHT

COMMERCIAL VEHICLE

TECHNICAL ASSISTANCE:

PHONE : 1800 033 417

(Existing Holden TAS phone No.!).

FAX : (03) 9647 2495

(Existing Holden TAS fax No.!).

In future, if you need to call TAS about any

passenger OR Light Commercial vehicles, you

just call or fax the one number!

In addition, the people in your department who

may have to request Security Numbers for these

vehicles can now contact:

HOLDEN PASSENGER & LIGHT

COMMERCIAL VEHICLE SECURITY

ENQUIRIES

FAX NUMBER: 03 9647 2865

(Existing Holden Security Enquiries Fax No.!).

TAS Procedures

With the release of All Dealer Letter 3/2001,

Nominated Contacts should now have their

copy of the TAS Procedures Manual. This

manual contains all the necessary information

required to communicate with TAS.

Please ensure that you have access to the

manual when speaking to TAS on the phone.

Nominated Contacts should also be aware that

Holden TAS now provide technical support for

Light Commercial vehicles which include

Jackaroo, Rodeo, Frontera.

Please ensure when contacting TAS that the

correct phone selections are made to reduce

your waiting times.

FLYWHEEL MACHINING

VT, VX, VU; all Gen3 & M/T

(GROUP 6A) TL102-6A01

PROBLEM DESCRIPTION

SIP information does not actually say whether

you can machine the Gen 3 engine flywheel or

not.

The answer is: you CANNOT!

The following statement will be added to Holden

SIP as soon as possible:

"Important: In order to maintain the proper

component balance, contact surface taper,

and heat transfer, manual transmission

flywheels are NOT to be machined."

HOLDEN SERVICE TECHLINE ________________________________________________________________ FEBRUARY 2001

TECH 2 FLASH PROGRAMMING

PRECAUTIONS

ALL

(GROUP 6C) TL102-6C01

Please circulate the following information to

all Pre-delivery and Service Technicians.

TECH 2 FLASH PROGRAMMING

PRECAUTIONS:

Please ensure that when Flash programming

any Holden product with TECH 2, that the

following conditions are met prior to

commencing:

1. Ensure that the vehicle has an acceptable

battery voltage - acceptable battery voltage

is a minimum of 12.4 volts.

2. Ensure that all power consuming devices are

turned off EG: blower fans, radios, etc.

3. Ensure that the TECH 2 cable and adapter

are in serviceable condition.

4. Do not place a battery charger on the vehicle

whilst flash programming under any

circumstances.

CLUTCH MASTER CYLINDER PUSH ROD

ADJUSTMENT PRECAUTION

VT, VX, VU – All with M/T

(GROUP 7A) TL102-7A01

PROBLEM DESCRIPTION

The clutch master cylinder push rod should NOT

be adjusted in any way.

The push rod lock nut and rod end positioning

are pre-set in master cylinder production.

This dimension must remain unchanged to

assure correct clutch hydraulic system

operation.

SERVICE RECTIFICATION

As there is a possibility that technicians may

attempt to adjust this push rod length, the

following drawing with correct setting dimension

is provided to allow correct setting.

Setting this dimension will require master

cylinder removal.

The dimension provided is specifically for VT,

VX & VU models.

Update

HOLDEN SERVICE TECHLINE ________________________________________________________________ FEBRUARY 2001

EXHAUST NOISE IN THE PASSENGER

COMPARTMENT

JR & JS with V6

(GROUP 8) “HINT” TL102-0801

PROBLEM DESCRIPTION

Customers may complain about “excessive

exhaust noise in the passenger compartment”,

which may prompt some exhaustive searching

or exhaust system diagnosis.

TAS have received a few calls about this, and

they have advised the following “HINT”.

SERVICE RECTIFICATION

Please do not go to too much trouble diagnosing

this complaint until:

- you have checked the steering column to floor

seal!

The seal may never have been seated correctly,

or may not have been refitted properly after

some service work?

As a quick diagnosis, wrap a rag around the

column seal, and if the noise reduces – you

have found the cause!

When this has been defined, refit the seal

correctly and check for acceptable noise level in

the passenger compartment.

If seal installation is OK, further diagnosis can

then commence to determine the cause.

Please PIR all cases investigated – whether

caused by the seal or other components, to

determine if further Service Engineering work is

required.

HOLDEN SERVICE TECHLINE ________________________________________________________________ FEBRUARY 2001

HEADLAMP FOGGING OR WATER

ENTRY

(GROUP 12) TL102-1201

PROBLEM DESCRIPTION

PIR’s have been received which mention

headlamp fogging or water entry into

headlamps.

As a result, this Techline item is provided to

ensure technicians understand:

The VX headlamp design

Clearing minor fogging from headlamps;

Criteria for headlamp replacement due to water

entry.

Headlamp Design:

These vented lamps, with clear lenses (no

optics), are more prone to display visible

fogging. They are subject to minor fogging

under certain operational and climatic (high

humidity) conditions, when vehicles are parked

after use (the vent system will draw moisture

laden air into the lamp via it’s vent system which

condenses on the lens as it cools down). This

minor fogging will usually disperse when the

vehicle is driven, or if the headlamps are left on

for 3-4 minutes

SERVICE RECTIFICATION

Extensive research has shown condensation is

most likely to form when the headlamp is

switched off, and under high humidity conditions

- EG: If a customer uses their headlamps on a

rainy day, or washes the vehicle after having the

headlamps on, they could expect to notice

headlamp fogging some time after the vehicle

has been parked – this is normal.

On Complaint Vehicles:

Inspect the headlamp to determine if there is

normal fogging, or water entry due to leakage:

Clearing Minor Fogging

This “normal” fogging will be in the form of mist

on the lens, but will not have distinguishable

water droplets.

This needs no dealership action, as the fogging

will disperse during the time the vehicle is left

standing, OR when the vehicle is next driven.

Fogging will disperse within 3-4 minutes.

Water Entry

Should a lens feature severe fogging with water

droplets, or a visible amount of water in the

bottom of the headlamp, then investigation into

the cause of water entry must be carried out.

• Any obvious cause of water entry should be

corrected and the lamps dried out as per the

following “Clearing Minor Fogging”

procedure above.

Causes may be:

a) Vent tubes, dust caps and/or dust cap

seals missing, or incorrectly fitted,

b) Turn signal and/or six pin electrical

connector is incorrectly fitted,

c) Lens housing seal path has a leak (this is

unlikely as the supplier pressure tests every

production headlamp). If this is suspected –

the lamp will require replacement.

NOTE: it may be necessary – where water

may have leaked in via a connectors, caps,

etc, that have been re-fitted – to leave the

headlamps on for up to 20 minutes to clear

the remaining fogging.

✵ Should the headlamp not clear, the lamp

will require replacement.

• If visible “water marks” or “droplet marks” are

left on the inside of the lens, the lamp will

require replacement.

If lamp replacement is necessary, a clear

description of diagnosis and amount of water

entry should be quoted on the defective material

tag on the replaced part.

WARRANTY CLAIM INFORMATION:

Use existing Labour Operation/s and times as

shown in Warranty Information in SIP, if

headlamp replacement is required.

Warranty Managers, Please Remember: If

headlamp replacement is necessary, a clear

description of diagnosis, and amount of water

entry seen, should be quoted on the defective

material tag on the replaced part.

Update

HOLDEN SERVICE TECHLINE ________________________________________________________________ FEBRUARY 2001

REAR SIDE SEAT BELT ESCUTCHEON

REPLACEMENT

VT, VX

(GROUP 1) TL012-0102

PROBLEM DESCRIPTION

Rear side seat belt escutcheon may dislodge

from the rear side trim panel, and if damaged,

may not retain in the panel when re-fitted.

Until release of this Techline it was necessary to

replace the whole seat belt assembly to correct

this condition.

SERVICE RECTIFICATION

A new split, “service” escutcheon has been

made available for replacement of damaged

escutcheons, so that replacement of complete a

seat belt assembly is not necessary.

Any broken or damaged escutcheon – which will

not retain in the trim panel - should be replaced.

The damaged escutcheon must be removed by

carefully breaking the escutcheon through one

end (if not already broken) and slipping it off the

belt.

TAKE CARE not to cause any damage to the

seat belt while removing the escutcheon.

Fit the new Escutcheon – Rear Side Seat Belt –

refer Figure 1 for details.

Figure 1.

PARTS INFORMATION

Part No.: Description: Qty:

92144275 Escutcheon - Rear

Side Seat Belt

WARRANTY CLAIM INFORMATION:

Use the following information to claim for fitment

of the above escutcheon:

Description Escutcheon rear side

Seat Belt - Replace

Labour Op. No. C000421

Time 0.2 hr

Failure Code 01

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

SHORTENING OF TONNEAU FLOOR

DRAIN TUBES

(GROUP 1) TL103-0101

PROBLEM DESCRIPTION

Utilities have two drain tubes which allow

water to drain out of the tonneau floor area.

These drain tubes may protrude too far below

the vehicle and look unsightly, because of

their overall length.

PRODUCTION RECTIFICATION

Shorter tonneau floor drain tubes are to be

introduced into production in the near future.

When this occurs, the breakpoint information

will be added to the “Breakpoint Summary”

pages in the next Techline to be published.

SERVICE RECTIFICATION

If any complaints are received of tonneau

drain tubes protruding too far below the

vehicle, cut sufficient of the excess length

from the drain tubes – to leave 15mm

protruding below the lower floor panel:

NOTE:

- DO NOT cut the tubes too short,

- Cut the tubes parallel to the lower floor

panel.

WARRANTY CLAIM INFORMATION:

Description Shorten Tonneau Floor

Drain Tubes

Labour Op. No. C000424

Time 0.3 hr

Failure Code 55

PREMATURE REAR TYRE WEAR

JR, JS

(GROUP 4 & 10) TL103-0401

PROBLEM DESCRIPTION

Some vehicles may exhibit premature wear

across the tyre tread surface of the rear

tyres.

This premature wear, may be caused by

incorrect rear suspension alignment settings,

(excessive toe in) or from the vehicle

regularly carrying heavy loads.

SERVICE RECTIFICATION

Please remind pre-delivery staff of the

importance of checking rear wheel alignment

at pre-delivery inspection (Rear wheel toe

referred to in Part C of “New Vehicle Pre-

Delivery Check-List”.

When incorrect toe is detected at predelivery

or identified as a possible cause of the

premature wear condition, dealers should

1. Complete a Tyre Condition Report (refer

SIP) to report the condition and

2. Adjust the rear suspension toe in settings

to the “bottom end” of the existing

specification as shown below:

Set Toe-in to:-

Total:

0.28° +0.04°

-0.00°

This equates to a

toe in per side of:

0.14° +0.02°

-0.00°

Update

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

TYRE CARE – BRIDGESTONE SO2

TYRES

HSV

(GROUP 10) TL103-1001

The following information is repeated from

HSV Bulletin 88/00 of December 22, 2000,

for use by ALL Service personnel when

dealing with HSV customers.

To: HSV Retailers Bulletin No. 88/00

HSV Sales/Service Specialists

TYRE CARE

With the holiday season approaching it is

timely to remind all HSV Retailers and

customers of the recommendations for tyre

care.

The Bridgestone SO2 tyres are a soft

compound, high performance tyre. Therefore:

• The inflation pressure in your tyres

determines the size and shape of the tyre’s

“footprint”.

• (Tyre pressure)…affects the ways your

car rides and handles, but will also

determine the way the tyres wear and how

long they will last.

• The tyre pressures on the tyre placard will

provide you wi th the best balance between

ride, handling and wear, if correctly

maintained.

• Remember to increase tyre pressures for

high loads and/or sustained high-speed

operation as this reduces the operating

temperature of the tyre in these extreme

conditions.

• Tyre pressures should be checked weekly

using an accurate tyre gauge (HSV

provided). Check when tyres are cold.

• Wheel alignment needs to be checked

regularly (refer Owner’s Handbook).

• Front to Rear tyre rotation should be

carried out, ideally, every 5,000kms to

maximise tyre life.

Please ensure this information is

circulated to your sales staff and

customers at every opportunity. A

customer version of this letter will also be

included in future Owner Compendiums.

AIR CONDITIONING SERVICE

TF RODEO (APPROVED IMPCO GAS

FITTED)

(GROUP 2) TL103-0201

PROBLEM DESCRIPTION

When initially charging or servicing the A/C

system when IMPCO gas has been fitted, the

positioning of the gas converter can limit

access to the low pressure service valve.

PRODUCTION RECTIFICATION

The low-pressure service valve has been

relocated. The valve is now located at the

compressor end of the low pressure hose

rather than at the dash panel end.

SERVICE RECTIFICATION

When charging or servicing the A/C system,

access to the low pressure service valve is

best obtained through the wheel arch while

the front wheels are positioned on full-lock.

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

STOP LAMP SWITCH REVISION

JS, TS

(GROUP 12) TL103-1203

PROBLEM DESCRIPTION

It is possible for some stop lamps to remain

“on” - without the brake pedal being

depressed - because of an incorrect internal

clamp load within the stop lamp switch.

This condition may also result in cruise

control not engaging.

PRODUCTION RECTIFICATION

Stop lamp switches of the current design

were introduced in vehicle production from:

TS:

ISOVIN:

W0L0TGF08X5000001

JS:

ISOVIN:

W0L0JBF19XL396309

Switches in earlier built vehicles are not

affected by this Techline.

SERVICE RECTIFICATION

If complaints are received of:

- Stop lamp staying on

- Cruise control will not engage:

the stop lamp switch should be identified by

the Date Code information below.

Check – that the vehicle has an ISOVIN

greater than those shown above.

If ISOVIN is LOWER than the ISOVIN’s

above: adjust switch to correct the complaint.

(Adjustment procedure is shown at the end of

this Techline item). If adjustment does not

correct the complaint, replace the switch

(Refer to PartFinder for switch part number).

If ISOVIN is HIGHER than the ISOVIN’s

above: The stop lamp switch should be

checked for date code as per the following

information below.

Date Code “370 Sets the Breakpoint for

OK switches. See Figure 1 for Date Code

interpretation.

Switches with date code:

LESS THAN “370” must be replaced, as

adjustment will not result in a permanent

correction;

GREATER THAN “370” should be adjusted,

as per the procedure at the end of this

Techline item.

Figure 1.

Date Code interpretation: 370

First two digits (week) - 37 = Week 37

Third digit (year) - 0 = Year 2000

PARTS INFORMATION

Refer to HSPO PartFinder for switch part

numbers when ordering new switches.

For your reference only – the parts revised

are noted below with relevant identification.

This information will assist technicians in

identifying switches for replacement, as all

three switches noted have the same

appearance, apart from plunger colour and

terminals.

Model Part No.: Description: Qty

JS (from XL396309 onward)

09175172 Stop Lamp Switch

(4 terminal, with

BLUE plunger)

09132299 Stop Lamp Switch

(2 terminal, with

BLACK plunger)

TS (from X5000001 onward)

09132299 Stop Lamp Switch

(2 terminal, with

BLACK plunger)

09175185 Stop Lamp Switch

(4 terminal, with

GREY plunger)

Update

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

STOP LAMP SWITCH ADJUSTMENT

Adjust the stop lamp switch using the

following procedure:

Test Stop Lamp Switch

Switch off ignition and remove the stop lamp

switch from its holder, allowing it to hang

from its connector under the 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.

Set the Stop Lamp Switch

Fully extend the plunger by pulling it away

from the switch body. NOTE: a high “pull”

load will be required! A clicking type noise

should be heard. See Figure 2, below:

Figure 2

1- Non adjusted switch

2- Fully adjusted switch

Reinstall

With the brake pedal depressed, install the

switch and allow the pedal to retract onto it.

Test the stop lamp switch for correct

functionality.

WARRANTY CLAIM INFORMATION:

Use existing information in SIP as shown:

Description Stop Lamp Switch,

Replace

Labour Op. No. N207500

Time 0.4 hr

Failure Code 37

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

A/C DISCHARGE MUFFLER PIPE

INSULATION

(GROUP 2) TL011-0204

PROBLEM DESCRIPTION

PIR’s have been received of radiator leaks

caused by the A/C Discharge Muffler

abrading the bottom of the radiator. The

A/C Discharge Muffler may come into

contact with the radiator if the insulation

sleeves on the A/C Discharge Muffler pipes

fails or the sleeves dislodge.

SERVICE RECTIFICATION

If any vehicle is presented with a radiator

coolant leak adjacent to the A/C Discharge

Muffler Assembly – damaged components

should be replaced and the following

procedure should be carried out to ensure

the A/C Discharge Muffler insulation

sleeves are positively attached to the

muffler pipes:

1. Raise the vehicle on a hoist and remove

the two Torx head screws that retain the

A/C Discharge Muffler Assembly to it’s

mounting brackets. TAKE CARE! – the

muffler is close to the exhaust manifold,

which may be hot. Refer to Figure 1.

Figure 1.

2. Twist the muffler so it is located between

the subframe and the exhaust manifold.

3. Remove the muffler from it’s mounting

bracket. NOTE: Do NOT bend the

retaining clips or they will not firmly retain

the muffler when it is refitted!

4. Apply tape (as per the attached approved

tapes list) to both insulation sleeves on

each end of the muffler body. The tape

should be wound around the pipe and

insulation sleeve, attaching first to the

pipe from the end of the sleeve, then fully

covering the insulation sleeve and ending

on the muffler body. Refer to Figure 2.

NOTE: During the removal process – should

the insulation sleeve/s be badly damaged or

missing, replace the sleeve/s or fit a new

sleeve/s – using P/N 09131825 Damper Strip

(which provides enough material to make two

sleeves).

Figure 2.

5. Return the muffler to its original position

and clip the mounting bracket back onto

the muffler.

6. Reattach the muffler mounting bracket

using the previously removed Torx head

screws.

Approved Tapes

For the above procedure, ONLY tape

conforming to Holden Specification HN 1230

(specific thickness, heat resistance, cloth

based) must be used. The following tapes

are readily available from the retail outlets

shown:

Update

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

Supplier Description/Size

Cling

Adhesives

Cloth Tape - Cling C25, or Part

No. RB46, 48mm x 20Meters.

Available

from:

Bunnings Store

Bursons

Dick Smith Stores

3M 3M Y389 Cloth Tape, Silver or

Black (also known as “Gaffer

Tape”) 50mm x 50Meters,

Available

from:

Bunnings Stores

Blackwoods

A. E. Baker

WARRANTY CLAIM INFORMATION

Description Re-Attach A/C Discharge

Muffler Insulation

Labour Op. No. D000227

Time 0.4 hr

Failure Code 27

PARTS INFORMATION

The following part must only be used if

sleeve/s are severely damaged or have

dislodged from the muffler pipe/s or

dislodged:

Part No.: Description: Qty:

09131825 Damper Strip, A/C Pipe 1

REVISED ALTERNATOR REGULATOR

VS/VT/VX/VU with V6 Engines

(GROUP 6Y) TL103-6Y01

The information below was provided to Bosch

Agents via Bulletin AESM/A/0018, dated 6/00

CURRENT CONDITION

VS, VT, VX & VU V6 engine alternators are

fitted with a new Bosch ‘hybrid’ voltage

regulator. The new regulator is functionally

similar to the previously used RE70

regulator except that:

• Warning lamp operation is revised.

• The regulator setting has been raised to

14.5 volts.

• The operation of the phase input requires

an AC signal to switch the regulator from

active standby mode to excitation mode;

This feature prevents the regulator from

possibly being turned on due to reverse

leakage via the power diodes at high

temperatures.

PRODUCTION RECTIFICATION

For Reference: alternators with these new

regulators were fitted in production from:

For V6 (LN3) Engine:

ISOVIN: Build Date:

6H8VTK69HYL585074 03/05/00

For S/C V6 (L67) Engine:

ISOVIN: Build Date:

6H8WHY19SYL587216 08/05/00

The above breakpoints were initial

introduction points during production of

VT/WH – the alternators were ‘carried-over’

into VU & VX.

SERVICE INFORMATION

Note: Regulator replacement only affects

vehicles out of warranty, as only alternator

assemblies must be fitted for any regulator

failure – refer to Supplier Prior Authorisation

Process binder held by your Service

Manager.

Replacement of warning lamp globes may

affect vehicles in warranty.

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

Warning Lamp Globe Precaution:

With this new alternator, the warning lamp

driver is current limited, to protect against

short circuit, and the design is for a nominal 2

to 3 watt globe. If a larger globe is fitted,

current limiting of the lamp inrush current

may result in much reduced brightness, and

a slight delay may be detected in the lamp

illuminating.

Fitting the correct wattage globe will increase

the brightness to the correct level.

Interchangeability:

The previously used RE70 will not service the

new regulator, but the new regulator can be

used as a replacement for an RE70

regulator.

NOTE:

If an RE70 regulator is used to replace the

new regulator, the RE70 regulator may ‘turn

on’ under certain conditions, drawing field

current and resulting in a flat battery.

REAR BRAKE SQUEAL

RODEO (4x4 and V6 4X2)

(GROUP 5) TL103-0502

PROBLEM DESCRIPTION

Excessive squeal noise emanating from rear

brakes on application.

PRODUCTION RECTIFICATION

Revised brake shoes fitted in production:

ISOVIN: Build Date:

JAATFS25HY7103377 25/01/01

JAATFS55HY7120056 25/01/01

JAATFR25HY7108590 25/01/01

* MPATFS25 TBA

* MPATFS55 TBA

* MPATFR25 TBA

* B/P’s for vehicles manufactured in

Thailand have not yet been established,

they will be included in the Breakpoint

Summary once available.

SERVICE RECTIFICATION

For pre-breakpoint vehicles the service fix

described below, which is the same as in

Dealer Letter IGM 13/99, can be applied.

I - GM has released a modified rear brake

shoe set (part number 5878317230) to

overcome the above complaint.

Before installation of the modified shoes the

rear brake assemblies should be de-dusted

and inspected for correct operation, if no

faults are observed the drums should be de-

glazed and the new shoes installed.

To effectively monitor the success of the

revised brake components, a PIR should be

submitted for any post-breakpoint vehicles

that exhibit squeal from the rear brakes.

PARTS INFORMATION

Part No.: Description: Qty:

5878317230 Brake Shoe Set 1

WARRANTY CLAIM INFORMATION

Use existing Warranty Information from SIP

as shown:

Description Shoes and Lining

Labour Op. No. H025700

Time 1.2

Failure Code 40

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

BODY CONTROL MODULE

REPLACEMENT DUE TO A ‘LOCK UP’

CONDITION

VTII, VX

(GROUP 12) TL103-1202

This Service Techline supersedes the

previous Techline on this topic (Issue 1,

January, 2001, page 11). This previous

Techline should be destroyed.

For Reference: The following information is

repeated from All Dealer Letter DL 10/01.

PROBLEM DESCRIPTION

All Dealer Letter DL 10/01 advises that,

further to dealer letter DL 79/00, dated

December 6th, 2000 on the subject of “BCM

Lock Up”, the key reader circuit has been

identified as a potential source of a voltage

spike, causing the BCM to lock up.

To address this condition, a patch harness

has been developed for installation in the key

reader circuit.

Effective immediately Australian Arrow will

supply a patch harness with every

replacement BCM supplied for this lock up

condition.

Installation instructions for the Patch Harness

are included with this letter. Refer to

Attachment 1.

As previously indicated in the Dealer letter on

this subject, Fuse 31 can be removed and

reinstalled to reset the BCM. This will

mobilise the vehicle until the replacement

BCM and Patch Harness arrives.

SERVICE RECTIFICATION

Installation Of Transient Suppression

Patch Harness

The numbered steps below refer to the

caption numbers in Figure 1.

1. Remove the Remote Coded Key Reader,

(refer to SIP CD VT SERIES Service

Manual, Section 12J-1, 2.4 Remote

Coded Key Reader).

Figure 1

Update

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

2. Remove the key reader wiring harness

connector from the key reader and connect

it to the male terminal of the patch harness.

3. Connect the patch harness terminal with

black connector to the key reader terminal.

4. Connect the earth lead to the ignition lock

housing earth (underside of steering

column).

5. Collect and cable tie the excess wiring

neatly with the cable tie provided, ensuring

that there is no interference when

operating the Steering Column lever with

the steering wheel closest to the

Instrument Cluster.

Feed Remote Coded Key Reader globe

circuit over the top of the Ignition lock

housing.

Reinstall the upper and lower steering

column covers and Remote Coded Key

Reader ensuring that the Reader is aligned

correctly (refer to SIP CD VT SERIES

Service Manual, Section 12J-1, 2.4 Remote

Coded Key Reader).

WARRANTY CLAIM INFORMATION:

Use the following warranty claim information

for the installation of the BCM and the Patch

Harness to vehicles experiencing the BCM

lock-up condition:

Description BCM Replacement and

Patch Harness Installation

Labour Op. No. N000336

Time 0.7 hr

Failure Code 48

PARTS INFORMATION

Supplied by Australian Arrow:

1 x BCM

1 x Transient Suppression Patch Harness

1 x Cable tie

RUNNING ROUGH - MISFIRE

JACKAROO (4JX1 DIESEL ENGINE)

(GROUP 6M) TL103-0601

PROBLEM DESCRIPTION

Vehicle will miss or run rough which may be

caused by a defective injector. Investigations

have shown that a manufacturing process

problem may cause the injector tip/nozzle to

crack or fracture.

PRODUCTION RECTIFICATION

A revised manufacturing process was

introduced from:

ISOVIN: Build Date:

JACUBS73GX7102072 26/02/99

Eng. 618151 -

INJ. SERIAL No. 144903 -

SERVICE RECTIFICATION

Isolate which cylinder is misfiring using the

injector isolation test on Tech 2. Once

confirmed which cylinder displays the

problem, then confirm the injector as the fault.

The easiest way to do this is to swap the

injector with one from another cylinder and

see if the misfire moves with the injector.

While swapping the suspected faulty injector

inspect the tip/nozzle for any damage. Should

the injector show signs of damage replace all

four injectors. If there is no sign of damage

continue with swapping the injectors and

replace the individual injector if required. If

the misfire does not move with the injector

then further diagnostic work is required

concentrating on the wiring loom between the

injectors and ECU.

For correct injector calibration refer to the

article in the Engine Fuel System section of

this Techline.

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

PARTS INFORMATION

Part No.: Description: Qty:

5873105640 Inj. Kit – Grade A Kit of 4

5873105650 Inj. Kit – Grade B Kit of 4

8972279030 Inj. Single 1

NB* When ordering a single injector individual

seals will need to be ordered separately, refer

PartFinder.

WARRANTY CLAIM INFORMATION

Use the existing information from SIP as

follows:

Description Injector, Fuel – R & R

or Replace (Diesel)

Labour Op. No. J592600

Time 1.0 hr (1 injector)

Time 1.3 hr (4 injectors)

Failure Code 05

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

SPEEDO “PPK” PROGRAMMING

VT, VX, WH, VU

(GROUP 12) TL013-1201

This Service Techline supersedes the

previous Techline on this topic (Issue 9, Oct.,

2000 page 11). The previous Techline should

be destroyed.

SERVICE INFORMATION

The following table is supplied for

technician reference, and includes

information for VU utility.

In some previous information that may be

still available to technicians, PPK values

were based on tyre sizes only – selection

of PPK values based on tyre size is no

longer possible, and is not accurate!

This is because PPK values vary

according to trans. type and final drive

ratios – thus it is necessary to refer to the

following chart to determine exact PPK

values for the body style, engine, trans

type and tyre size being worked on.

PPK values shown must be used whenever

speedo PPK programming is required.

Refer VT Series Service Manual Volume 14C,

Page 12C-75, or SIP, for programming basic

information.

Body Style Engine Trans. Type Tyre Size PPK Value

Sedan/Wagon V6 Auto/Manual 205/65 R15 6272

Sedan/Wagon V6 Auto/Manual 225/60 R15 6238

Sedan (Police 9C1) V6 Auto 215/60 R15 6285

Sedan/Wagon V6 Auto/Manual 215/60 R16 6077

Sedan/Wagon V6 Auto/Manual 225/50 R16 6391

Sedan/Wagon V6 Auto/Manual 235/45 R17 6301

Sedan/Wagon/Ute V6 Auto/Manual 225/55 R16 6087

Sedan/Wagon/Ute V8 Auto/Manual 205/65 R15 6272

Sedan/Wagon/Ute V8 Auto/Manual 225/60 R15 6238

Sedan/Wagon/Ute V8 Auto/Manual 225/55 R16 6087

Ute V6 M35 Manual 205/65 R15 6403

Ute V6 M35 Manual 225/55 R16 6214

Sedan/Wagon/Ute V8 Auto/Manual 235/45 R17 6301

HSV All Auto 225/50ZR16

6355

HSV All Auto 235/45ZR17

6210

HSV All Auto 235/40ZR18

6210

HSV All M/T - T56 235/45ZR17 6300

HSV All M/T - T56 235/40ZR18 6300

HSV All M/T - Getrag 225/50ZR16 6355

HSV All M/T - Getrag 235/45ZR17 6210

HSV All M/T - Getrag 235/40ZR18 6210

HSV (GTS) All M/T (3.91 axle) 245/35ZR19 6180

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

INJECTOR CALIBRATION

JACKAROO (4JX1 DIESEL ENGINE)

(GROUP 6M) TL103-6M01

The 4JX1 diesel engine in the 1998, and onward, model Jackaroo has injectors that are classified into 9

groups according to flow rate. The ECM is calibrated to the injectors that are fitted to the engine using

tech 2.

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, injector replacement, etc.

Incorrect injector calibration may cause unstable idle, engine vibration or excessive smoke.

When performing injector calibration difficulty may be experienced identifying the injector calibration

group. The workshop manual indicates that identification is determined by markings on the injector. This is

not always the case. Later vehicles may have the injector calibration number, as shown below, identified

on the top of the injector.

The only sure method for identification is to utilise the injector identification sticker. The sticker is situated

on the noise insulator cover fitted over the rocker cover, the sticker should always be update whenever

different calibration injectors are fitted. A new sticker will be provided with new injectors, if the sticker

should become unavailable then the old sticker should be updated with a permanent marker.

INJECTOR IDENTIFICATION STICKER

ENG. NO 489476 4JX1

#1 82395420 #2 83395420

#3 83365520 #4 59395920

RP SENSOR 7565

The numbers on the identification sticker are production numbers (not part numbers) used to identify

individual injectors. The 5th and 6th digits of the production number are used to classify injectors for

calibration. eg:

#1 82395420

CALIBRATION NUMBER ( 54 )

INJECTOR NUMBER (# 1)

The calibration 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: Injector number 1 has a calibration number 54. Number 54 corresponds to a B3.

HOLDEN SERVICE TECHLINE ____________________________________________________________ MARCH 2001

Once the injector calibration number has been established and injector category determined, the

calibration procedure in the relevant workshop manual (section 6E ) can be followed.

Since the introduction of this engine, injector group C has been deleted from HSPO and will supersede to

injector group A. Regards of the injector group calibration fitted to a vehicle from production it can be

replace by any calibration of injector providing the ECU is re-programmed to reflect the injectors fitted to

the vehicle.

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

PAINT ABRASION FROM TONNEAU

FINGER LOOPS

(GROUP 1) TL104-0101

CURRENT CONDITION

The finger loops at the rear sides have been

shown to cause minor paint abrasion on

some vehicles. NOTE: ONLY the rear side

finger loops have been subject of complaints.

Service Rectification:

Raise the side of the tonneau cover at the

rear and cut off the finger loop located on

both LH & RH sides – just before the

stitching line. Refer Figure 1 showing exact

location.

Figure 1.

PRODUCTION RECTIFICATION

Tonneau covers with 4 finger loops ONLY

(2 x endgate, 2 x front side) were introduced

in production from:

ISOVIN: Build Date:

6H8VUK80A1L705982 17/03/01

WARRANTY CLAIM INFORMATION

Description Remove Rear Side

Tonneau Finger Loops

Labour Op. No. C000430

Time 0.3hr

Failure Code 20

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

TONNEAU NOISE CONCERNS –

CUSTOMER ADVICE

(GROUP 1) TL104-0102

PROBLEM DESCRIPTION

This Techline is published to highlight some

PIR reported complaints, provide feedback

on changes and provide service rectifications.

The concerns raised are related to

installation of the tonneau (initial fitment and

during normal usage) and day-to-day usage.

The following “suggestions” are provided so

Dealership Service personnel may explain to

customers how they can adjust tonneau

covers to improve noise levels and improve

tonneau installation.

‘FLAPPING’ NOISE FROM THE TONNEAU:

This can occur with wind turbulence while

driving, with cross winds, wind gusts, etc.

The current tonneau cover design allows for

three different slots for locating the front bar

(fitted directly behind the rear screen glass) –

to change the tension on the tonneau.

Current Owner Handbook advises to position

the front bar in the front slot.

Suggestion:

It is now recommended that the front bar be

located in the central of the three possible

slots when the front bar is first fitted.

This front bar slot allows sufficient tension on

the tonneau to stop ‘flapping’ noises. Owners

may choose to relocate the front bar to

increase/decrease the tension on the

tonneau

This recommendation will be added to the

Owner Handbook at next reprint.

‘Rattle’ (light metallic type tapping) noise

from inside the load compartment while

driving:

Such a ‘rattle’ noise can be caused by the

tonneau ‘high load’ clips (under the tonneau),

swinging on some excess length of the

elastic retaining cord, pulled unevenly on the

tonneau, and hitting the sides of the load

compartment.

Suggestion:

Pull the elastic cord through the retaining

loops to ‘even up’ the cord position around

the tonneau, this will keep the clips away

from the cargo bay sides.

Clips that contact the sides, are usually on

excess lengths of the elastic cord, and may

be tucked inside the closest cord retaining

loop stitched to the tonneau cover.

If this is not sufficient to stop the noise, the

excess length of the elastic cord can be

pulled through to the front retaining loop on

the tonneau and the cord shortened by tying

a new knot in the end.

PRODUCTION RECTIFICATION

For the ‘rattle’ noise mentioned above, the

‘high load’ cord and clips have been located

further inboard on the tonneau from:

ISOVIN: Build Date:

6H8VUK80F1L696359 02/03/01

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

GLOVE COMPARTMENT SLIDER BOW

REPAIR/S

(GROUP 1) TL104-0103

PROBLEM DESCRIPTION

Warranty returned parts show that complete

glove compartment lids are being replaced

when ONLY a slider bow is damaged.

Glove compartment slider bows (RH or LH),

are connected from the glove compartment

lid to the glove compartment, to enable “two-

stage” opening of the glove compartment.

These slider bows are replaceable

individually.

SERVICE RECTIFICATION

Should one of the slider bows on the glove

compartment lid be damaged and require

replacement – ONLY replace the individual

slider bow, not the whole glove compartment

lid.

For remove and replace instructions access

TIS 2000 and select:

• Service Information,

• Standard Information (& NEXT),

• Astra-G

• 2000 (select any year) (& NEXT),

• C. Body Equipment,

• Seats, Upholstery, Inner Trim Panels,

• Glove Box,

• All (& NEXT),

• Items KTA-1946, 00023088 & 00017699

provide remove/replace information.

Figure 1 shows the location of the slider

bows.

Figure 1.

PARTS INFORMATION

For reference, the slider bow part numbers,

shown in PartFinder, are repeated here:

Part No.: Description: Qty:

24447201 Slider - Bow, Lid to

Glove Compartment,

24447198 Slider - Bow, Lid to

Glove Compartment,

WARRANTY CLAIM INFORMATION:

Use existing warranty information (from SIP

CD) as follows:

Description Glove Compartment

Slider Bows - Replace

Labour Op. No. C459300

Time 0.6 hr

Failure Code 33

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

FRONT STRUT “GRINDING” NOISES

WHEN TURNING –STONES/DIRT

ENTRY

VT, VX, VU, WH

(GROUP 3) TL104-0301

PROBLEM DESCRIPTION

In certain road conditions with loose

surfaces, some customers may complain of a

“grinding” noise when turning.

This may be caused by small stones or dirt

being thrown into the front strut upper

support bearing.

SERVICE RECTIFICATION

On complaint vehicles, where stones/dirt

have entered the upper strut bearing area,

during rectification, fit Front Strut Bearing

Dust Shields, p/n 92144452, to both sides of

the vehicle to stop stones entering the strut

bearing.

Remove the front strut from the vehicle to fit

the dust shield. Refer to the applicable

Service Information section in SIP.

Fit the shield onto the upper spring seat as

shown in Figure 1.

Reinstall the front strut to the vehicle.

This re-installation will compress the shield

approximately 5mm to provide the sealing

required.

Figure 1.

NOTE: New Rebound Stop Nuts, Steering

Knuckle Bolts and Brake Caliper Anchor

Bolts must be fitted, as directed by the

service manual.

PARTS INFORMATION

Part No.: Description: Qty:

92144452 Dust Shield - Front

Strut Bearing

90251985 Nut, Rebound Stop

Asm to Strut

11090821 Bolt, Steering

Knuckle to Tube

92138557 Bolt, Caliper to

Knuckle

WARRANTY CLAIM INFORMATION:

Description Fit Front Strut Upper

Dust Seal (Both Sides)

Labour Op. No. E000347

Time 1.2 hr

Failure Code 12

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

DTC’s P1571 & C74 SET - TRAC/PCM

LIGHT “ON”

VX, VU, WH with V6 & ETC

(GROUP 6C) TL104-6C01

PROBLEM DESCRIPTION

Technicians are reporting Trac/PCM light on,

and both DTC’s P1571 & C74 being set on

some vehicles with V6 engine and Electronic

Traction Control (ETC).

These codes are sometimes found to be set

numerous times in history.

Investigation shows the cause to be a

software timing issue within the PCM.

Revisions to the software, to rectify this

‘incorrect’ code setting, have been made.

PRODUCTION RECTIFICATION

PCM’s with revised software will be fitted to

vehicles in production in early April, 2001 -

after publication of this Techline – the

breakpoint will be advised in the next

Techline issue Breakpoint Summary:

SERVICE RECTIFICATION

TIS 2000, CD 20 (to be distributed late

March, 2001) will carry information to allow

flash programming of such complaint PCM’s,

to correct this complaint.

For Confirmation during flash programming:

VX/VU/WH V6 - Software number is:

92108760

VX/VU V6 with LPG - Software number is:

92108762

NEW INSTRUMENT CONFIGURATION

PROGRAMMING

VT, VX

(GROUP 12) TL104-1203

When fitting a new instrument cluster to a

vehicle, it is essential that it be correctly

configured.

Technicians should be aware that when

configuring replacement instrument clusters, it

is necessary to not only configure the cluster in:

F0: “Instrument Configuration” of Tech 2,

but to also program the:

Instrument Options

“Instrument Options” are defined as the F1:

option below instrument cluster configuration

within the instrument program area of TECH 2.

Failure to do this may cause “SERVICE

ERROR” to be displayed on the instrument

window and LPG fuel gauge DTC’s to log,

without reason.

NOTE:

Instruments will not be accepted by

Repac where only incorrect configuration

programming is defined.

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

REAR SHOCK ABSORBER LEAK

DIAGNOSIS

WH, VT, VX, VU

(GROUP 4) TL104-0401

PROBLEM DESCRIPTION

Based on incorrect shock absorber returns to

REPAC, this previously published bulletin is

being released again to help technicians

identify the difference between normal shock

absorber weeping, and leakage (that would

necessitate replacement).

TECHNICAL BACKGROUND

The normal operation of all shock absorbers

allows for a thin film of shock absorber oil to

adhere to the piston rod surface to allow for

lubrication of the seal during operation. In

certain operating environments this oil film

becomes contaminated with foreign matter

such as road dirt and sand. The seal is

designed to exclude this contaminated oil film

in the compression stroke and a build up of

“sludge” results.

During the life of all shock absorbers this oily

“sludge” will create a film on the shock

absorber body. This film is normal and in no

way compromises the function of the shock

absorber.

The criteria outlined below identifies the

acceptable conditions that may be observed

when inspecting shock absorbers at various

times during the life of the product.

PLEASE ALSO NOTE THAT:

In the event of a faulty shock absorber:

- the faulty unit may be replaced without

replacing a matching pair.

- faulty shock absorbers must NOT be

cleaned prior to them being returned.

SERVICE RECTIFICATION

If a shock absorber displays worse conditions

than that shown in the drawing (ie: greater

than 10mm band of “grime” on piston rod, or

greater than 40mm build up of “sludge” on

body), the shock absorber is classified as

LEAKING, and should be replaced. If the

shock absorber on the other side of the

vehicle is NOT leaking, it should be left in

service.

PARTS INFORMATION:

Refer to HSPO PartFinder for shock absorber

part numbers when ordering.

When ordering, PartFinder defaults to a

quantity of “2” in the parts selected

quantity – this quantity can be changed to

“1” when required – it is NOT necessary

to order “2” shock absorbers unless they

are required.

WARRANTY CLAIM INFORMATION

Use existing information in Labour Time

Manual.

Oily grime build up

at end of stroke up

to 10mm wide band

Oily “sludge”

accumulated from

normal operating

conditions to 40mm

down the body of

the shock absorber

Shock absorber body

may be discoloured

by road grease and

oil, sand and dust, but

this does not

constitute a leaking

shock absorber. In

this event the shock

absorber should be

wiped clean and

checked at the next

service

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

6 DISC CHANGER SKIPPING (10 DISC

CHANGER TEMPLATE INFO.)

(GROUP 12) TL104-1201

This Techline provides information

additional to that provided in DL 32/00 &

2000 Techline 8-14 (Sept., 2000) for all

service personnel involved in 10 Disc

changer fitting. Please circulate this

Techline throughout your Service & Parts

Departments.

PROBLEM DESCRIPTION

All Dealer Letter 32/00 & Techline of

September, 2000, Issue 8, page 14 advised

to replace the existing 6 Disc changer with a

10 Disc changer when a “CD Skipping”

complaint occurred.

One of the parts noted in that Letter and

Techline is:

92143627 – Template

This hole drilling location template is made

from durable Mylar film and packaged in a

cardboard tube for delivery AND storage by

Dealerships.

THESE TEMPLATES ARE INTENDED FOR

REPEAT USAGE.

DO NOT ORDER A NEW TEMPLATE FOR

EACH 10 DISC CHANGER INSTALLATION.

To ensure the template is kept in optimum

condition, it is suggested the template is

returned to the storage tube immediately

after use, and is retained by either the

Workshop Foreman or Service Manager for

easy accessibility.

PARTS INFORMATION

To assist in your future parts ordering for 10

Disc changer installation, the following

revised parts ordering list (template quantity

revised) is provided – so that a template is

not ordered for each 10 Disc changer

installation:

Each Installation Requires the Following

Parts:

Part No.: Description: Qty

92080354 10 Disc Changer 1

92053301 Bracket- 10 disc

changer

92088915 Foam piece, rear

compartment

92088903 Carpet, CD cover 1

92088904 Carpet and spare

wheel cover

92138380 Rivet - bracket to body 1

92138381 Rivet - bracket to floor 2

92060351 Tie strap 1

The following parts are multiple usage

parts, to be ordered ONLY as required:

Part No.: Description: Qty

92018621 Butyl sealing patch

- for multiple installations

92143627 Template, Drilling –

Order 1 - only when your

existing template is

unusable.

A.R.

Note: Butyl Patch 92018621 (superseded

Patch 92055234 originally quoted in DL

32/00) needs to be trimmed for use in the

installation procedure, and provides enough

material for at least two installations.

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

STEERING GEAR INNER TIE ROD

CLUNK NOISE

VT, VX, WH

(GROUP 9) TL104-0901

PROBLEM DESCRIPTION

Under high temperatures or after long drives,

a clunk/knock may be felt through the

steering wheel on turns, or sufficient body

movement occurs. On examination of the

rack, the knock can be heard/felt coming

from the inner tie rod end.

PRODUCTION RECTIFICATION

An improved inner ball joint with new high-

temperature grease and revised cap material

have been fitted to steering racks in vehicles

from:

ISOVIN: Build Date:

6H8VXL69A1L683674 22/01/01

SERVICE RECTIFICATION

Where diagnosis confirms this complaint, fit a

new steering rack ensuring the rack serial

number is higher than the following

breakpoints:

PARTS INFORMATION/BREAKPOINTS

Standard Power Steering (Option N40)

Part No.: Breakpoint Serial No.: Qty:

92092815 N137524 1

Variable Effort Power Steering (Option NV7)

Part No.: Breakpoint Serial No.: Qty:

92092816 P017429 1

WARRANTY CLAIM INFORMATION

Use existing information in Labour Times

shown in SIP.

BOOT RELEASE, TURN SIGNAL,

HAZARD WARNING INOPERATIVE

(FUSE 7 FAILURE)

VT, VX, WH

(GROUP 12) TL104-1205

PROBLEM DESCRIPTION

Diagnosis of inoperative boot release, turn

signals and hazard warning may be

confusing to technicians as circuit diagrams

for these components do not refer back to

the feed fuse – Fuse No.7.

Technicians may not believe these

components’ problems/failures are related in

any way – but they are, as :

All three items are powered by Fuse 7.

The boot release is not mentioned on fuse

panels – and could be the confusion in

diagnosis that may make technicians believe

a BCM is faulty.

While these components are also shown to

be part of BCM circuitry, in circuit diagrams,

DO NOT ASSUME THE BCM IS AT FAULT.

SERVICE RECTIFICATION

When investigating failure of any of the

above components, check Fuse 7 first!

For reference - a circuit diagram showing the

Fuse 7 relationship to these components is

available in VT Service Manual Volume 6,

Page 12J-1-25.

Update

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

TOW BAR RATTLE (1600/2100kg) –

ADD LOCK SCREW

VS, VT, WH

(GROUP OB) TL104-OB02

PROBLEM DESCRIPTION

A Techline Bulletin on this subject was

released in Issue 10, Nov. 2001 Techline,

page 15.

Since release of that Service Techline, a

parts packaging issue has been defined,

and a Parts Techline PT58, dated February

8, 2001 was issued to explain the concern:

“Due to a packaging error, a batch of part

number 92138537 has been incorrectly

labelled as part number 11078491.

Incorrectly labelled screws can be identified

by the physical difference – the incorrectly

labelled screws have a spigot at the end.

Refer attached illustrations. (The Parts

Techline carries photographs of the screws

for identification).

Any existing stock of the screws with a spigot

at the end, labelled as part number 11078491

must be returned to HSPO via the CRRM

system, prior approval is not required.”

SERVICE RECTIFICATION

If the screw 11078491 your Parts Department

provided for the Tow Bar Rattle fix does not

fit – refer to the above information to ensure

you obtain the correct screw.

For reference: Complaints have been

received that the screw noted in the original

Techline will not fit the installation without

cutting/grinding off the end of the screw.

Should you receive one of these screws –

arrange for your Parts Manager to return

screws as per PT58 and obtain the correct

screw for the installation.

15,000km SERVICE COUPON

CORRECTION

TT Zafira/XC Barina

(GROUP OB) TL104-OB01

The information in this Service Techline is

repeated from All Dealer Letter DL 30/01,

dated 21st March, 2001. Please circulate to

all Service Personnel. If it is necessary to

clarify this matter with vehicle

owners/operators - use your Service

Department’s copy of All Dealer Letter DL

30/01.

This letter is to advise of an error regarding

engine coolant in the 15,000km service

coupon for XC Barina and TT Zafira.

The service coupon is incorrectly advising to

replace the engine coolant.

The correct wording is, check level, check

coolant % as shown in the Maintenance

Schedule of the Owner’s Handbooks.

Please use the letter (DL 30/01) in

conjunction with the Maintenance Schedule

to answer any Customer enquiries. This will

be corrected in the next print of the Owner’s

Handbooks.

We apologise for any inconvenience caused

by this error.

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

TECH 1 REPAIRS – “REMINDER”

ALL

(GROUP OB) TL104-OB03

PLEASE ENSURE THAT RELEVANT

PARTS AND SERVICE PERSONNEL ARE

AWARE OF THESE DETAILS:

The following information is repeated from

Part Techline PT61, of March 14, 2001 - a

copy is held by your Parts Manager should

you wish to view it.

Previous information was provided to

Dealerships via Service Techline of Issue 1,

January 2001, page 5; and Parts Techline

Bulletin PT31, dated May 5,1999.

HSPO (and other Holden departments) are

still receiving telephone enquiries on the

wrong numbers.

Holden Service Parts Operations (HSPO)

continues to be the point of contact for

arranging repairs to TECH 1 units.

The contact at HSPO is:

RAY CHALKLEY - Phone: 03 97977464

Fax. 03 97977310

Guidelines for arranging repair of TECH 1

units:

1. First check if the cartridge or cable is

causing the fault. Please note: Cartridges

and Cables cannot be repaired. To identify

the replacement number, please refer to the

accessories section of PartFinder.

2. Pack the unit in a way that it will not get

damaged. Forwarding address is:

Attention: R. CHALKLEY.

Holden Service Parts Operations

PO Box 162

Dandenong 3175 VIC

PLEASE USE AUSTRALIA POST AIR BAG

AS YOUR METHOD OF TRANSPORT

3. Provide EXACT details of what is

wrong with the unit, it would be of great

assistance and save you money for

unnecessary repairs.

4. Temporary loan unit - you must state if a

temporary loan unit is required.

These loan units are only available to

customers whose business will be adversely

affected while the faulty unit is being

repaired.

Loan units cannot be provided until the

customer’s faulty unit is received at HSPO.

TECH 1 units can only be repaired by the

USA manufacturer. The turn around time for

repairs is between 4 to 6 weeks.

Average cost is $580 to $600 (Australian

dollars). The total repair cost will be charged

to your account.

TECH 2 REFERENCE NOTE:

The above information does NOT apply to

Tech 2 units!

TECH 2 unit Repairs – Refer to DL 43/97 for

details of Tech 2 repairs.

For TECH 2 Cable Repairs – Refer to

DL 06/00

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

INSTRUMENT PANEL “CREAK” NOISE

VX, VU, WH

(GROUP 1) TL104-0104

Thanks - Guy Formica of McGrath’s, Liverpool,

NSW - for PIR info. on this concern.

PROBLEM DESCRIPTION

Complaints of “creak” noises from behind the

instrument panel, especially when travelling

over bumps, have been investigated. The

cause has been defined as a metal tab at the

end of the cockpit module glue track, used as

an assembly aid, rubbing on the underside of

the plenum chamber panel.

PRODUCTION RECTIFICATION

A revised cockpit module panel with an

insulating pad added between the cockpit

module panel and plenum chamber panel, to

stop the complaint creak noise, has been

fitted to vehicles from:

ISOVIN: Build Date:

6H8VXK69A1L689910 12/02/01

SERVICE RECTIFICATION

For vehicles built prior to the above

breakpoint:

If any customer complaint is received of

“creak” noises emanating from behind the

instrument panel – worse over bumps, etc, -

bend down the metal tab located at each end

of the cockpit module glue track – as shown

in Figure 1, View A below. The metal tab

must be bent down far enough to stop

contact with the plenum chamber/cockpit

module panel directly above it.

Figure 1.

- Shows RHS rear of Engine compartment,

LHS is opposite.

WARRANTY CLAIM INFORMATION

Description Modify Cockpit Module

Panel Tab

Labour Op. No. A000279

Time 0.3 hr

Failure Code 55

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

ENGINE IDLE VIBRATION

VT, WH, VX, VU, - Gen III A/T (Standard

Engine)

(GROUP 6C & 8) “RE-ISSUE” TL101- 0801

This Service Techline supersedes the

previous Techline on this topic (Issue 1,

January, 2001 page 12). This previous

Techline should be destroyed.

PROBLEM DESCRIPTION

Excessive vibration or buzz felt within the

vehicle, under any of the following

conditions:

(1) Vehicle stationary at idle with

transmission in Drive/Reverse with A/C

(2) Idle speed drop when Drive/Reverse

selected and/or steering load applied.

(3) Slow acceleration or low speed driving in

1st gear, with engine speed between 650

and 1000 rpm.

SERVICE RECTIFICATION

To reduce the level of vibration on complaint

vehicles for any of the above conditions, the

following action is recommended.

Step 1. Flash Revised Calibration

Flash revised calibration (idle speed revised

to 620rpm) p/n 92103007 into complaint

vehicles only. The description on TIS 2000 is

“Continuous Improvement Calibration –

Improved Idle Quality”. Note this revised

calibration was first released on TIS CD

No.14.

Step 2. De-stress Exhaust & Powertrain

An indication that the exhaust/powertrain is

stressed is a bent catalytic (cat.) converter

bracket as shown in Figure 2.

The following MUST be completed in

sequence

1. Loosen (by approx 1 turn) engine mount

nuts, front pipe/exhaust manifold nuts and

intermediate muffler/front pipe bolts.

2. Support transmission, and remove cross

member complete with cat. converter bracket

and transmission (trans.) mount.

3. Remove trans. mount and cat. converter

bracket.

4. Vehicles built before L647630,14/10/00 -

Fit two additional bolts/nuts to rear trans.

mount holes (use P/N: bolts: 92138301,

nuts:11086962 ) and torque to 45-55 Nm

(See Figure 1).

On Vehicles built after L647630,14/10/00,

-studs have been added to the trans. mount

and ONLY two nuts, p/n 11086962 are

required to be fitted to these studs.

Figure 1.

5. Fit trans. mount and cat. converter bracket

to transmission and torque bolts to

specification.

6. Refit cross member and torque four outer

bolts (ie, cross member to body rails) to

specification. Leave the two trans. mount to

cross member nuts loose at this stage.

7. Lower vehicle back onto the ground, start

the engine and cycle through the gears, ie,

R-N-D five times and then rev the engine in

neutral up to 4000 rpm five times.

8. Raise vehicle on hoist.

9. Torque engine mount nuts to specification.

10. Torque trans. mount to trans. cross

member nuts to specification.

11. Torque intermediate to front pipe bolts to

specification.

12. Torque front pipe-to-exhaust manifold

nuts to specification.

13. Add spacers to take up the clearance

between trans. to cat. converter bracket and

cat. converter (see Figure 2), refit bolts and

Update

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

torque to specification. Flat washers p/n

120394 (1.6mm thick) may be used as

spacers.

Note: If longer bolts are required, use p/n

90495649. Ensure bracket is straight and not

bowed (see Figure's 2 & 3)

PRODUCTION REVISION

Revised rear trans. mounts with studs added

have been fitted to vehicles from:

ISOVIN: Build Date:

6H8VXK69F1L647630 14/10/00

PARTS INFORMATION

Note: When ordering parts, select all bolts,

as required, by information shown in the

procedure above.

Part No. Description: Qty

92138301 Bolt - rear trans.

Mount.

- If req’d

11086962 Nut rear trans. mt. 2

90495649 Bolt - cat converter

Bracket.

- If req’d

120394 Flat washer (spacer) No. - As

Req’d

WARRANTY CLAIM INFORMATION

For normal rework numbers:

Description Reflash PCM & Destress

Exhaust/Powertrain

Labour Op. No. J000683

Time 0.8 hr

Failure Code 36

Figure 2.

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

Figure 3

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

EXHAUST MANIFOLD ATTACHING

NUT TORQUE

TS with Z18XE Engine

(GROUP 6A) TL104-6A01

PROBLEM DESCRIPTION

Exhaust manifold attaching nut torque

specification shown in the current TIS 2000

CD is incorrect (too high).

Application of the torque shown (29Nm) in

lieu of the actual torque required (12Nm) may

result in possible future warping of the

exhaust manifold.

SERVICE RECTIFICATION

During any service work requiring the

removal of the exhaust manifold, during

reinstallation of the manifold, ensure exhaust

manifold nuts are torqued to correct

specification, and in the process described

below:

Torque Specification for Exhaust Manifold to

Cylinder Head nuts:

12Nm

Torque Process:

• Torque nuts starting from the centre studs

of the manifold and work outwards in a

“spiral” manner, until all nuts are torqued

to spec..

• Repeat this process - in the same

sequence. This repeat torquing assists in

sealing, when refitting a used and

possibly deformed exhaust manifold – the

repeat torque application reduces

deformation that may occur after the first

torque sequence.

This (corrected) torque specification will be

revised in a future TIS CD.

Note also: whenever an exhaust manifold is

removed, new attaching nuts and a new

gasket must be fitted. Refer to PartFinder for

part numbers.

POWER STEERING HOSES - FLUID

LEAKS AT CLAMP CONNECTIONS

VT, VX, WH

(GROUP 09) TL014-0901

PROBLEM DESCRIPTION

Power steering fluid weeps/leaks at the hose

clamp connections on the return line (low

pressure line) and specifically at the first

connection of the return pipe (from the

steering gear) to the rubber hose.

PRODUCTION RECTIFICATION

An improved hose clamp and revised flexible

hoses have been introduced in production.

The new clamp has improved clamping

characteristics (stays round when tightened)

and the hoses have reduced internal

diameters, to provide an increased

interference fit on the pipe spigots).

These changes were fully effective from:

ISOVIN: Build Date:

6H8VXX69A1L688097 06/02/01

SERVICE RECTIFICATION

On complaint vehicles (built before the above

breakpoint) with leaks from these hose

connections, replace the hose and hose

clamp at leaking connections (only) with a

new hose and clamp.

New Clamp Identification: The new hose

clamps have been sourced from a different

supplier. Ensure the clamp is stamped with

“GEMI” on the band beneath the drive screw.

The previously used clamps are stamped

with “NORMA” on the band, and should not

be used in this application.

PARTS INFORMATION

Refer to Holden PartFinder for hose part

numbers when ordering new hoses

Part No.: Description: Qty:

11088301 Hose clamp As req’d

WARRANTY CLAIM INFORMATION

Use existing information in Labour Time

Manual.

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

CONSOLE CAP DISLODGES

VT, VX

(GROUP 1) TL104-0101

PROBLEM DESCRIPTION

The VX console cap (surrounding trans. shift

lever, shown in Figure 1 below) may dislodge

from the console on hot days.

The VT console cap may lift at the rear edge

(behind the power window switch/tray area)

on hot days.

Both these conditions are caused by reduced

retaining clip retention during thermal

expansion.

To correct this condition, a stronger retaining

clip is being used in production on VX.

PRODUCTION RECTIFICATION

Revised retaining clips have been fitted to

vehicles from:

ISOVIN: Build Date:

TBA TBA

NOTE: Breakpoint Information is not

available at date of Techline publication, and

will be added to future Techline Breakpoint

Summary page.

SERVICE RECTIFICATION

If side/s of the console cap dislodge in

service and will not properly retain in the

console using the existing clips, remove the

console cap and fit two new retaining clips.

Refer Figure 1 below for location.

If the rear of the console cap dislodges in

service, and will not properly retain in the

console using the existing clips, the condition

may be rectified by replacing the existing

console cap with a VX console cap (Refer to

PartFinder for correct part number) using the

new retaining clips.

Figure 1.

PARTS INFORMATION

NOTE: These new parts are identified by

their SILVER colour (old clips were yellow

colour).

Part No.: Description: Qty:

92138618 Clip, Cap to Console 2

WARRANTY CLAIM INFORMATION:

Use the existing Labour Operation numbers

as shown for:

Manual Trans. Vehicles:

Description Cap, Console – Replace

(M/T)

Labour Op. No. C474100

Time 0.3 hr

Failure Code 33

Auto. Trans. Vehicles:

Description Cap, Console – Replace

(A/T)

Labour Op. No. C474200

Time 0.3 hr

Failure Code 33

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

STOP LAMP SWITCH REVISION

JS, TS

(GROUP 12) TL104-1206

This Service Techline supersedes the

previous Techline on this topic (Issue 3,

March, 2001 page 8). (Breakpoint Info.

Revised). This previous Techline should

be destroyed.

PROBLEM DESCRIPTION

It is possible for some stop lamps to remain

“on” - without the brake pedal being

depressed - because of an incorrect internal

clamp load within the stop lamp switch.

This condition may also result in cruise

control not engaging.

PRODUCTION RECTIFICATION

Stop lamp switches of the current design

were introduced in vehicle production from:

TS:

ISOVIN: Build Date:

W0L0TGF0815065069 23/10/00

JS: Breakpoints are not available for JS

model. Refer to switch date code only.

SERVICE RECTIFICATION

If complaints are received of:

- Stop lamp staying on

- Cruise control will not engage:

the stop lamp switch should be identified by

the Date Code information below.

Check – that the vehicle has an ISOVIN

greater than those shown above.

If ISOVIN is LOWER than the ISOVIN above:

adjust switch to correct the complaint.

(Adjustment procedure is shown at the end of

this Techline item). If adjustment does not

correct the complaint, replace the switch

(Refer to PartFinder for switch part number).

If ISOVIN is HIGHER than the ISOVIN

above: The stop lamp switch should be

checked for date code as per the following

information below.

Date Code “370” Sets the Breakpoint for

OK switches. See Figure 1 for Date Code

interpretation.

Switches with date code:

LESS THAN “370” must be replaced, as

adjustment will not result in a permanent

correction;

GREATER THAN “370” should be adjusted,

as per the procedure at the end of this

Techline item.

Figure 1.

Date Code interpretation: 370

First two digits (week) - 37 = Week 37

Third digit (year) - 0 = Year 2000

PARTS INFORMATION

Refer to HSPO PartFinder for switch part

numbers when ordering new switches.

For your reference only – the parts revised

are noted below with relevant identification.

This information will assist technicians in

identifying switches for replacement, as all

three switches noted have the same

appearance, apart from plunger colour and

terminals.

Model Part No.: Description: Qty:

JS (from XL396309 onward)

09175172 Stop Lamp Switch

(4 terminal, with

BLUE plunger)

09132299 Stop Lamp Switch

(2 terminal, with

BLACK plunger)

TS (from X5000001 onward)

09132299 Stop Lamp Switch

(2 terminal, with

BLACK plunger)

09175185 Stop Lamp Switch

(4 terminal, with

GREY plunger)

Update

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

STOP LAMP SWITCH ADJUSTMENT

Adjust the stop lamp switch using the

following procedure:

Test Stop Lamp Switch

Switch off ignition and remove the stop lamp

switch from its holder, allowing it to hang

from its connector under the 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.

Set the Stop Lamp Switch

Fully extend the plunger by pulling it away

from the switch body. NOTE: a high “pull”

load will be required! A clicking type noise

should be heard. See Figure 2, below:

Figure 2

1- Non adjusted switch

2- Fully adjusted switch

Reinstall

With the brake pedal depressed, install the

switch and allow the pedal to retract onto it.

Test the stop lamp switch for correct

functionality.

WARRANTY CLAIM INFORMATION:

Use existing information in SIP as shown:

Description Stop Lamp Switch,

Replace

Labour Op. No. N207500

Time 0.4 hr

Failure Code 37

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

CENTRE HIGH MOUNTED STOP LAMP

WARPAGE

(GROUP 12) TL104-1202

PROBLEM DESCRIPTION

Significant warpage, causing poor

appearance, may occur to the Centre High

Mounted Stop Lamp (CHMSL) when

subjected to continuous high temperatures or

sunload.

PRODUCTION RECTIFICATION

A revised CHMSL, manufactured from higher

temperature compliant material, has been

introduced into production, as follows:

ISOVIN - Hatch Build Date:

W0L0TGF4815137152 11/01/01

ISOVIN - Sedan Build Date:

W0L0TGF6915137059 12/01/01

SERVICE RECTIFICATION

Where a customer reports significant signs of

warpage of a CHMSL – the CHMSL should

be replaced.

Revised material lamps may be identified by

the date code that is stamped on the lamp as

shown in Figure 1, below.

Date code of 28 12 00 sets the breakpoint for

use of revised material.

The date code is literally the date of

manufacture, IE 28 December, 2000.

Figure 1. (Showing lamp removed from

vehicle).

PARTS INFORMATION

Part No.: Description: Qty

09118408 Lamp Asm., High Mount

Stop. USAGE: Hatch

09118406 Lamp Asm., High Mount

Stop. USAGE: Sedan

If any Pre-Breakpoint lamps are found in

Dealership parts stock, the parts should be

returned to HSPO on CMR (see your Parts

Manager).

WARRANTY CLAIM INFORMATION

Use existing information in SIP CD as shown:

Description Lamp Asm. Stop, High

Mounted - Replace

Labour Op. No. R902400

Time 0.4 hr

Failure Code 11

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

TIMING BELT INSTALLATION OR REPLACEMENT

UBS, UES, TFS – All with V6

(GROUP 6A) TL104-6A01

PROBLEM DESCRIPTION

Vehicle does not run or runs rough after timing belt replacement or installation.

Alignment marks on timing belt do not line up with alignment marks on engine during timing belt

installation.

Correction and clarification of workshop manual timing belt fitting procedures are contained in this

Techline. SIP will be updated in the next issue (July).

Relocation of alignment marks on timing belt to allow fitment as described in this Techline.

PARTS INFORMATION

Belt Identification

The correct belt can be identified by the number 303 as shown in the diagram below. The previous

belt was marked with T200; this belt has the incorrect installation alignment marks and should not

be used.

Figure 1

LEGEND

(1) Timing Belt.

(2) Engine Rotation Direction.

(3) Cylinder Head Side.

All belts with the incorrect installation alignment mark have been removed from HSPO stock.

Part No.: Description: Qty:

8971363210 Timing Belt (303) 1

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

SERVICE RECTIFICATION

SUMMARY

The procedure included in this Techline can be summarised into the following simple points. The

purpose of this summary is to provide an overview of important points required to fully understand the

following procedure.

- The V6 engine fitted to Rodeo, Jackaroo and Frontera from 98 has a cam drive system where the

reduction is partly obtained through the timing belt pulleys and partly through the cam drive gear

located in the cylinder head. The two ratios combined form a reduction ratio of 2:1.

- Due to the two-stage reduction three timing reference points are required when setting the cam

timing. They are the (1) crankshaft (2) camshaft belt pulleys (3) actual camshaft position. The

timing marks on the belt pulleys will line up every 3 crankshaft rotation while the timing marks and

actual camshaft positions will only line up every 6 crankshaft rotations.

PREPARATION PROCEDURE

Remove all components required to gain access to the timing belt as listed below:

- Battery ground;

- Air intake assembly;

- Upper radiator fan shroud;

- Serpentine belt;

- Cooling fan, cooling fan clutch and bracket

- Serpentine belt tensioner and idler pulley assemblies;

- Power steering pump assembly;

- Crankshaft pulley;

- Timing belt covers, right side first.

NOTE: If the timing belt is being replaced as part of regular servicing and there is no reason to

suspect a fault with the cam timing, follow the ‘Belt Service’ procedure.

If the timing position of the engine is unknown or in doubt ie. broken timing belt or head

removal, follow the ‘Unknown Cam Timing’ procedure.

PROCEDURE 1 - BELT SERVICE

- Rotate the engine until the notch on the crankshaft timing pulley aligns with the mark on the oil

pump housing (TDC Cyl #2, Figure 2). At the same time, the painted marks on each of the

camshaft pulleys must align with the marks on the cylinder head covers. Refer Figure 3. This

should require no more than 3 rotations of the crankshaft. The marks on the belt will not line up

with the timing marks.

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

Figure 2 (Crankshaft Alignment) Figure 3 (Camshaft Alignment, mirror

image for left side)

Legend Legend

(1) Mark on oil pump (TDC Cyl #2) (1) Alignment mark on timing belt (for

(2) Notch on crankshaft timing pulley. belt installation only).

(3) Alignment mark on crankshaft timing pulley (2) Alignment mark on camshaft timing pulley

(for belt installation only). (3) Alignment mark on head cover.

(4) crankshaft alignment mark on timing belt

(for belt installation only).

- Remove the timing belt. While removing the belt be sure that the camshaft pulleys do not move.

If a camshaft pulley should move for any reason it must returned to exactly the same position ie. if

the pulley should move in a clockwise direction it must be returned to the same position by

rotating the pulley in the anti-clockwise direction and vice versa.

The camshaft will be in different position if rotated forward two revolutions. If the position of the

camshafts becomes unknown for any reason the ‘Unknown Cam Timing Procedure’ should be

used to complete the timing belt installation.

- Remove the timing belt pusher (tensioner).

Caution: To prevent air entering the oil chamber the pusher must be stored with the rod

facing upward.

Figure 4

Legend

(1) Up Side.

(2) Down Side.

(3) Direction for Installation (Engine Side).

(4) Apply force of 980Nm (220Ib) to compress the pusher (tensioner).

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

BELT INSTALLATION

NOTE:

Do not bend or twist the belt otherwise, its core could be damaged. The belt should not be

bent to a radius of less than 30mm.

Do not allow oil or other chemical substances to come in contact with the belt.

Do not attempt to pry or stretch the timing belt during installation.

Store the timing belt in a cool dark place. Never expose the belt to direct sunlight or

excessive heat while in storage.

- Install the new timing belt in the direction shown in Figure 1. When installed correctly you wil be

able to read the writing on the belt during installation as seen from the front of the engine.

- Install the timing belt on the crankshaft first; align the white dotted line on the timing belt with the

alignment mark on the crankshaft pulley, refer Figure 2. Secure the belt onto the pulley using a

‘bulldog’ clip.

- Align the appropriate solid white lines on the timing belt with the respective camshaft pulleys and

secure with ‘bulldog’ clips, refer Figure 3. You may need to slightly rotate (one tooth) the L/H

camshaft pulley anticlockwise to assist with fitting the belt to the camshaft pulley, once fitted the

timing marks can then be realigned.

- Compress the belt pusher slowly in a press, be sure to maintain a light resistance on the press

handle so the hydraulic pusher is not damaged. Install an appropriate locking pin into the pusher

eg. meat skewer.

- Rotate the crank clockwise to obtain maximum belt slack for fitting the pusher.

- Install the pusher and release the locking pin.

- Remove ‘Bulldog’ clips from the crankshaft and camshaft pulleys.

NOTE: The belt installation procedure above is the same procedure as that used since 1992 on V6

Jackaroo.

- Install the crankshaft pulley and rotate the crankshaft 3 complete revolutions until the timing notch

on the crankshaft pulley again aligns with the mark on the oil pump housing, the timing marks on

the camshaft pulleys should realign with the marks on the head covers.

NOTE: The marks on the timing belt are for installation purposes only and will not realign

with the cam timing marks.

- Check that the rod projection on the timing belt tensioner is approximately 5mm (Refer Figure 5).

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

Figure. 5

LEGEND

(1) Tensioner Pulley

(2) Crankshaft Direction of Rotation

(3) Crankshaft Pulley

(4) Pusher Assembly “Tensioner”

- Re-assemble the engine in the reverse order as described in the ‘Preparation Procedure’.

PROCEDURE 2 - UNKNOWN CAM TIMING

- Gain access to the front of the engine by using the ‘Preparation Procedure’ as described above.

- Remove broken belt or re-install repaired cylinder head as required. Be sure to remove any

foreign material form around the timing belt drive area.

- Remove the timing belt pusher (tensioner).

Caution: To prevent air entering the oil chamber the pusher must be stored with the rod

facing upward.

Figure 6

Legend

(1) Up Side. (2) Down Side.

(3) Direction for Installation (Engine Side). (4) Lock Pin

(5) Apply force of 980Nm (220Ib) to compress the pusher (tensioner).

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

- Remove cylinder head covers.

- Align the timing marks as shown in Figure 7 noting the following 3 points.

- Align the notch on the crankshaft timing pulley with the mark on the oil pump housing (TDC

Cyl#2).

- Rotate the right side camshaft pulley until the timing mark is at the 12 o’clock position relative to

the cylinder head mounting surface (Refer Figure 7). While in this position the cam lobes for

cylinder #1 (directly behind the cam pulley) must be in the position shown in Figure. 7. Up to four

rotations of the cam pulley may be required to achieve correct alignment.

- Rotate the left side camshaft pulley until the timing mark is at the 12 o’clock position relative to

the cylinder head mounting surface (Refer Figure 7). While in this position the cam lobes for

cylinder #2 (directly behind the cam pulley) must be in the position shown in Figure. 7 (Firing). Up

to four rotations of the cam pulley may be required to achieve correct alignment.

Figure. 7

BELT INSTALLATION

NOTE:

Do not bend or twist the belt otherwise, its core could be damaged. The belt should not be

bent to a radius of less than 30mm.

Do not allow oil or other chemical substances to come in contact with the belt.

Do not attempt to pry or stretch the timing belt during installation.

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

Store the timing belt in a cool dark place. Never expose the to direct sunlight or excessive

heat while in storage.

- Install the new timing belt in the direction shown in Figure 1. You must be able to read the writing

on the belt during installation as seen from the front of the engine.

- Install the timing belt on the crankshaft first; align the white dotted line on the timing belt with the

alignment mark on the crankshaft pulley, refer Figure 7. Secure the belt onto the pulley using a

‘bulldog’ clip.

- Align the appropriate solid white lines on the timing belt with the respective camshaft pulleys and

secure with ‘bulldog’ clips, refer (Figure 7). You may need to slightly rotate (one tooth) the L/H

camshaft pulley anticlockwise to assist with fitting the belt to the camshaft pulley, once fitted the

timing marks can then be realigned.

- Compress the belt pusher in a press, be sure to maintain a light resistance on the press handle

so the hydraulic pusher is not damaged. Install an appropriate locking pin into the pusher eg.

meat skewer.

- Rotate the crank clockwise to obtain maximum belt slack for fitting the pusher.

- Install pusher and release the locking pin.

- Remove ‘Bulldog’ clips from the crankshaft and camshaft pulleys.

NOTE: The belt installation procedure above is same procedure as that used since 1992 on V6

Jackaroo. It is the method of positioning the cams and cam pulleys that differs.

- Install the crankshaft pulley and rotate the crankshaft 6 complete revolutions. The crank timing

pulley mark, cam timing pulley marks and cam lobe positions should return to that shown in

Figure.7.

NOTE: The marks on the timing belt are for installation purposes only and will not align again

with the cam timing marks.

- Check that the rod projection on the timing belt tensioner is approximately 5mm (Refer Figure 8).

Figure. 8

LEGEND

(1) Tensioner Pulley

(2) Crankshaft Direction of Rotation

(3) Crankshaft Pulley

HOLDEN SERVICE TECHLINE ______________________________________________________________ APRIL 2001

(4) Pusher Assembly “Tensioner”

- Re-assemble the engine in the reverse order as described in the ‘Preparation Procedure’.

LC6A0401.DOC

HOLDEN SERVICE TECHLINE ___________________________________________________________________MAY 2000

ENGINE DRIVE BELT SQUEAL

Gen III V8 - VT, VX, WH, VU

(GROUP 6A) TL105-6A01

PROBLEM DESCRIPTION

Some customers may complain of a belt

squeal or chirp noise around 1500 to 1900

rpm generally when the engine is at

operating temperature.

SERVICE RECTIFICATION

This issue is under investigation to determine

the root cause of the problem.

This squeal generally emanates from the

power steering pump pulley due to

misalignment with the crank pulley and

alternator pulley. The pump pulley will either

be too close to the pump body or too far

forward. This means the belt will not track

straight and will rub on the front or rear

flange of the pulley. An adjustment of

between 1 – 3mm may be required.

To address the squeal, use the following

procedure:

Special Tools required:

• 150mm (6”) steel ruler with 0.5mm

increments

• 450 to 600mm long engineering straight

edge

• Dial indicator (and mounting clamp or

magnetic base)

• Tooling for installing the power steering

pump pulley, either:

§ E9239A, or

§ 7005

• Tooling for removing the power steering

pump pulley, either:

§ AU188, or

§ 7185

(Refer to Section 9A of SIP for more detailed

usage of these tools)

1. Remove the engine dress cover and intake

pipe. It may also assist to remove the air

cleaner upper housing.

2. Remove the upper radiator shroud, and the

fan and shroud assembly to permit access

to the pulleys. Refer to Section 6B3 for VT

II in SIP for details.

Caution! If you need to remove any

coolant hoses, don’t spill coolant onto

the belt. This will cause further belt

squeal.

3. Grasp the pump pulley and firmly pull and

push the pulley. The power steering pump

has an allowable maximum end float of

2.0 mm. Ensure the end float is within

specification.

4. Use the long straight edge to check

whether the pump pulley is misaligned.

Place one end of the straight edge across

the power steering pump pulley and the

other end across the crank pulley. The

straightedge should run between the water

pump pulley and the idler pulley as shown

below.

5. Determine where the pump pulley is in

relation to the crank pulley. Refer to the

diagram below.

Top View of Crank & Power Steering

Pump Pulleys

Crankshaft pulley

Power

steering

pump

pulley

Belt CHECK FOR

PUMP PULLEY

MISALIGNMENT

WITH CRANK!

Place straight edge in this position

Measure from

straight edge

to belt in

these places

(refer Step 7)

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

6. Now, using the 150mm ruler, take two

measurements from the edge of the belt to

the edge of the straight edge. Refer to

dimension “A” in the diagram below. One

of these measurements should be close to

the pump pulley and the other should be

close to the crank pulley. This step is

necessary because the crank and pump

pulleys have different front flange

thicknesses.

7. If the two measurements are equal or

within 1mm, no adjustment should be

necessary. If the measurements differ by

more than 1mm, adjustment of the pump

pulley will be required to bring it in line

with the crank pulley.

Photocopy this page and use the

calculation boxes below to work out the

required pulley adjustment:

- =

Crank

End

subtract Pump

End

equals Total

Adjustment

If the total adjustment is a positive

number, the pump pulley needs to be

adjusted back towards the pump housing.

GO TO STEP 8.

If the total adjustment is a negative

number, the pump pulley needs to be

adjusted forward away from the block.

GO TO STEP 9.

For Example:

Belt to straightedge at crank pulley

= 4mm

Belt to straightedge at pump pulley

= 6mm

4 - 6 = -2

Crank

End

Subtract Pump

End

equals Total

Adjustment

8. For a positive adjustment figure: Use

one of the special tools listed above to

press the pulley further onto the pump

shaft.

Caution! If the pulley is pressed on too

far it will contact the pump housing!

Consider the pump end float! Go to step

10.

9. For a negative adjustment figure: Shim

the entire pump outwards with washers to

achieve the desired belt position.

Alternatively, if the required adjustment is

only between 1mm and 2mm, use the

special tools listed above to pull the pulley

off the end of the shaft by this amount.

10. Once the pulley position has been

adjusted satisfactorily, reassemble the

removed components.

11. Warm the engine and confirm the squeal

has been eliminated.

WARRANTY CLAIM INFORMATION

Description Align Power Steering

Pump Pulley

Labour Op. No. M000181

Time 0.7 hr

Failure Code 25

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

ENGINE IDLE VIBRATION

VT, WH, VX, VU, - All with Gen III & A/T

(Standard Engine)

(GROUP 6C & 8) “RE-ISSUE” TL105- 0801

This Service Techline supersedes the

previous Techline on this topic (Issue 1, April,

2001 page 17). This previous Techline should

be destroyed.

PROBLEM DESCRIPTION

Excessive vibration or buzz felt within the

vehicle, under any of the following

conditions:

(1) Vehicle stationary at idle with

transmission in Drive/Reverse with A/C

(2) Idle speed drop when Drive/Reverse

selected and/or steering load applied.

(3) Slow acceleration or low speed driving in

1st gear, with engine speed between 650

and 1000 rpm.

SERVICE RECTIFICATION

To reduce the level of vibration on complaint

vehicles for any of the above conditions, the

following action is recommended.

FOR ALL VT VEHICLES, AND WH

VEHICLES UP TO VIN L626037 ONLY:

Flash Revised Calibration

Flash latest calibration from most recent TIS

CD (EG: No. 20.0B at time of publication of

this Techline) into complaint vehicles only.

Caution: This calibration flashing CANNOT

be carried out to WH vehicles built from

L626038, or any VX or VU vehicle.

In Addition:

FOR ALL VEHICLES:

DE-STRESS EXHAUST & POWERTRAIN

An indication that the exhaust/powertrain is

stressed is a bent catalytic (cat.) converter

bracket as shown in Figure 2.

The following MUST be completed in

sequence

1. Loosen (by approx 1 turn) engine mount

nuts, front pipe/exhaust manifold nuts and

intermediate muffler/front pipe bolts.

2. Support transmission, and remove cross

member complete with cat. converter bracket

and transmission (trans.) mount.

3. Remove trans. mount and cat. converter

bracket.

4. Vehicles built before L647630,14/10/00 -

Fit two additional bolts/nuts to rear trans.

mount holes (use P/N: bolts: 92138301,

nuts:11086962 ) and torque to 45-55 Nm

(See Figure 1).

On Vehicles built from L647630,14/10/00,

-studs have been added to the trans. mount

and ONLY two nuts, p/n 11074604 are

required to be fitted to these studs.

Figure 1.

5. Fit trans. mount and cat. converter bracket

to transmission and torque bolts to

specification.

6. Refit cross member and torque four outer

bolts (ie, cross member to body rails) to

specification. Leave the two trans. mount to

cross member nuts loose at this stage.

7. Lower vehicle back onto the ground, start

the engine and cycle through the gears, ie,

R-N-D five times and then rev the engine in

neutral up to 4000 rpm five times.

8. Raise vehicle on hoist.

9. Torque engine mount nuts to specification.

Update

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

10. Torque trans. mount to trans. cross

member nuts to specification.

11. Torque intermediate to front pipe bolts to

specification.

12. Torque front pipe-to-exhaust manifold

nuts to specification.

13. Add spacers to take up the clearance

between trans. to cat. converter bracket and

cat. converter (see Figure 2), refit bolts and

torque to specification. Flat washers p/n

120394 (1.6mm thick) may be used as

spacers.

Note: If longer bolts are required, use p/n

90495649. Ensure bracket is straight and not

bowed (see Figure's 2 & 3)

PRODUCTION REVISION

Revised rear trans. mounts with studs added

have been fitted to vehicles from:

ISOVIN: Build Date:

6H8VXK69F1L647630 14/10/00

PARTS INFORMATION

Note: When ordering parts, select all bolts,

as required, by information shown in the

procedure above.

Part No. Description: Qty

11074604 Nut rear trans. mt. 2

92138301 Bolt - rear trans.

Mount.

- If req’d

90495649 Bolt - cat converter

Bracket.

- If req’d

120394 Flat washer (spacer) No. - As

Req’d

WARRANTY CLAIM INFORMATION

For normal rework numbers:

Description Destress

Exhaust/Powertrain &

Reflash PCM (if req’d)

Labour Op. No. J000683

Time 0.8 hr

Failure Code 36

Figure 2.

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

Figure 3.

STEERING WHEEL RETAINING BOLT

TORQUE REQUIREMENT

(GROUP 9) TL105-0901

SPECIFICATION

Steering wheel retaining bolt requires a

torque of 22 Nm (16.2 ft.lbf) on installation.

SERVICE REQUIREMENT

When installing a steering wheel the

specified torque (as noted in TIS information,

and above) MUST be applied to the retaining

bolt.

LSD CHATTER NOISE

VT, VX, WH, all with V8

(GROUP 4) TL105-0401

CURRENT CONDITION

Refer to All Dealer Letter DL65/00 entitled

“V8 LSD CHATTER”.

During re-assembly of pinion nut to pinion,

after installation of revised seal, the Pinion

Oil Seal replacement process – Step 15

“recommends” the use of Loctite 243 Nut

Lock.

IN FUTURE: following receipt of this Techline

bulletin:

During this re-assembly process, the

following revised procedure applies:

“NOTE: Loctite 243 Nut Lock must be

used on re-assembly of pinion nut to

pinion.”

Update

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

REMOVING PULLEYS & HUBS FROM

POWER STEERING PUMPS – REPAC

RETURNS PRECAUTION

VS, VT, VX, VU, WH

(GROUP 9) TL105-0902

This information in this Techline bulletin is

repeated (previously released May, 1998) for

the benefit of technicians and Warranty

personnel – to ensure power steering pumps

are dismantled and returned in the correct

manner – this will avoid charge-back action

being taken by REPAC.

Please circulate this Techline item to your

Warranty personnel.

-----------------------------------------------------------

A number of power steering pumps returned

to REPAC under warranty still have hubs (on

V6 pumps) and pulleys (on V8 pumps)

assembled to them.

This is a reminder to dealers that hubs and

pulleys can be easily removed from pumps

using a standard workshop hydraulic press

with special press plates. For special tools

and removal procedures refer to VR Service

Manual volume 5, page 9A-70 (for VS); VT

Service Manual Volume 5, page 9A-63, or

SIP CD, VT Series I Service Information,

Section 9A, Parts 3.10 (V6) & 3.11 (V8).

Provided there are no obvious signs of

damage, a “removed” hub or pulley can be

reinstalled onto the new pump following the

installation procedures shown in service

manual.

NOTE: The standard time for pump R & R

(labour op. M147000) includes an allowance

for hub removal.

In light of the above, dealers are requested to

remove pulleys and hubs from pumps before

returning them to REPAC.

FACTORY FITTED LPG – PRE-

DELIVERY CONNECTION

REQUIREMENT

WH, VX, VU – All with LPG

(GROUP OB & 6M) TL105-6M01

The purpose of this Techline item is to advise

dealers that vehicles with factory fitted LPG,

either Option KL7 or HAG (Holden

Aftermarket Gas), may be arriving in

dealerships with the LPG disabled.

The Vehicle Assembly Plant safety

procedures require Holden By Design (HBD)

to disable the LPG system after fitment, in

the event a vehicle needs to be returned to

the assembly plant.

After commissioning the LPG system, HBD is

disconnecting the power supply wire from the

LPG Lock Off Valve (fitted to the LPG

Converter).

In situations where the vehicle is left in the

assembly plant overnight, the LPG Service

Valve (fitted to the LPG Cylinder) will also be

turned off. This is a mandatory requirement

in accordance with the Australian Standards

for LPG Fuel Systems.

DEALER ACTION:

During Pre Delivery dealers are requested to:

• Reconnect the power supply wire to the

Lock Off Valve;

• Turn on the LPG service valve (if

necessary).

Please ensure your Predelivery Manager

receives a copy of this letter and implements

the required action, avoiding unnecessary

customer complaints.

Update

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

BRAKE SHUDDER DIAGNOSIS

VT, VX, WH, VU

(GROUP 5) TL105-0501

Service Advisors, Road Testers and

Technicians – this Techline item is

provided to assist your diagnosis, to

determine whether shudder is from front

or rear brakes.

PROBLEM DESCRIPTION

Warranty data analysis shows a

disproportionate amount of claims using the

labour code for “Front + Rear” disc

machining. In many cases only front, or rear

machining is required, but “Front + Rear” disc

machining is carried out, often because of

confusion in diagnosis of the shudder. The

following information is being provided to

assist technicians in diagnosing whether

shudder is from the front or rear of the

vehicle

SERVICE INFORMATION

Steering shake is a good indication of front

brake shudder. During a road test steering

shake will only be evident to the driver at

speeds above 75km/h under light braking.

Fore/aft shake (also known as “galloping” or

“lunging” of the vehicle at lower speeds with

the gear selector moving back and forth) is

not only caused by rear shudder. Front brake

shudder will cause this behaviour at speeds

below 60km/h under light braking.

Rear shudder may also cause a high

frequency vibration while braking which is felt

through the floor. This condition is also more

obvious when braking at speeds above 60

km/h.

SERVICE RECTIFICATION

The customer is often a reliable evaluator!

Service advisors and technicians should find

out as much information as possible when

booking a vehicle for brake shudder repairs.

Ask the customer a question such as:

Have you experienced any steering wheel

shake when slowing down from speeds

above 75km/h?

Answer: “Yes” - repair front brakes only and

confirm with a road test.

Answer: “No” - road tester should try to

evaluate at speeds above 80km/h and

observe for steering shake.

If a road test results in steering shake and

fore/aft galloping it is most likely that

front brakes are the cause – for cases

such as this, repair front brakes first and

confirm with a road test.

FRONT SEAT LUMBAR SUPPORT

ASM. – REPLACEMENT PROCEDURE

VT, VX, WH (with Lumbar Adjuster)

(GROUP 1) TL105-0105

A Techline Bulletin was released under the

same heading in December, 2000. The

information below is additional information to

that bulletin.

PROBLEM DESCRIPTION

Previously released bulletin information –

Step 4 of “Replacing Lumbar Support Asm.”

advises that a tie strap is included with the

new lumbar support assembly (ex-HSPO).

This is not the case – the lumbar support

assembly package does not currently include

a tie strap.

SERVICE RECTIFICATION

Until advised by a further Techline bulletin,

technicians should either re-use the existing

tie strap (if removed undamaged) or select a

suitable size tie strap from Dealership parts

stock.

Update

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

SPARE WHEEL HOIST RATCHET

DISENGAGEMENT DUE TO

INCORRECT OPERATION

VS, VU

(GROUP 10) TL105-1001

This information is repeated from previously

released Techlines – to ensure technicians

are aware of correct operation of the utility

spare wheel hoist.

This information should be circulated to

Service Advisors, etc, who may deal with

customer problems with hoist operation.

PROBLEM DESCRIPTION

Some spare wheel hoist assemblies are

being replaced by dealerships because the

ratchet fails to engage and subsequently fails

to hold the spare wheel in place.

Investigation of these failed hoists has shown

that the problem is caused by the hoist

handle being rotated in the wrong direction

(anti-clockwise) while attempting to store the

spare wheel. If the operator fails to recognise

this mistake and applies an excessive force

to the handle when the ratchet fails to

engage, the cable drum will tighten firmly

against the spindle bush at the opposite end

of the ratchet mechanism. Subsequent

operation of the hoist in the correct direction

of rotation will not cause the drum to rotate

into position against the ratchet face.

The hoist is then diagnosed as being faulty.

PROBLEM SYMPTOMS

The normal ratchet clicking noise will not be

heard while raising the spare wheel with the

correct handle rotation direction (clock-wise).

In addition, the ratchet fails to hold the spare

wheel in position against the underbody.

SERVICE RECTIFICATION

If hoist has symptoms described as follows:

(Figure 1 below shows location of parts

mentioned in this procedure).

1. Check cable for damage. Replace if

required. For remove/replace, refer:

SIP CD Section 10, Part

2.1 SPARE WHEEL HOIST.

2. Loosen spindle nut a quarter of a turn while

an assistant prevents spindle rotation with

the hoist handle.

3. Remove spanner from nut and rotate hoist

handle clock-wise to move drum away

from spindle bush.

4. Return nut to its original position by

tightening a quarter of a turn.

5. Check for correct operation of hoist

assembly.

Figure 1.

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

SHOCK ABSORBER LEAKAGE

UBS JACKAROO

(GROUP 3 & 4) TL105-0301

PROBLEM DESCRIPTION

Shock absorber leaks excessive oil from between

the piston rod and seal

PRODUCTION RECTIFICATION

A Teflon bush has been added in production to

reduce the amount of lateral stress placed on the

piston rod and oil seal. The seal has also been

revised to increase service life.

ISOVIN: Build Date:

JACUBS26GY7101358 (Pet) 23/02/00

JACUBS73GY7104579 (Dies) 23/02/00

Please PIR any post - breakpoint vehicles that

exhibit a leakage condition.

TECHNICAL BACKGROUND

The following information is repeated from April

2001 Passenger Techline and although it initially

referred to passenger vehicles, it can also be

applied to light commercial vehicles as a general

reference.

The normal operation of all shock absorbers

allows for a thin film of shock absorber oil to

adhere to the piston rod surface to allow for

lubrication of the seal during operation. In certain

operating environments this oil film becomes

contaminated with foreign matter such as road dirt

and sand. The seal is designed to exclude this

contaminated oil film in the compression stroke

and a build up of “sludge” results.

During the life of all shock absorbers this oily

“sludge” will create a film on the shock absorber

body. This film is normal and in no way

compromises the function of the shock absorber.

The criteria outlined below identifies the

acceptable conditions that may be observed when

inspecting shock absorbers at various times

during the life of the product.

SERVICE RECTIFICATION

If a shock absorber displays worse conditions than

that shown in the drawing (ie: greater than 10mm

band of “grime” on piston rod, or greater than

40mm build up of “sludge” on body), the shock

absorber is classified as LEAKING, and should be

replaced. If the shock absorber on the other side

of the vehicle is NOT leaking, it should be left in

service.

PLEASE ALSO NOTE THAT:

In the event of a faulty shock absorber:

- the faulty unit may be replaced without replacing

a matching pair;

- faulty shock absorbers must NOT be cleaned

prior to them being returned.

PARTS INFORMATION

Part No.: Description: Qty:

8970393193 Frt Shock Absorber 1

8970438172 Rr Shock Absorber 1

WARRANTY CLAIM INFORMATION

Use existing information provided in SIP.

Oily grime build up

at end of stroke up

to 10mm wide

band

Oily “sludge”

accumulated from

normal operating

conditions to 40mm

down the body of

the shock absorber

Shock absorber body

may be discoloured

by road grease and

oil, sand and dust, but

this does not

constitute a leaking

shock absorber. In

this event the shock

absorber should be

wiped clean and

checked at the next

service

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

EVAPORATOR FREEZE UP

UBS JACKAROO

(GROUP 2) TL105-0201

PROBLEM DESCRIPTION

While driving with the air conditioning on for approximately two hours at highway speeds, customers

may report that the air conditioning stops working and the air flow through the vents is reduced.

Usually this occurs in areas that are experiencing humid weather. These are typical conditions that

can promote ‘evaporator freeze up’.

PRODUCTION RECTIFICATION

A revised thermistor is available, however it will not be added to production due to the low incidence.

Revised thermistors are to be fitted to vehicles on a case by case basis.

The above condition can be rectified by replacing the thermistor, a revised thermistor (refer Parts

Info. below) will cut the compressor out at approximately 1.5oC higher temperature. This

temperature difference is sufficient to prevent the air conditioning evaporator from ‘freezing up’,

while having negligible effect on the air conditioning efficiency.

SERVICE RECTIFICATION

1. Confirm the condition.

2. Recover the refrigerant.

3. Remove - The glove box

- Glove box surround

- Dash panel support

- Cooling unit assembly (disconnect harness)

4. Disassemble the evaporator case to remove the thermistor.

5. Fit the revised thermistor to the correct position as shown in Figure 1. Note: the diagram is

not to scale.

6. The clamp for the thermistor wire must be pushed fully between the evaporator cores. This will

prevent the thermistor wire from coming adrift, which will dramatically effect the air conditioning

operation.

7. Refit the cooling unit assembly in the reverse order as described in Step 3.

8. Charge the system with refrigerant as described in the air conditioning kit fitting instruction

(650 ± 50 gm).

9. Confirm air conditioning operation.

HOLDEN SERVICE TECHLINE ________________________________________________________________ MAY 2001

Figure 1

PARTS INFORMATION

Part No.: Description: Qty:

92144460 Thermistor 1

WARRANTY CLAIM INFORMATION:

Description Switch, thermostatic

control - Replace

Labour Op. No. D114000

Time 1.2 hr

Failure Code 26

Thermistor

46mm

Evaporator

Drain

Please ensure that

thermistor wire loops

down to prevent

condensation from forming

on the tip of the wire.

Clamp must be pushed fully into

the evaporator to maintain the

correct thermistor position

Refrigerant

Lines

133mm

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

TURN SIGNAL FUSE BLOWN -

“DIAGNOSIS HINT”

VU & VX Wagon

(GROUP 12) TL106-1202

PROBLEM DESCRIPTION

Turn signal fuse may “blow” – the cause may

be excess wiring being trapped between the

tail lamp mounting stud/s and the vehicle

body.

PRODUCTION RECTIFICATION

Excess wiring has been taped back to the tail

lamp globe holders in VU & VX (wagons)

from:

TAG No.: Build Date:

L730731 22/05/01

SERVICE RECTIFICATION

When diagnosing the cause of turn signal

fuse blowing, before any lengthy analysis or

parts removal:

1. Remove tail lamps and inspect wiring for

damage between the tail lamp mounting

studs and the vehicle body.

2. Should any chafing or damage be found

on the harness, repair the wiring if

required, and cover with insulation tape.

3. Excess wiring can be taped to the lamp

while the lamp is held close to the tail

lamp cavity, to ensure the wiring does not

catch on the tail lamp mounting studs

during lamp re-assembly.

WARRANTY CLAIM INFORMATION

The following special labour operation

number can be used for vehicles built prior to

the above breakpoint:

Description Correct Tail Lamp Wiring

Short Circuit

Labour Op. No. N000354

Time 0.4 hr

Failure Code 48

PREMATURE REAR TYRE WEAR

JR, JS

(GROUP 4 & 10) “RE-ISSUED” TL106-0401

This Service Techline supersedes the previous

Techline on this topic (Issue 3, March, 2001

page 6). This previous Techline should be

destroyed.

PROBLEM DESCRIPTION

Some vehicles may exhibit premature wear

across the tyre tread surface of the rear

tyres.

This premature wear, may be caused by

incorrect rear suspension alignment settings,

(excessive toe in) or from the vehicle

regularly carrying heavy loads.

SERVICE RECTIFICATION

Please remind pre-delivery staff of the

importance of checking rear wheel alignment

at pre-delivery inspection (Rear wheel toe

referred to in Part C of “New Vehicle Pre-

Delivery Check-List”. ALSO - Vectra wheel

alignment procedures require 70kg/154 lbs.

on each front seat and half full fuel tank, as

stated in manuals and TIS 2000 CD.

When incorrect toe is detected at predelivery

or identified as a possible cause of the

premature wear condition, dealers should

1. Complete a Tyre Condition Report (refer

SIP) to report the condition and

2. Adjust the rear suspension toe in settings

to the “bottom end” of the existing

specifications as shown below:

Set Toe-in to:

Total: +0° 17’

Or in decimals: 0.28° +0.04°

-0.00°

This equates to a

toe in per side of:

+0° 8’

Or in decimals: 0.14° +0.02°

-0.00°

These figures may be used for all JR & JS

models and are based on setting minimum toe

- in.

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

FRONT DOOR WINDOW REGULATOR

SQUEAK/SQUEAL NOISE

(GROUP 1) TL106-0103

PROBLEM DESCRIPTION

A “squeak” or “squeal” noise may emanate

from the front door window regulator during

raising or lowering of the window.

This is caused by insufficient lubrication of

the slides/guide rails of the regulator

mechanism.

In addition to this, a revision to the guide rail,

to reduce friction, has been introduced in

production.

PRODUCTION RECTIFICATION

Revised guide rails with reduced friction have

been fitted to vehicles from:

ISOVIN: Build Date:

W0L0TGF69Y5291640 01/09/00

SERVICE RECTIFICATION

In Pre-Breakpoint vehicles:

1. Replace the existing guide rail with a new

guide rail, p/n 24443811. For all removal

and reinstallation instructions, refer to TIS

2000 CD.

2. Before re-assembly lubricate window

regulator sliders and guides as shown on

Figure 1, with spray grease, p/n M39760.

In Post-Breakpoint vehicles:

1. Remove door trim, carefully remove door

inner seal and lubricate window regulator

sliders and guides as shown on Figure 1,

with spray grease, p/n M39760.

NOTE: In either of the above repair

procedures, take care not to allow any spray

grease to deposit on the window glass during

lubrication.

Figure 1.

PARTS INFORMATION

Part No.: Description: Qty:

24443811 Guide Rail - Front 1

M39760 Spray Grease A.R.

WARRANTY CLAIM INFORMATION

Use existing information in Labour Time

Manual as shown:

Description LH Guide Rail Asm., Front

Drop Window - Replace

Labour Op. No. C008240

Time 0.7 hr

Failure Code 90

Description RH Guide Rail Asm., Front

Drop Window - Replace

Labour Op. No. C008260

Time 0.7 hr

Failure Code 90

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

FRONT WINDOW REGULATOR

KNOCK NOISE

(GROUP 1) TL106-0104

PROBLEM DESCRIPTION

Front door window regulators may exhibit a

“knock” or “click” noise during operation, up

or down. These noises are caused by loose

window regulator attaching rivets (which hold

the window regulator to the door).

SERVICE RECTIFICATION

On identification of such a noise during

window regulator operation, carry out the

following procedure for the complaint window

regulator:

1. Remove door trim as per TIS instructions.

2. Carefully peel back door inner water

shield to gain access to window regulator

mechanism.

3. Identify the six (6) window regulator

attaching rivets (shown in Figure 1,

below).

Figure 1.

4. Drill out and remove the first rivet, using a

4.5mm drill. Ensure no paint or rivet

material is left in the remaining hole.

5. Fit a new, closed end rivet, p/n 11086102.

Ensure the rivet is securely applied, as an

insecure riveting operation will result in a

repeat “clunk” noise from the regulator.

6. Repeat this rivet removal and

replacement procedure – one at a time -

for the remaining five (5) rivets.

7. Confirm complaint correction by operating

the window winder mechanism up and

down.

8. Ensure horizontal (upper) guide channel

and slider, and vertical guide rail and slider

are properly lubricated. If required -

lubricate with Spray Grease p/n M39760.

Caution: Ensure that grease does not

come in contact with window glass.

9. Operate window regulator up and down to

ensure complaint noise is rectified and

grease is evenly distributed.

10. Refit door inner water shield to door.

11. Refit door trim.

WARRANTY CLAIM INFORMATION

Description Front Window Reg. -

Replace Rivets, RH

Labour Op. No. C000436

Time 0.8 hr

Failure Code 28

Description Front Window Reg. –

Replace Rivets, LH

Labour Op. No. C000439

Time 0.8 hr

Failure Code 28

Description Front Window Reg. –

Replace Rivets, Both Sides

Labour Op. No. C000433

Time 1.4 hr

Failure Code 28

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

OIL PAN TRANSFER COVER O RING

REPLACEMENT

WH, VT, VX, VU; with Gen3 Engine

(GROUP 6A) TL106-6A01

PROBLEM DESCRIPTION

An oil leak may be evident from the oil pan

transfer cover, located on the LH front of the

oil pan. This can be caused by porosity in the

oil pan transfer cover stud holes. To alleviate

leakage via this porosity, O-Rings have been

added to the oil pan transfer cover studs.

PRODUCTION RECTIFICATION

Revised oil pans with O rings on the oil

transfer cover studs were fitted to

engines/vehicles from:

ISOVIN: Build Date:

6H8VTK69FYL563410 01/03/00

For Reference, this vehicle has:

Engine No.:

VF000119504

SERVICE RECTIFICATION

Oil Leaks from the oil pan transfer cover:

Engines prior to VF000119504 (WITHOUT

O rings):

• Define the leak source by use of Black

Light & Dye as described in Techline of

October 2000, Issue 9 page 18.

• If the leak emanates from the

cover/gasket/pan interface, replace the

transfer cover gasket.

ü This will correct any gasket related

leakage.

• If leakage persists from the transfer cover

area, this is most likely through porosity –

replace the oil pan with a later part

(containing O-rings). Refer to PartFinder

for oil pan part number. Current oil pans

in stock at HSPO contain O Rings.

Engines after VF000119504 (WITH O

Rings:

• Define the leak source by use of Black

Light & Dye as described in Techline of

October 2000, Issue 9 page 18.

• If the leak emanates from the

cover/gasket/pan interface, replace the

gasket and O-Rings.

ü This will correct any gasket or O-ring

related leakage.

• If leakage persists from the transfer cover

area, this is most likely through porosity –

replace the oil pan with a new part. Refer

to PartFinder for oil pan part number.

Service Replacements

- whenever the oil transfer cover is removed

from an oil pan, the gasket must be replaced,

and on oil pans with O-rings fitted to the oil

transfer cover studs – new O rings must also

be fitted on re-assembly of the cover.

When fitting O rings (Refer item 4 in Figure

1, below), ensure oil transfer cover nuts are

torqued to 12Nm.

The following note is repeated from the

SIP CD to ensure technicians are aware of

this precaution:

NOTE: 1/. If removal of the oil transfer cover

nuts (3) is required while the oil pan is still

installed (e.g. during fitment of an external oil

cooler), the studs MUST NOT be removed.

Otherwise the transfer pipes and gasket

inside the oil pan, may become dislodged.

In addition:

2/. The studs have a Torx head which should

be held while removing nuts, to ensure the

studs do not unscrew from the oil pan.

3/. Take care during any removal of the

transfer cover assembly – oil will drain from

the oil passages behind the cover.

Figure 1.

1 = Gasket, 2 = Oil Transfer Cover,

3 = Nut, Oil Transfer Cover,

4 = O Ring, Oil Transfer Cover.

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

NOTE: O-rings cannot be retro-fitted to

earlier build oil pans (without O-rings), as

machining differences exist to accommodate

the O-rings. The counterbore around the

transfer cover mounting stud also allows

identification of an O ringed oil pan.

PARTS INFORMATION

Part No.: Description: Qty:

92144564 O Ring, Oil Transfer

Cover Stud.

WARRANTY CLAIM INFORMATION

Use existing Labour Time Information (as

shown in SIP CD) as follows:

Description Fit Oil Transfer Cover O

Rings

Labour Op. No. J315700

Time 0.4 hr

Failure Code 30

PCM FLASH PROGRAMMING

CAUTION

VT, VX, VU, WH

(GROUP 6C) TL106-6C01

CAUTION NOTE

Isolated reports have been received by TAS

of PCM’s “crashing” when using the TIS 2000

CD Service Programming System (IE: when

flash programming, the program down-

loading stops – messages: “Error - No

Communication With Vehicle”, “Check

Diagnostic Cable”, “Check Ignition On/Off”

and a soft key “Continue” will appear).

At this point – do not continue!

This Techline Bulletin is a caution note to

advise – until further notice - flash

programming of PCM’s should be avoided

unless absolutely necessary.

Flash programming should only be carried

out when advised by a Techline Bulletin or by

TAS.

As a precaution - During flash programming,

disconnect the Powertrain Interface Module

(PIM) - this avoids the possibility of PIM

intervention during the programming

sequence.

Should flash programming be undertaken

and a failure occur during the process (as

noted above) – contact TAS immediately for

assistance – DO NOT CONTINUE.

This condition is currently being investigated

and further information will be released

regarding this condition, as soon as possible.

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

REPAIR PROCEDURE FOR FAULTY

TECH 2 DIAGNOSTIC TOOLS

ALL

(GROUP OB) TL106-OB01

The information in this Techline Bulletin is

repeated from All Dealer Letter DL 49/01,

dated 22 May, 2001 – to ensure Service

Personnel are aware of Tech 2 repair

procedures.

Prior to carrying out either of the following

procedures – ensure you have done as much

as possible to isolate the problem to the Tech

2 tool, for example:

1. Refer to the Tech 2 Handbook, Section IV

Self Tests & Troubleshooting and carry out

the Tech 2 “Self-Test”.

2. If Tech 2 failed during a specific task on a

vehicle -– try to do the same task on an

identical vehicle to confirm it is the Tech 2,

or the vehicle.

3. Fill out the “Tech 2 Problem Report Form”

located in the back of the Tech 2 handbook

before calling TAS or HPA.

Procedures have been established with

Hewlett Packard Australia (HPA), to cater for

the repair or replacement of Tech 2

Diagnostic tools. The procedure was initially

published in DL 43/97 - that procedure is

superseded by this letter. Please use the

procedure noted below that applies to your

particular requirement.

Tools Covered By The Two Year Warranty

Qualifications:

1. A Two (2) Year Warranty only applies to

Tech 2 Diagnostic Tools from the original

unit’s delivery date. You should ensure you

are able to verify this if called upon.

2. The Warranty will carry over to any

replacement unit, but will only begin from the

original purchased unit’s delivery date.

3. Freight will be covered during the

Warranty period.

Primary Contact:

1. Your first contact should be Technical

Assistance Service (TAS) to verify the

problem is actually with Tech 2 and not with

the operator or other hardware/software

applications.

2. Once the Tech 2 has been established as

faulty, the TAS representative will instruct the

Dealership caller to log the fault with HPA.

3. TAS will allocate a TAS case number,

and the Dealership caller can then call the

HPA Support Centre.

Secondary Contact

- Dealership Responsibility:

1. Place a call to the HPA Support Centre -

Phone No.: 131147.

2. When prompted by the HPA Support

Centre phone system – “If you have a

Support Agreement covering the

equipment…, etc? – please press 1” –

PRESS 1, as there is a support agreement

for Tech 2 Diagnostic Tools. You will then be

answered by a HPA Support Centre

representative.

3. When requested by the HPA Support

Centre representative, provide the product

number, serial number, delivery date and the

fault details.

4. The HPA Support Centre representative

will then provide a job number.

5. You will then have to provide your

Dealership name, address, and contact

details.

6. HPA will deliver a replacement unit to

you.

7. Immediately place the faulty unit in the

container the replacement unit was delivered

in, and return it to the courier for return to

HPA.

Turn around time for the above replacement:

1. Metropolitan Areas – next working day.

2. Country Areas – two (2) working days.

Tools NOT Covered By The Two Year

Warranty

Qualifications:

1. Repair of Tech 2 Diagnostic Tools that

fall outside the two year warranty established

by the original unit’s delivery date.

2. Repairs and Freight will be paid by the

owner of the Tech 2 Diagnostic Tool.

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

Primary Contact:

1. Your first contact should be Technical

Assistance Service (TAS) to verify the

problem is actually with Tech 2 and not with

the operator or other hardware/software

applications.

2. Once the Tech 2 has been established as

faulty, the TAS representative will instruct the

Dealership caller to log the fault with HPA.

3. TAS will allocate a TAS case number,

and the Dealership caller can then call the

HPA Support Centre.

Secondary Contact

- Dealership Responsibility:

1. Place a call to the HPA Support Centre -

Phone No.: 131147.

2. When prompted by the HPA Support

Centre phone system – “If you have a

Support Agreement covering the

equipment…, etc? – please press 1” –

PRESS 1, as there is a support agreement

for Tech 2 Diagnostic Tools. You will then be

answered by a HPA Support Centre

representative.

3. When requested by the HPA Support

Centre representative, provide the product

number, serial number and the fault details.

4. The HPA Support Centre representative

will then provide a job number.

5. You will then have to provide your

Dealership name, address, and contact

details.

At this point – two Out Of Warranty Repair

Options are available:

1. HPA will send you a replacement unit (as

per the warranty procedure). Pay one fixed

price (will be advised by HPA during call)

covering cost of repair, including a provision

for return freight. Dealer to pay freight to HPA

or deliver unit to HPA.

2. Return the faulty unit to HPA for repair,

paying actual cost of repairs, plus the cost of

delivery and return freight.

Turn around for the above options:

1. Replacement units: Metropolitan

Areas – next working day.

Country Areas – two (2) working days.

2. Repairs :From three (3) minimum to five

(5) working days.

NOTE: for all the above repair “Turn around

times”, Dealer calls logged at HPA before

12:00 noon (E.S.T.) will receive next day

response, calls logged after 12:00 noon

(E.S.T.) will be responded to one day later.

For Tech 2 cable Repairs/replacement – refer

All Dealer Letter DL 06/00, of 21 Feb., 2000.

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

RADIO PROBLEM DIAGNOSIS GUIDE

ALL

(GROUP 12) TL104-1204

PROBLEM DESCRIPTION

Radio interference caused by earths, short-

circuits, in-vehicle or external to vehicle, etc,

can occur in any radio.

These complaints are, at times, hard to

identify and to diagnose.

This Techline is issued to assist technicians

in the identification and diagnosis of such

complaints.

Contents

Part 1.

Principles of Operation

Part 2.

Basic Checks – for earthing & short circuits

Part 3.

Static – what is it, what causes it, how to fix it

Part 1.

Principles of Operation

FIGURE 1.

As illustrated by the diagram below, signals

from radio stations are picked up by the

antenna and fed to the radio while being

shielded from interference sources by the

braided antenna cable. This is a complete

electrical circuit, and any breaks in the circuit,

such as poor connections, will result in poor

reception.

Interference is due to the antenna system

picking up signals other than those from the

desired station. These undesirable signals

may be produced by electrical equipment in

the car itself, such as the ignition, which is

termed “internal interference”. Conversely,

interference from sources outside the vehicle,

such as from power lines, is known as

“external interference”.

Internal interference is minimised by the

shielding around the antenna cable, which

prevents internal “noise” being picked up and

fed to the radio. The shielding around the

core takes the form of a “braid”, which

completes the electrical circuit along which

signals travel to the radio. Faults in this

shielding system allow interference to reach

the radio and hence be reproduced at the

speakers as noise.

It is therefore important that the shield of the

antenna cable is effectively earthed at both

the radio end (to the radio case) and at the

antenna end (to the vehicle body), to ensure

that:

A/. minimal interference is received by the

radio,

B/. the optimum radio sensitivity is achieved.

Part 2. - Basic Checks

With an ohm meter, the resistance, or

connection quality, can be checked for the

major parts of the radio, as per Figure 2

below.

1/. Check continuity of the path from the

antenna cable core to the antenna mast

by disconnecting the antenna lead from

the radio and measuring the resistance.

2/. Check the braid continuity by measuring

the resistance from where the braid

connects to a substantial earth, such as

the vehicle body, where the earth is

connected.

3/. Measure the resistance of the connection

from the metal radio body to the part of

the vehicle body where the radio is

supposed to be earthed.

In each case, the resistance measured

should be 1.0 Ohms or less. Values

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

significantly higher than this indicate poor

connections that must be rectified before

proper radio performance will be obtained.

4/. Check for shorts between the antenna

core and braid by disconnecting from the

radio and measuring the resistance

between the two. The measured value

should indicate an open circuit – that is – a

very high or infinite resistance.

FIGURE 2.

In addition to these basic locations – the

following antenna connection differences

exist, meaning checking of multiple antenna

leads, where fitted:

JR CD Hatch – 2 piecec antenna lead

JR GL Hatch – 1 or 2 piece lead depending

on connection to amplifier.

JS GL/CD Hatch – 2 piece antenna lead

JS GL Wagon – 1 or 2 piece antenna lead

Part 3.

Static – what is it, what causes it, how to fix it

This is a buzzing or crackling noise caused

by the radio picking up unwanted radio waves

and converting them to a noise transmitted

by the speakers.

The unwanted radio waves (interference)

come from several sources, which can be put

into two groups: internal or external. As the

names suggest, external interference comes

from outside the vehicle, and is difficult to

control, while internal interference is

generated by the vehicle.

It must be emphasised that a radio system in

good condition will protect itself from much

static. Before trying to locate and remove a

source of interference, it must first be

determined that the shielding and earthing of

the radio is in good working order. This can

easily be done by performing the tests

detailed in the previous section – “Basic

Checks”.

It should be noted that static may occur on

weak stations, or when driving under bridges

because signals from ignition and the like

become relatively stronger than the radio

station signal, causing the ignition

interference to become quite strong. This

could also be due to stronger than normal

ignition interference or a poorly-functioning

antenna.

If the cause cannot be isolated after

performing the tests and trying to isolate a

source of interference, as detailed in the

following pages, it may be that the radio has

an internal fault and requires repair.

A/. External Interference

Static which occurs only while travelling in

certain localities, such as near electrical

transformers, is undoubtedly external

interference.

If there is any doubt as to whether the

suspected source is in fact causing

interference, a simple check is to stop the

vehicle and turn off everything but the radio.

If the source is external, the interference will

continue and little can be done to eliminate it.

B/. Internal Interference

Static may be caused by many internal

sources, some of these sources are:

- Stop Lamp Switch/es

- Ignition Coil/Distributor

- Spark Plugs

- Horn

- HVAC Blower Motor

- Windscreen Wipers

- Windscreen Washers

- Gauges with Voltage Stabiliser

- Alternator

If static is at ignition frequency, varying with

engine speed, the ignition is the culprit.

However, many electrical faults will cause

static which otherwise would not be heard.

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

Examples of ignition interference sources

are:

- Plug Leads Breaking Down

- Carbon Tracking (Arcing) to Earth

- Faulty Spark Plugs

- Inoperative Interference Shields

- Distributor Cap/Rotor, Coil connections

The actual cause of the interference can be

isolated through carefully noting the

circumstances under which the problem

occurs. For example, if it occurs only at

speeds above approximately 80 km/h in an

automatic transmission vehicle, quite possibly

it is an electrical signal being sent to the

torque converter clutch.

Other sources of static can be:

- Electric Cooling Fan/s

- Electric Fuel Pump

- Normal Computer “Noise” at Certain

Frequencies.

Previously released Techline Bulletins on

Radio Interference which may be helpful are:

2001

Jan. 1-10 - Revised Earth Strap Routing –

JR,JS 4Cyl.

2000

Jan. 1-6 – Poor “AM” Radio Reception - JS

Jan. 1-16 - Poor “AM” Radio Reception – JS

1999

Jan. 1-4 – Revised Alternator B+ Nut/Starter

motor Nut – VT

Jan. 1-24 – Poor “AM” Radio Reception – TS

1998

Mar. – Radio Static – Diagnosis Hint - VT

Sept. - Poor “AM” Radio Reception – JR

Vehicle Evaluation for poor AM Reception

The following data sheet allows collection

vehicle details prior to attempting to improve

AM interference on a vehicle. The information

gathered will be useful in determining the

improvement achieved after basic checks

and/or parts replacements, determined as

necessary by the above basic checks and

specific Techline information.

(NOTE: The data sheet and the basic

procedure has been structured for JR/JS, but

can also be used for other models – to collate

your diagnosis data to understand where

systems are “OK” or need correction).

A/. Vehicle/Customer

Experience/Environment Identification:

Vehicle Details

• Model (eg JS)

• Body Style (eg sedan / hatch / wagon)

• Level (eg GL / CD)

• ISO VIN

Record the above details in the data sheet

provided below.

Customer Experience

Record in the data sheet the customer’s

experience (radio station/when static was

noticed). This will identify if the interference is

external and/or internal.

Environment Identification

The vehicle’s environment must be

established prior to improving AM static on a

JR/JS Vectra.

Measure the signal intensity strength for the

AM station that the customer has a problem

with. If possible this should be measured as

close as possible to any specific location

specified by the customer. Under no

circumstances should this measurement be

made inside a workshop or garage. Record

the magnitude on the data sheet provided.

• Units: Volts.

• Measurement tool: Tech 2

A value greater than 3.0 volts (maximum is

5.0 volts) is necessary for a reasonable

signal.

Note: This measurement should be

performed as detailed in the Bosch Supplier

Prior Authorisation Process. Refer to that

process in your Service Manager’s Supplier

Prior Authorisation Process binder, for

details.

B/. Radio Average Resistance Between

Radio Ground and Antenna Ground

Measure radio average resistance between

radio ground and antenna ground, as

described in “Part 2. Basic Checks” above.

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

Procedure:

1. Disconnect vehicle battery.

2. Turn ignition on and allow vehicle

electronic systems to discharge for 5

minutes.

3. Record resistance using a multimeter.

Note negative sign if applicable.

4. Again record resistance, this time with

probes swapped.

5. Take average of the two readings.

An average value greater than 1.0 ohms

indicates that there are earth problems within

the antenna system which must be corrected.

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

Radio AM Interference Diagnosis Data Sheet

Vehicle Detail

Model

Body Style

(Sedan/Wagon/Hatch)

Level

(GL/CD/City/Swing)

ISO VIN

AM Station With Poor Reception

Interference Observations (tick)

Interference Experience Yes No

External

(Ignition Off / Radio On)

Internal

(Ignition On / Radio On)

Worse with ignition on?

Environment

Signal intensity reading from Tech

2 for AM station with poor

reception

______________ Volts

Note – if the signal strength is weak, there is little that can be done as any internal/external

interference will dominate the weak signal.

Radio Average Resistance Between Radio Ground and Antenna Ground

Resistance Reading

1st Reading

2nd Reading

Average

_______ Ohms

HOLDEN SERVICE TECHLINE _______________________________________________________________ JUNE 2001

LPG KIT INSTALLATION FLASH

PROGRAMMING CONCERNS

(GROUP 6M) TL106-6M01

PROBLEM DESCRIPTION

When fitting accessory LPG to VX V6

vehicles technicians will be required to flash

program the appropriate software from TIS

2000 to complete the fitment of LPG to the

vehicle.

The procedure on the following pages

outlines the programming process:

SECTION 3

CAUTION:

This vehicle is equipped with a Supplemental Restraint System (SRS). A SRS

will consist of either seat belt pre-tensioners and a driver’s side airbag, seat

belt pre-tensioners and a driver’s and front passenger’s airbags or seat belt

pre-tensioners, a driver’s, front passenger’s and left and right hand side

airbags for the front occupants. Refer to CAUTIONS, Section 12M, in the VX

Series Service Information before performing any service operation on or

around SRS components, the steering mechanism or wiring. Failure to follow

the CAUTIONS could result in SRS deployment, resulting in possible

personal injury or unnecessary SRS system repairs.

TECH 2 LPG SET-UP & ENABLE PROCEDURES

CONTENTS

Ref. Subject Page

3.1 PCM SERVICE PROGRAMMING WITH LPG CALIBRATION....................3-1

3.2 INSTRUMENT CLUSTER LPG LAMP ENABLE PROCEDURE .................3-4

3.2 PCM SET-UP PROCEDURE........................................................................3-6

The following procedures are required to enable the

vehicle to operate on LPG and are best performed in the

order they appear in this Section.

Prior to beginning, connect TECH 2 to the data link

connector (DLC).

1. DLC

2. DLC Adaptor

3. DLC Cable

4. TECH 2

Figure 3-1

3.1 PCM SERVICE PROGRAMMING

WITH LPG CALIBRATION

NOTE: The following PCM service programming must

be performed following LPG system installation or when

a PCM has been replaced.

1. Connect Tech 2 as previously described.

2. Refer to the VX Series Service Information Package

(SIP) CD-ROM and follow procedure 4.2 SPS

PROCESS in Section OC – TECH 2 until the

Validate Vehicle Data screen is displayed, refer

Fig. 3-2.

Figure 3-2

3. Select Type of Fuel (petrol), refer Fig. 3-3.

4. Press the DELETE button.

Figure 3-3

5. Press the NEXT button, refer Fig. 3-4.

Figure 3-4

6. From the Type of Fuel drop-down list select LPG –

Liquefied Petroleum Gas, refer Fig. 3-5.

Figure 3-5

7. A summary screen will be displayed allowing the

details to be confirmed, refer Fig. 3-6.

8. Select the REPROG button.

9. Continue the steps in 4.2 SPS PROCESS

procedure on the SIP CD-ROM.

Figure 3-6

3.2 INSTRUMENT CLUSTER LPG LAMP

ENABLE PROCEDURE

NOTE: The following instrument cluster LPG lamp

enable procedure must be performed following LPG

system installation or when an instrument cluster has

been replaced.

1. Ensure the ignition is off.

2. Connect Tech 2 as previously described.

3. Navigate through the Tech 2 menus to display the

Body Menu.

4. Select F5: Program.

Figure 3-7

5. From the Program Menu, select F1: Options.

Figure 3-8

6. At the Options Menu, press the NEXT soft key and

scroll through the following series of screens to the

LPG Lamp screen:

- Rear Lamp Failure,

- Traction Control Off Lamp,

- LPG Lamp,

- Cruise On Lamp,

- Police Mode,

- Low Coolant Lamp,

- High Temperature Lamp,

- Program Options Confirm.

Figure 3-9

7. At the LPG Lamp screen, press the MODIFY soft

key to change Disabled to Enabled.

8. Use the NEXT key to scroll to the Program Options

Confirm screen.

Figure 3-10

9. At the Program Options Screen, ensure the LPG

Lamp is Enabled.

10. Press the ABORT soft key to abandon the process

or press the PROGRAM soft key to confirm the

parameters.

11. Press the CONFIRM soft key when the

programming is completed.

Figure 3-11

3.3 PCM SET-UP PROCEDURE

NOTE: The following LPG Set-up Procedure must be

performed following LPG system installation and when

any LPG system component (mixer, converter, FCV or

PCM) has been replaced, overhauled, reprogrammed, or

when the engine assembly has been replaced or

overhauled.

The LPG Set-up procedure allows adjustment of the idle

mixture under the following controlled conditions:

- Short and Long-Term Fuel Trim Cells set to zero.

- Fixed Spark advance.

- Fixed idle air control valve steps.

- Fuel control valve duty cycle fixed at 40%.

1. Connect TECH 2 as previously described.

2. Switch the vehicle to LPG mode, if not already done

so.

3. Start the engine and allow it and the oxygen

sensors to reach operating temperature, with no

load on the engine, air conditioning off (if fitted), all

electrical consumers turned off and park position

selected.

4. On Tech 2 Select: Diagnostics / Appropriate Model

Year ((1) 2001) / VX Commodore / Engine / V6 /

Function Tests/ LPG Set-up.

During the set-up procedure, Tech 2 ensures the

follow engine operating conditions are met and

maintained:

- Engine Coolant Temperature greater than

91°C

- Operating in closed loop.

- Right hand oxygen sensor is ready.

- The engine cooling fan is off (engine coolant

temperature less than 104°C).

Once all the preconditions have been met, Tech 2

will display the Right O2 Sensor Voltage and Status.

Engine

LPG Setup

Righ t O2 Sen sor

Righ t O2 Status 500 mV

Rich

VXLPG001

Confirm

Figure 3-12

5. Adjust the idle mixture screw until the right hand

oxygen sensor voltage is as close to 500 mV as

possible and the status of the right O2 Sensor is

constantly toggling between rich and lean.

Oxygen sensor voltages greater than 500 mV

indicates a rich mixture, turn the idle mixture screw

anti-clockwise to lean off the mixture.

Oxygen sensor voltages less than 500 mV indicates

a lean mixture, turn the idle mixture screw clockwise

to richen the mixture.

If the engine coolant temperature exceeds 104°C,

the engine cooling fan will be turned on and Tech 2

will suspend the set-up procedure. When the engine

cools down and the cooling fan is turned off, Tech 2

will continue with the set-up procedure.

Figure 3-13

HOLDEN SERVICE TECHLINE ____________________________________________________________ JULY 2001

ROOF FINISHER MOULDING END CAP

DISLODGES

VT Sedan, VX Sedan

(GROUP 1) TL107-0101

PROBLEM DESCRIPTION

Roof finisher moulding end caps, located on

the rear end of the roof finisher moulding, at

the lower corners of the rear screen glass,

may become dislodged in service.

Investigation into the causes of this dislodging

has resulted in the creation of revised roof

finisher mouldings, and new roof finisher

moulding end caps to repair vehicles where

the end cap has dislodged. These new end

caps will also be used for service

replacement on vehicles built before the

breakpoint below.

The service end cap (‘hard’ material) will allow

replacement of the (early build, soft material)

roof finisher end cap, where previously the

whole roof finisher moulding had to be

replaced.

PRODUCTION RECTIFICATION

Revised roof finisher mouldings have been

fitted to vehicles from:

ISOVIN: Build Date:

6H8VXK69A1L735897 29/05/01

These revised mouldings are changed in both

manufacture and material, and do NOT have

end caps. Vehicles fitted with these revised

mouldings, have retainer and end caps (of

‘hard’ material) fitted to the sides of the rear

screen glass. During assembly, this revised

roof finisher moulding engages with the end

cap on the lower corner of the rear screen

glass.

SERVICE RECTIFICATION

On all VT, & VX sedans fitted with “soft”

material end caps - where one of these end

caps has partially or fully dislodged, BOTH

end caps should be replaced with the new

“hard material” end caps.

To replace roof finisher moulding end caps,

refer to the following procedure, and Figure 1,

below, for location and detailed drawings of

end cap fitment:

1. If end cap has not fully dislodged from

moulding – tear off the end cap by hand -

horizontally, from glass (inner) side of end

cap towards the quarter panel (outer)

side. This leaves the appearance as

shown in View A of Figure 1.

2. If necessary, remove any moulding “flash”,

or excess damaged material from the end

of the remaining roof finisher moulding,

with a sharp knife or razor blade. This is

required to ensure good appearance and

to prevent the material from impeding the

fitting of the new end cap (new end caps

will locate in the same position on the

moulding as the removed end caps).

3. Insert a small piece of thick card under the

end of the roof finisher moulding – as

shown in View B of Figure 1 – this acts as

a support during the following procedure.

(HINT: a new body filler “wiper” card is

ideal).

4. Slide the ‘tongue’ of a new end cap (p/n

92111720/1) into the roof finisher

moulding – as shown in Views B & C of

Figure 1 – pushing firmly upward until the

end cap seats on the existing moulding.

5. After fitting, if the curved cut-out in the end

cap does not match the shape of the rear

screen lower glass moulding, ensure the

lower glass moulding is pushed firmly

upward onto the glass. After this, if the

cut-out does not fit, push the roof finisher

moulding forward/backward until the cut-

out in the end cap fits, allowing sufficient

operational clearance to the deck lid

during opening and closing.

6. Repeat steps 1 to 5 for roof finisher

moulding end cap on opposite side of

vehicle.

This completes the installation of the new end

cap/s.

HOLDEN SERVICE TECHLINE ____________________________________________________________ JULY 2001

PARTS INFORMATION

Part No.: Description: Qty:

92111721 Roof Finisher Moulding

End Cap, RH

92111720 Roof Finisher Moulding

End Cap, LH

NOTE: Parts were not available at time of

publication of this Techline Bulletin – parts will

be in HSPO stock on July 9, 2001

– do not order parts until July 9, 2001.

WARRANTY CLAIM INFORMATION

Use the following information to claim for the

above procedure:

Description Replace Roof Finisher

Moulding End Caps (both

sides)

Labour Op. No. C000427

Time 0.3 hr

Failure Code 55

Figure 1.

HOLDEN SERVICE TECHLINE ____________________________________________________________ JULY 2001

IACV (STALL) CAL IN TIS CD 21

CAUTION

JR/JS with 4 Cyl Engine

(GROUP 6C/6M) TL107-6C01

This Techline is released to advise

technicians that the “NEW IACV”

calibrations for C20SEL and C22SEL

engines in TIS 2000 CD Version 21 should

NOT be used until further advice is

provided.

Under no circumstances should the

software calibrations noted as “NEW

IACV” be used - until further notice, as it

will be detrimental to engine idle quality

and Tech 2 Diagnostics will NOT be

functional.

Background:

TIS CD 21 has been released – advice was

provided via All Dealer Letter DL 51/01, dated

May 31, 2001.

The CD carries new software calibrations that

are defined for use with “NEW IACV” or “OLD

IACV” on C20SEL and C22SEL engines.

All engines are currently fitted with the “OLD”

IACV, and use of the “NEW” software

calibrations will be detrimental to engine idle

quality and will disrupt Tech 2 Diagnostics, as

the “NEW” calibrations are not intended for

use with the “OLD” IACV.

These software calibrations have been

released in anticipation of the future use of the

revised (“NEW”) IAC Valves and harnesses to

correct engine idle concerns. This condition

was initially addressed by Techline bulletin of

December, 2000, page 17 (base idle

adjustment) – the use of that procedure must

continue for any complaint vehicles.

Full information on the revised IAC Valve and

related components, plus the use of these

new software calibrations will be advised in a

further All Dealer Letter and Techline bulletin.

LSD “CHATTER” NOISE – UPDATE

VS, VT, VX, VU, WH

(GROUP 4) TL107-0401

This Techline Bulletin is published to advise

technicians of an update to the LSD “Chatter”

Noise information previously released.

All Dealer Letter DL 54/01 was distributed on

June 13, 2001 with updated information as

below.

Major changes are addition of more affected

models, and distribution of a bank stock of kits

to dealerships.

In addition, the following notes are copied

from SIP CD 3.3, VX pinion flange removal

(suits VTII, VX & WH). Revisions are required

to existing special tools (to be carried out by

dealerships) and procedural changes exist

with the new tools - so that the tools are used

correctly. Please make sure your tools are

modified as noted, and technicians are aware

of the procedures noted in the latest

procedure in SIP CD version 3.3 (or later).

At step 4.:

NOTE 1: If not previously done so, drill out

holes stamped ‘B’ on Tool No. KM620-1A to

12.5 mm.

NOTE 2: Use either the rear coupling to

pinion flange retaining bolts with a 25 mm

spacer (e.g. flat washers) installed first or use

three bolts M12 x 1.5 x 40, with the thread

extending to within 12 mm of the head.

At step 8.:

NOTE: If not previously done so, drill out the

flange holes on Tool No. KM628-A to 12.5

mm.

IMPORTANT: If using the original propeller

shaft coupling bolts, they must have a 25 mm

spacer fitted to each, so the tool is clamped to

the pinion flange. If this is not done, the screw

thread on the extractor Tool No. KM628-A will

not be long enough to fully remove the pinion

flange.

A copy of the revised SAA Axle order form is

also attached on Page 11 of this Techline

issue for your convenience, and will be

included in future SIP CD’s.

HOLDEN SERVICE TECHLINE ____________________________________________________________ JULY 2001

DL 54/01 details:

SUBJECT: VS/VT/VX/VU/WH – LSD

“Chatter” Noise - UPDATE

This letter (DL 54/01) updates and replaces

All Dealer Letter DL 65/00, issued in

November, 2000 covering this complaint

condition. DL 65/00 should no longer be used

for LSD Chatter complaints. Mark up your

copy of DL 65/00 to reflect this.

Updates to the published information:

• Affected vehicles – ALL engine types, as

well as VS are now included in the affected

vehicle list.

• New Distribution Method – SAA will

supply a “bank stock” of kits – beginning June

18, 2001 –allowing your Dealership to

respond immediately to customer

complaints;also allows the creation and

maintenance of an electronic database at

Spicer Axle Australia (SAA) for automatic

replenishment of Dealership stock.

Distribution of Field Fix Kits from SAA will be:

5 kits for Metro. Dealerships,

3 kits for Regional Dealerships,

1 kits for Country Dealerships.

SAA will automatically replenish your bank

stock when notified of usage:

Metro. Dealers - when 3 kits have been used,

Regional Dealers - when 2 kits have been used

Country Dealers - when 1 kit has been used.

A requirement of this distribution method is

that Dealerships must fax SAA a fully

completed copy of the order form

(Attachment 4 to this letter) for each kit

USED – this identifies kit usage, and ‘flags’

the need for automatic stock replenishment

by SAA when sufficient kits are used. The

order form has been revised to allow

identification of “kit used” and also “stock

required” – should your Dealership require

kits immediately.

NOTE: without this fax reporting –

Dealership Kit stock will not be replenished

automatically, and Kits will no longer be

supplied on demand. It is important that the

Service Manager manages this fax reporting

task to ensure ongoing Field Fix Kit stock

supply.

• Mobil Oil Availability – Mobil contacts

have been supplied to ensure Dealerships

can obtain the correct oil, that is mandatory

when using the Field Fix Kits.

• Loctite Usage – “Loctite 243 Nut Lock”

MUST be used when re-assembling pinion

nut to pinion.

Information previously released in DL 65/00

has been extensively revised and is

reproduced below (refer dealership copy of

DL 54/01). It is important that this letter is

circulated to your Service Personnel, and DL

65/00 is no longer used for LSD Chatter

complaints.

FRONT SEAT LUMBAR SUPPORT

ASM. – REPLACEMENT

VT, VX, WH

(GROUP 1) UPDATE TL107-0102

A Techline Bulletin is further information

to Issue 5, May, 2001 information bulletin

with the same heading.

For a short time, Lumbar Support Asm. (p/n

92143625) did not include a tie strap, required

during installation of the lumbar support.

This situation has now been corrected – all

Lumbar Support Asm. packages (p/n

92143625) at HSPO now include the required

tie strap.

May, 2001 Techline Bulletin, page 12 should

be disregarded – please mark up your copy to

reflect this new information.

HOLDEN SERVICE TECHLINE ____________________________________________________________ JULY 2001

FUEL PUMP INTERCONNECT

CONNECTOR

VS, VT, VX, WH

(GROUP 12) “HINT” TL107-1201

PROBLEM DESCRIPTION

During any diagnosis of a vehicle fuel pump

related problem -– the fuel pump interconnect

connector may be overlooked.

Some vehicles (depending on options

incorporated) will have this interconnect

connector located in the rear compartment as

shown in accompanying drawings.

(For Reference: The interconnect connector

is a “bridging” connector piece, used in place

of the fuel pump speed controller, fitted only to

Supercharged V6 engined vehicles).

SERVICE RECTIFICATION

The following diagrams show the location of

the harness connector and the interconnect

connector – when fitted.

Technicians should check this connection

when diagnosing any fuel pump/sender/fuel

feed related problems.

Updated VT, VX & WH wiring circuit diagrams

will be provided in a future issue of SIP.

Figure 1 – VT, VX (VS similar)

Figure 2 – WH

HOLDEN SERVICE TECHLINE _________________________________________________________________JULY 2001

REAR AXLE ASSEMBLY DIAGNOSIS & CHANGEOVER

REQUEST FORM

RETURN TO: ATTN.: MR CHRIS HEALY

SPICER AXLE AUSTRALIA

58 LISBON ST

FAIRFIELD NSW 2165

FAX: (02) 9754-9310

Dealer Code: Dealer Name:

Repair Order Number: Contact Name:

Serial Number: ISOVIN Number:

Veh. Build Date: Odometer:

DIFF PART NUMBER:

VEHICLE USAGE:

Is the vehicle operational? ❑ YES ❑ NO

Main vehicle usage: ❑ Private ❑ Police ❑ Taxi ❑ Other….

CUSTOMER COMPLAINED OF:

❑ Diff Noise ❑ No drive

❑ Oil leak at: ❑ Pinion Seal ❑ Axle Seal ❑ Carrier ❑ Other….

❑ LSD (chatter) ❑ Clunk

❑ Other (describe):

HOW WAS COMPLAINT DIAGNOSED?

❑ Road Test ❑ Visual Insp. for oil leak

❑ Noise at: 10-20-30-40-50-60-70-80-90-100-110km/h

❑ Other (describe):

COMMENTS:

❑ LSD (chatter) Kit Used From Stock –

Information for SAA Database ONLY ❑ LSD (chatter) Kit Required – Bank Stock

Exhausted

HOLDEN SERVICE TECHLINE ____________________________________________________________ JULY 2001

TAS CASE CLOSURES

ALL

(GROUP OB) TL107-OB01

PROBLEM DESCRIPTION

TAS personnel are concerned about a

number of Dealerships that are not making an

effort to close TAS cases, even after repeated

requests from TAS, via faxes and phone calls.

Dealerships enlisting the assistance of TAS

are aware – via the TAS Procedures Manual

issued to dealerships - that Holden expects

TAS cases are updated or closed within a 30

day period.

This update or closure of cases is important,

not only to assist dealerships during

communications with TAS and the

dealership’s Aftersales District Managers, but

is also a vital source of stored information to

assist other dealerships who call for

information on similar problems.

The TAS Procedures Manual has been

provided to each dealership. This is a guide to

using the TAS system and allows service

departments to manage TAS cases within

their dealerships. If you are unsure of how to

use this manual or do not have a copy then

please contact TAS for direction in obtaining

one of these useful manuals.

Service Managers: Please ensure the TAS

Procedures Manual is readily available to your

Foreman and others who may be prime TAS

contacts – as there are various forms and

procedures that will be referred to by TAS

during calls.

Please Also Note:

TAS personnel will draw your attention to your

‘open’ (non-closed) cases when you call –

please assist them in updating or closing your

outstanding cases AS SOON AS POSSIBLE.

HOLDEN SERVICE TECHLINE ____________________________________________________________ AUGUST 2001

BREAKPOINT INFORMATION

ALL

(GROUP OB) TL108-OB01

This Techline provides some insight into

breakpoint numbers, their format and how they

are established.

CURRENT CONDITION

Breakpoints are often provided in Techline

Bulletins for several reasons:

- to identify upgraded or revised vehicle

components;

- to identify whether a specific condition or

complaint (or rework) is, or can be, carried out

on a specific vehicle;

- so that if a certain condition is encountered,

technicians can report the condition via a PIR

IE: if a vehicle is post (after) or pre (before) the

breakpoint – important for gauging whether

further work on a particular condition is

required.

FORMATS

ISOVIN’s:

Where possible, ISOVIN numbers and build

dates are provided.

TAG Numbers:

Tag numbers are quoted – as many Holden

systems (EG: the One Line Warranty claim

system your warranty clerk uses) utilise the Tag

number – and it has always been an easy

vehicle definer within Holden and Holden

dealerships. A complication caused by using

the Tag number is: while locally manufactured

vehicles’ Tag numbers are the last seven digits

of their ISOVIN, imported vehicles’ Tag

numbers are not. Imported vehicles have a

Holden assigned Tag number plate attached at

Port of Entry (POE). This plate provides the

model and Tag number – used for warranty

claiming, and wherever the Tag number is

required. This is required because the

ISOVIN’s are international numbers and each

one is unique – however – the last seven digits

can repeat – within a vehicle model, and each

year of the model! Using these numbers would

create much confusion because of the repeated

seven digit numbers that dealerships would

have on vehicles.

This confusion will eventually be removed (in

the future) when all systems requiring vehicle

identification move to ISOVIN only.

Build Dates:

Sometimes it is only possible to provide a build

date, as revisions to vehicle build or actual

parts introduction are carried out on a specific

date, but an ISOVIN is not recorded.

Engine/Trans. Numbers:

At times, a revision to an engine or a

transmission is carried out and because the

prime revision has taken place in those parts.

Also - any of these engines/trans’ may be fitted

to any vehicle – so the engine or transmission

number is quoted as the breakpoint. In these

cases, the known ISOVIN for the engine

number quoted is also provided – but this is a

“rough guide” or “for reference” ONLY – as

vehicles may be built with “lower” ISOVIN’s and

a post-breakpoint engine number.

Breakpoint Summary Pages:

This section in each Techline carries “TAG”

numbers only, mainly for space reasons.

Where a Tag number is quoted, the vehicle

model it applies to is also provided.

Where these are “L” numbers – locally

manufactured vehicles - in many cases the

number is ‘universal’ for locally built vehicles;

EG: today this would cover VX, VU, WH; where

the component mentioned is used in all the

models, and only “V,W” will be quoted in

‘Model’ area.

Where only ISOVIN numbers are known for

imported vehicles, the last 8 digits are shown

alongside the model – this is not exact, but

allows technicians the best chance to define

whether a vehicle is pre or post breakpoint of a

change. This situation occurs as the

breakpointed vehicle may not be imported to

Australia and thus a Tag number is not

assigned to it.

Export vehicles:

Holden exports vehicles to various overseas

markets and, at times you may see an ISOVIN

number that is unusual – EG: Starts with “6G1.”

but ends in a familiar seven digit “L” tag

number. The Tag numbers (only) of these

ISOVIN’s should be used as breakpoint

numbers, as the vehicles are built on-line with

Australian vehicles.

HOLDEN SERVICE TECHLINE ____________________________________________________________ AUGUST 2001

THUMP NOISE FROM HEATER or A/C

CASE (MODE DOOR SLAMMING)

VT/VX/WH all with ECC

(GROUP 2) TL013-0201

PROBLEM DESCRIPTION

A light “thump” or “bang” noise may be heard

from the HVAC case on Electronic Climate

Control (ECC) equipped vehicles - when the

ignition is turned off, or intermittently, during

HVAC mode changes.

The cause of this “thump” (or “bang”) noise is

the rapid closing of the previously open mode

door. The speed of closure is controlled by the

air entry into the vacuum solenoid module (it is

reduced, by restriction, via a foam pad over the

vacuum ports in the vacuum solenoid pack).

This noise condition is limited to VT Berlina and

Calais vehicles, all VX Calais and all WH

Statesman vehicles built with the six (6)

solenoid vacuum module assembly (previously

modules had 5 solenoids)

Refer to SIP CD, VT Series II, Section 2E for

explanation of the new module, vacuum

harness, wiring and diagnosis.

HVAC vacuum solenoid modules – with six (6)

vacuum solenoids (previously 5) were fitted to

vehicles from:

VT Berlina:

ISOVIN: Build Date:

6H8VTL69HYL514226 07/10/99

VT Calais:

ISOVIN: Build Date:

6H8VTX69HYL513521 06/10/99

All VX vehicles with ECC are fitted with this 6

solenoid vacuum module.

All WH vehicles are fitted with this 6 solenoid

vacuum module.

SERVICE RECTIFICATION

Fitting a specifically designed, additional foam

pad, over the existing foam pads in the vacuum

solenoid module - will correct the condition.

Follow the procedure below to fit this additional

foam pad:

1. Remove blower motor access cover – Refer

SIP CD, VT Series I, Section 2B, Part 5 – to

gain access to the vacuum solenoid

module.

2. The vacuum solenoid module should be

removed - by disconnecting the vacuum

manifold connection behind the module,

then removing the two self-tapping screws

retaining the module.

3. Open vacuum solenoid module front cover

carefully with a small, flat-bladed

screwdriver as shown in Figure 1 (3 places

across top).

Figure 1.

4. Place a new solenoid foam pad (p/n

92144689) on the open lid of the module –

ensuring it will cover the existing foam

pads, visible in the front of the module,

when the module and lid are closed - Refer

Figure 1 above.

Update

HOLDEN SERVICE TECHLINE ____________________________________________________________ AUGUST 2001

5. Close the module slowly onto the module lid

– ensuring the foam pad does not slip out of

place - and ensure that all three locking

features engage, and the lid remains

closed.

6. Refit the module and other components – in

reverse order to the procedure above.

This completes the procedure.

PARTS INFORMATION

Part No.: Description: Qty:

92144689 Solenoid Foam Pad 1

WARRANTY CLAIM INFORMATION:

Use the following information:

Description ECC – Foam Pad Added

Labour Op. No. C000442

Time 0.3 hr

Failure Code 52

BATTERY REMOVAL PROCEDURE

(GROUP 12) TL108-1203

PROBLEM DESCRIPTION

Some technicians may experience difficulty in

removing a battery from these vehicles, or the

removal may seem complicated.

NOTE: The battery removal procedure is only

shown in TIS 2000, under battery holder

replacement - which includes battery removal.

This procedure is accessed as follows:

Go to: Standard Information

A - Maintenance, Body & Chassis

Metal Parts

Sheet Metal Parts – Bolted

SERVICE RECTIFICATION

The following procedure is provided until TIS

2000 CD information is updated to show a

procedure.

1. Disconnect battery Negative terminal. Refer

Figure 1.

2. Disconnect Positive battery terminal. Refer

Figure 1.

3. Remove nut from battery holder (inboard

end of battery) and remove holder. Refer

Figure 1.

4. Remove Torx screw from outboard end of

water deflector (located next to LH engine

hood hinge). Refer Figure 2 below.

Figure 2.

HOLDEN SERVICE TECHLINE ____________________________________________________________ AUGUST 2001

5. Slide battery sideways towards LH side of

vehicle then upwards to remove from

vehicle – minimise the bending of the water

deflector during this operation, to avoid

damage. NOTE: while battery should be

kept at a minimum angle during removal,

there is little risk of electrolyte loss, as it is a

“maintenance free” battery and the drain

hole is on the LH (higher) side of the

battery. Refer Figures 3 & 4 below.

Figure 3.

Figure 4.

6. Reinstall battery (or fit new battery) in

reverse procedure to above steps 1-5.

WARRANTY INFORMATION

NOTE: Warranty claim information/time is not

affected by this revised procedure.

ENGINE IDLE VIBRATION

VT, WH, VX, VU, - All with Gen III & A/T

(Standard Engine)

(GROUP 6C & 8) “UPDATE” TL108- 0801

This Service Techline updates the previous

Techline on this topic (Issue 5, May, 2001 page

8). This previous Techline should be modified

to show correct part number.

PARTS CORRECTION

The following instruction was provided in the

April Techline bulletin (with the same title):

NOTE: the wording here is revised to provide

the correct nut part number.

On Vehicles built from L647630, 14/10/00,

-studs have been added to the trans. mount

and ONLY two nuts, p/n 11074604 are

required to be fitted to these studs.

PARTS INFORMATION

An updated parts information table for this task

is shown below, with the correct nut part

number in bold:

Part No. Description: Qty

11074604 Nut rear trans. mt. 2

92138301 Bolt - rear trans.

Mount.

- If req’d

90495649 Bolt - cat converter

Bracket.

- If req’d

120394 Flat washer (spacer) No. - As

Req’d

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

WATER ENTRY INTO FOOTWELL

TS (Astra)

(GROUP 01) TL0109-0101

PROBLEM DESCRIPTION

On some vehicles water may enter into the

vehicle interior through gaps in the sealer at

body panel joints in the plenum area or in the

wheelhouse area. Refer Views A & B below.

This condition could effect LH or RH side of

vehicle although most cases have been

observed to occur on the LH (passenger) side

of the vehicle.

PRODUCTION RECTIFICATION

Improvements to the application of sealer at

these panel joints were introduced from:

ISOVIN: Build Date:

W0L0TGF08Y5300411 15/06/00

SERVICE RECTIFICATION

Inspect suspect panel weld seams (refer

Figure 1) for signs of missing sealer. In some

instances it may help to apply a small quantity

of water to the suspect area to test for leaks.

Once the leak area has been located, any

loose sealant should be removed (take care

not to damage paint primer coat) and the area

cleaned thoroughly with a solvent cleaner

such as acetone. After cleaning, apply

urethane sealer 92143609 to the affected

area. After drying, recheck for leaks.

PARTS INFORMATION

Part No.: Description: Qty:

92143609 Urethane 1

WARRANTY CLAIM INFORMATION

For vehicles repaired under warranty:

Description Panel asm cockpit/cowl -

reseal

Labour Op.No. A206098

Time ST

Failure Code 87 (water leak)

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

FUEL GAUGE- READS INCORRECTLY

VT, VX, VU, WH

(GROUP 8 & 12) TL0109-0801

PROBLEM DESCRIPTION

Some customers may complain that their fuel

gauge needle is stuck at about the 1/3rd full

level. Driving with this condition for too long will

result in the vehicle running out of fuel.

Investigation into this complaint shows

there is potential for the MRA (modular

reservoir assembly) to be incorrectly

installed into the tank causing the float

arm to foul on the inside wall of the fuel

tank.

Complaints of this nature generally arise

after the MRA has been removed and

reinstalled.

SERVICE RECTIFICATION]

NOTE: For any service procedures/information not given in

this Techline, technicians should refer to the current SIP CD.

When diagnosing such complaints :

1. Inspect installation of MRA to check if

the locating lug is correctly positioned in

the notch as shown in Figure 1. If not

located correctly, remove MRA and use

a torch, to look for evidence of float arm

scrape marks on the inside wall of the

fuel tank.

2. Replace MRA if locating lug is broken.

3. Install MRA taking care to ensure that

the locating lug is aligned with the slot in

the tank opening.

INSTALLATION HINT. Prior to

installing MRA, use a marking pencil to

mark a line on the top surface of MRA

and another on the tank in-line with the

lug. After tightening the MRA locking

ring with tool J39765, ensure that the

pencil lines remain in alignment.

NOTE: Future versions of the SIP CD will

contain these installation guidelines.

Figure 1

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

KEY READER FAULTS

VS, VT, VX, VU, WH

(GROUP 12) TL0109-1201

PROBLEM DESCRIPTION

Some dealers have reported complaints of

“Full Circle” key readers coming apart, thus

preventing the engine from starting.

(Note: Full circle key readers were introduced

into vehicle production from tag L733809 25th

May 2001.)

Investigation of failed parts by the supplier

has resulted in a revision to the manufacturing

process to eliminate this condition.

PRODUCTION RECTIFICATION

Key reader assemblies produced from the

revised process were introduced into vehicle

production from:

ISOVIN: Build Date:

6H8VXK69A1L755820 25/7/01

SERVICE RECTIFICATION

In the event the key reader assembly falls

apart, order a replacement part from HSPO.

INSTALLATION NOTE. When connecting

wire to key reader blade terminal be sure to

use other hand to provide support behind the

metal slip ring cover.

PARTS INFORMATION

The part number of the key readers has not

changed.

Part No.: Description: Qty:

92092099 VT, VX, VU, WH

Key Reader Assembly-

Remote Coded Key

92100734 VS

Key Reader Assembly-

Remote Coded Key

To confirm if parts are from improved process

check the packaging date printed on the label.

A date of 25.7.01 (25th July 2001) or later

represents okay parts.

WARRANTY CLAIM INFORMATION

Use existing Labour Times information in

Warranty Information section of current SIP

RETURNED ANTENNA ASSEMBLIES

VT, VX, VU, WH

(GROUP 12) TL0109-1206

PROBLEM DESCRIPTION

Many of the antenna assemblies returned

to Repac under warranty have bent masts.

Dealers are reminded :

• Bent masts are a customer responsibility

and warranty claims should not be

submitted.

• Masts are serviced separately and do not

warrant total assembly replacement if mast

is bent.

SERVICE RECTIFICATION

If a customer complains that their antenna

mast does not extend fully, technicians should:

1. Check for cleanliness of mast. If mast is

dirty it should be cleaned with a soft cloth,

water and mild detergent. Recheck for

correct operation of antenna.

2. If mast still does not extend fully, check for

signs of kinking or distortion of mast

segments. Look for shiny patches. If mast

has evidence of this damage it should be

replaced at the customers expense.

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

INTERMITTENT NO-START & DTC

P1612 or P1613 LOGGED IN ECU

TS - Model Year 2001 with Z18XE

Engine ONLY

(GROUP 6C) TL0109-6C02

PROBLEM DESCRIPTION

Vehicles with Z18XE1 engine may suffer a

complaint of “crank but no start”. On

investigation, the Engine Control Unit (ECU) is

found to contain the Diagnostic Trouble

Codes (DTCs) P1612 or P1613 in history.

This problem is due to an intermittent

communications failure between the

immobiliser and the ECU.

PRODUCTION RECTIFICATION

Revised ECU software has been flashed into

vehicles at Port of Entry from:

ISOVIN: Date:

W0L0TGF6915264225 03/08/01

SERVICE RECTIFICATION

On vehicles where this “crank but no start”

condition and DTC’s P1612/P1613 are

logged, carry out the following procedure:

1. Check for a Vehicle Service History Label

(SD28177) fitted to the drivers side, lower

storage compartment lid (in the open

position) on the right hand side outboard

vertical edge. If an “X” has been marked

in the A-3 co-ordinate, the ECU has been

previously reprogrammed.. If a “no start”

condition is still present, contact TAS for

diagnostic assistance.

2. Using Tech 2 updated with TIS2000 CD

Version 23 (or later) and Tech 2 software

10.300 (or later), clear all trouble codes

from ECU.

3. Reprogram the vehicle ECU using the TIS

Service Programming System (SPS).

4. Use a Vehicle Service History

Identification Label (SD 28177) to identify

this vehicles ECU has been

reprogrammed. Position the label (if not

already fitted) as shown in Figure 1.

Place an “X” with a ballpoint pen in the A-3

co-ordinate once the work has been

performed.

WARRANTY CLAIM INFORMATION

Use the following information to claim for the

above procedure:

Description Reflash Engine Control

Unit – DTC P1612/P1623

Labour Op. No. J000689

Time 0.4 hr

Failure Code 83

Figure 1

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

RECEIVER/SUNSENSOR

MALFUNCTION- HIGH AMBIENTS

VT, VX, WH

(GROUP 12) TL0109-1202

PROBLEM DESCRIPTION

Customers may complain of poor range or that

their remote is inoperative when attempting to

unlock their doors. This predominantly occurs

in warm/hot weather.

Root cause investigation has found high

ambient temperatures can cause a malfunction

of one of the capacitors on the

sunsensor/receiver circuit board.

PRODUCTION RECTIFICATION

Revised sunsensor/receivers with a higher

tolerant capacitor have been introduced into

production from;

ISOVIN: Build Date:

6G1HL52FX2L765433 28/08/01

SERVICE RECTIFICATION

To diagnose this condition:

1. Confirm normal 4 metre remote range is

achievable with passenger compartment

cool.

2. Use a 150 Watt lamp applied to the remote

receiver for 5 mins maximum.

3. Recheck remote range – if less than 4

metres from the drivers side door when hot

but more than 4 metres range when cold,

then remote receiver is defective.

4. Replace part.

5. Contact Australian Arrow (03 9785 0792) if

further assistance is required in diagnosing

the remote receiver.

PARTS INFORMATION

Part numbers of the revised

sunsensor/receivers have not changed but

are labelled with the following identifiers:

“VX RX” on part number 92051734

“VX SUN” on part number 92050898

Part No: Description: Qty:

92051734 All VT & VX Exec, VU

Receiver (remote key)

92050898 VX (Berllna & Calais),

Receiver/Sunsensor

(remote key)

WARRANTY CLAIM INFORMATION:

Use existing Labour Times information in

Warranty Information section of current SIP

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

FRONT WIPER BLADES-NOISY

XC BARINA

(GROUP 1) TL0109-0103

An advanced copy of this bulletin was

published in All Dealer Letter 68/01

PROBLEM DESCRIPTION

PIRs received describe complaints of front

windscreen wiper blade operating noise

excessive, as a result of wiper blade judder.

Investigations have shown the wiper blade

profile and material causes an incorrect attack

angle and high noise level as a result of blade

deformation.

PRODUCTION RECTIFICATION

Wiper blades with a revised profile and

manufactured from an improved rubber

material were introduced into production from:

ISOVIN: Build Date:

WOLOXCF6814272636 29/5/01

SERVICE RECTIFICATION

On vehicles with complaint of noisy front wiper

blades:

• Clean windscreen glass and rubber wiper

blade to remove all pollution deposits and

foreign material contamination.

• Activate wipers and listen for wiper blade

noise.

• If this fails to provide satisfactory wiper

blade noise levels, replace blades with new

parts.

• Revised wiper blades are temporarily

identified by a yellow dot affixed to the part

number label.

PARTS INFORMATION

To identify the revised parts a yellow dot has

been affixed to the packaging label. This is

only a temporary measure. As of October 1

2001, parts procured from HSPO will not have

the yellow dot identifier.

Part No: Description: Qty:

09196102 Set- Front windscreen

wiper blades

WARRANTY CLAIM INFORMATION:

Use existing Labour Times information in the

Warranty Information section of current SIP

CD.

STOP LAMP SWITCH REVISION

JS, TS

(GROUP 12) TL0109-1205

Refer to previous Service Techline on this

subject contained in issue 4/2001, page 22.

As highlighted in the previous Techline

technicians are requested to only use parts

with date codes of 370 or greater.

The switch date code is located as shown in

Figure 1.

Date Code interpretation: 370

First two digits (week) - 37 = Week 37

Third digit (year) - 0 = Year 2000

Attention Parts Managers.

New switches with date codes less than 370

must be returned to HSPO for credit. Refer

HSPO Parts Techline PT72 dated 24 Aug

2001

Update

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

HEADLAMP FOGGING OR WATER

ENTRY

VX, VU

(GROUP 12) RE-ISSUE TL0109-1204

This Service Techline supersedes the previous

Techline on this topic Issue 2, Feb, 2001 page 10.

This previous Techline should be destroyed.

PROBLEM DESCRIPTION

PIR’s have been received which mention

headlamps with fogging or water entry.

REPAC also receive many headlamps

replaced under warranty for complaint of

fogging/water entry. As a result, this

Techline is provided to ensure technicians

understand:

- The VX vented headlamp design

- How to clear minor fogging.

- Criteria for headlamp replacement due to

water entry.

Headlamp Design….

These are vented lamps with clear lenses (no

optics) and therefore are more prone to

showing signs of any moisture present within

the lamp.

The design of vented lamps can result in the

formation of minor condensation (fogging) on

the inside surface of the lens under certain

operational and climatic conditions.

For example, in humid weather, when vehicles

are parked and headlamps turned off after

prolonged usage, moisture laden air is drawn

into the lamp via it’s vent system and

condenses on the lens as it cools down. This

minor condensation (fogging) will usually

disperse after 3-4 minutes driving with the

headlamps on.

SERVICE RECTIFICATION

If an owner complains of condensation in

headlamps the first thing to do is determine if

there are signs of normal fogging, or if the

lamp has water entry due to leakage.

Minor Condensation/Fogging…..

This will be in the form of a mist on the interior

surface of the lens. This needs no dealership

action, as the fogging will disperse during the

time the vehicle is left standing or after 3-4

minutes driving with the headlamps on.

Service advisors should be advising

customers of this headlamp characteristic to

avoid future complaints of minor fogging.

Water Entry….

A headlamp lens with severe fogging with

water droplets, or a visible amount of water in

the bottom of the headlamp must be

investigated to determine the cause of water

entry.

Possible causes of water entry are as follows:

a) Vent tubes, dust caps and/or dust cap

seals missing, or incorrectly fitted.

b) Turn signal and/or six pin electrical

connector is incorrectly fitted.

c) Lens housing seal leak. (this is unlikely as

the headlamp supplier pressure tests every

production headlamp). If this is suspected –

the lamp will require replacement.

NOTE: Where water has leaked in via

connector, caps, etc, that have been re-fitted

it may be necessary to leave the headlamps

on for up to 30 minutes to clear the remaining

condensation. If this does not clear water

droplets or if visible “water marks” are left on

the inside of the lens, the lamp will require

replacement.

If a lamp is replaced for water entry, a clear

description of diagnosis and approximate

amount of water entry should be quoted on

the Defective Material Tag on replaced part.

Engine bay cleaning precaution….

High pressure water should not be directed at

the rear of the lamp as this can lead to water

entry through the lamp’s vent system.

WARRANTY CLAIM INFORMATION:

Use existing Labour Operations and times as

shown in Warranty Information in SIP, if

headlamp replacement is required.

Warranty Managers, Please Note:

A clear description of diagnosis, and estimate

of amount of water entry seen, should be

quoted on the defective material tag on the

replaced headlamp.

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

SPRING BLOCK REMOVAL DURING

PRE-DELIVERY CHECK

XC SRi

(GROUP 3) TL0109-0301

This information is repeated from All Dealer

Letter 67/01.

This is to advise Holden Dealerships that

spring blocks need to be removed from the

front suspension of SRi series XC Barinas.

This model is fitted with a body kit that

includes a front spoiler. The spoiler has

reduced ground clearance compared to

standard Barina, to the point where blocks are

fitted to the springs in order to move them

safely on and off transporters.

Vehicles will still have the spring blocks in

place when received by your Dealership, and

will require removal before delivery to the

customer (in much the same way as HSV

cars). This involves hoisting the car so the

front springs are unloaded, and removing one

moulded plastic block from each front spring.

Figure 1 depicts the typical design and

location of the spring blocks.

Figure 1

Please ensure you remove the spring blocks

from all SRi Barinas your dealership receives.

IGNITION KEY - LOSS OF

SYNCHRONISATION

XC, TS, JS, TT

(GROUP 12) TL0109-1203

PROBLEM DESCRIPTION

Many remote keys from above models,

(particularly J car) returned to REPAC under

warranty cannot be faulted. A possible

reason for this is that the keys may have lost

“Synchronisation”.

SERVICE RECTIFICATION

When investigating complaints of remote key

not working the first step should be to perform

the following synchronising procedure which is

in the owners handbook; refer Section 2 –

Locks.

• Switch on ignition. (system will remain in

synchronising mode for 30 seconds ).

• Briefly press any button on the key while it

is in the ignition.

• The central locking system will lock and

unlock to show that the remote control unit

has been “resynchronised”.

If the central locking system does not

operate as described this means that the

key is already synchronised.

If the remote key still does not work after

performing this procedure, further fault

diagnosis will be required.

Warranty Replacement

When replacing a remote key for any reason

please state the customer’s actual complaint.

(i.e. what feature is not working, when,

intermittent fault etc.). This information is vital

for proper analysis of returned parts.

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

LHS O2 SENSOR CONNECTOR -

WATER ENTRY

VTII, VX, VU, WH – All with GEN3 & A/T

(GROUP 6C) TL0109-6C01

PROBLEM DESCRIPTION

The proximity of the left hand side (LHS)

oxygen sensor wiring to the HVAC drain can

result in O2 sensor malfunctioning. An oxygen

sensor connnector that has had water ingress

causing terminal corrosion may result in the

check engine lamp illuminating while driving

&/or a noticable loss in performance. Typical

symptoms of a malfunctioning LHS oxygen

sensor will be the logging one of the following

DTCs:

P0131

P0132

P0134

SERVICE RECTIFICATION

On any vehicle where the LHS O2 sensor has

logged the above trouble codes it is

recommended that as well as fitting a new O2

sensor, the sensor harness connector should

be relocated as per the following procedure.

1. Remove old / damaged sensor on the

LHS ONLY. Inspect & verify the condition of the

electrical terminals on the harness. Harness

replacement may be necessary if terminals are

corroded.

2. Carefully slice the spot tape that keeps

the Neutral Start Back Up Switch & the Oxygen

sensor wiring branches together. Ensure not to

slice through the convoluted tubing as wiring

damage may occur. Refer Figure 1.

HINT. Access to the harness to cut the spot

tape is improved by pulling the harness

through the spring clip to take up any slack.

3. Mount the bracket & the bolt from kit

92145044 to the spare threaded boss on the

LHS rear of the transmission (Refer Figure 2).

Bolt torque should be 5 - 12 Nm. The bracket

has an anti-rotation tab.

4. Mount the new sensor into the exhaust

and tighten between 38 - 48 Nm. Route wiring

as illustrated in Figure 2.

5. Connect the sensor plug from the

vehicles wiring harness.

6. Mount the sensor connector to the new

bracket via the arrow head clip.

7. Clear fault DTCs & complete testing for

further fault DTCs.

PARTS INFORMATION

Part No.: Description: Qty

92145044 Mounting Kit –

contains bracket & bolt

25326439 O2 sensor asm LHS 1

WARRANTY CLAIM INFORMATION

For vehicles repaired under warranty use:

Description Fit LHS O2 sensor & relocate

harness connector.

Labour Op No. J000692

Time 0.5 hr

Failure Code

Figure 1

Update

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

Figure 2

DRIVELINE NOISE, VIBRATION

REPORT FORM

VT,VX,VU,WH

(GROUP OB) TL0109-OB01

To assist our investigations, we request that

should you have an owner complaint of

driveline noises/vibrations, instead of

submitting a PIR, fill out the Report Form

attached to the rear pages of this issue and

fax to EDAG FUTURE on 03 9552 8104.

(This form will be counted as a PIR in the

normal manner).

The information provided on this report will

help to more accurately identify what owners

are complaining about so that Holden can

address these issues.

Update

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

FRONT SEAT BACK PANEL RETAINING

CLIPS BREAK

VT, VX, VU, WH

(GROUP 1) TL0109-0102

PROBLEM DESCRIPTION

Front seat back panel retaining clips break on

removal.

PRODUCTION RECTIFICATION

A new clip design with added rib (see Figure 1)

made from a more durable material was

introduced into production from vehicle

breakpoint:

ISOVIN: Build Date:

6H8VXK69A1L735911 29/5/01

SERVICE RECTIFICATION

Replace broken clips with new parts from

HSPO. The part number has not changed

however all stock of clips has been checked to

ensure that only the revised clips are serviced.

Revised parts are shipped in HSPO packaging

with a packaging date of 25.06.01 or later.

PARTS INFORMATION

Part No: Description: Qty:

92140918 VX, VT, WH, VU

Retainer, Front Seat

Back Cover

WARRANTY CLAIM INFORMATION:

Use existing Labour Times information in

Warranty Information section of current SIP CD

Figure 1

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

FUEL FILTER REMOVAL INSTRUCTIONS

VT, VX, VU, WH

(GROUP 8) TL0109-0802

PROBLEM DESCRIPTION

PIRs received from dealerships highlight that

the fuel filter quick connect fittings can become

damaged during the course of filter

replacement.

This techline provides service personnel an

advanced copy of the service procedures

necessary to successfully remove the fuel

filter and avoid any damage to the

connections. These instructions will be

included in the next Passenger SIP CD.

version 3.8

FUEL FILTER

REMOVE

IMPORTANT Relieve the fuel system pressure before

servicing any fuel system connection. Refer to the Fuel

Pressure Relief Procedure in 3.11, FUEL CONTROL

SYSTEM in this Section.

1. Relieve fuel pressure as described in 3.11, FUEL

CONTROL SYSTEM - Fuel Pressure Relief

Procedure in this Section.

2. Disconnect battery earth lead.

3. Raise rear of vehicle and support on safety stands,

refer to Section OA, GENERAL INFORMATION in

the VT Service Information.

4. Place a drain tray beneath fuel filter.

5. Remove the fuel filter from the retaining bracket (1)

with the fuel lines still connected to the fuel filter to

allow easier access.

Fuel Filter Retaining Bracket

QUICK CONNECT FITTINGS

(PLASTIC COLLAR)

6. Grasp the quick-connect fittings both sides of the

fuel filter. Twist the female connectors 1/4 turn in

each direction in order to loosen any dirt within the

quick-connect fitting.

Fuel Filter & Quick-connect Fittings

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

FUEL FILTER

QUICK CONNECT FITTINGS

(PLASTIC COLLAR)

7. Grasp the quick-connect fittings both sides of the

fuel filter. Twist the female connectors 1/4 turn in

each direction in order to loosen any dirt within the

quick-connect fitting.

Fuel Filter & Quick-connect Fittings

8. Using compressed air, blow any dirt out of the

quick-connect fitting to aid the release of any

tension or binding on the release tabs .

IMPORTANT:

Wear safety glasses when using compressed air in

order to prevent eye injury.

Cleaning Quick-connect Fittings

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

9. Hold the fuel filter firmly in one hand to support the

filter.

10. Using your other hand, grasp one of the quick-

connect fittings.

11. Squeeze the plastic retainer release tabs (1) on

each side of the fitting while pushing the fitting firmly

toward the fuel filter to release any tension on the

release tabs.

Quick-connect Fitting Release Tabs

12. With the tension release tabs still held in the

squezed position, move the complete quick-connect

fitting away from the fuel filter to separate the

connector fitting from the fuel filter.

13. Apply the same method from step 8 to 11 for the

remaining quick-connect fitting.

Disconnecting Quick-connect Fittings

Without Special Tool

14. Alternately for steps 8 to 11, use tool AU533 to

squeeze the release tabs, release the quick connect

fittings and remove both fuel pressure hoses from

the fuel filter.

15. Remove fuel filter from vehicle and disguard safely

remembering that some fuel will still remain in the

filter.

Disconnecting Quick-connect Fittings With

Special Tool

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

REINSTALL

IMPORTANT The fuel filter (7) must be installed with the

flow arrow (6) on its body pointing in the same direction

as the fuel flow to the front of the vehicle.

Fuel Filter Installation

IMPORTANT Before connecting fuel filter quick-connect

fittings, always apply a few drops of clean engine oil to

the male ends of the fuel filter.

This will ensure proper reconnection and prevent a

possible fuel leak.

During normal operation, the O-ring located in the

female connector will swell and may prevent proper

reconnection if not lubricated.

1. Apply a few drops of clean engine oil to each male

fuel filter end.

Quick-connect Fitting Seal lubrication

HOLDEN SERVICE TECHLINE _______________________________________________________SEPTEMBER, 2001

2. Push both the quick-connect fitting and the fuel filter

together in order to cause the retaining tabs to snap

into place. Apply this method to both ends of the fuel

filter and the respective quick-connect fittings.

Re-installation Of Quick-connect Fitting To

Fuel Filter

3. Once installed, pull and push on both the quick-

connect fitting and the fuel filter in order to make

sure the connection is secure. Apply this method to

both ends of the fuel filter and the respective quick-

connect fittings.

Quick-connect Fitting To Fuel Filter Check

4. Install a new fuel filter with a new retaining bracket

(1).

5. Connect battery earth lead.

6. Check for fuel leaks, refer to 3.11, FUEL CONTROL

SYSTEM – Leak Testing in this Section of the VT

Service Information.

7. Remove safety stands and lower vehicle.

Re-installation Of Fuel Filter To Retainer Bracket

TICK ALL BOXES THAT ARE RELEVANT TO YOUR CONDITION!

DEALER

Date: Dealer Name: Dlr Code:

VEHICLE DATA

ISOVIN: Odometer:

Vehicle Model: VT VX VU WH Build Date:

ENGINE

Engine: V6 V6 S/C V8

DRIVETRAIN

Transmis sion: Manual Automatic

Rear Axl e: Standard LSD

Wheels/Tyres:

Standard wheels and OE tyres

Standard wheels and replacement tyres

Tyre brand, type, size:

Non-Standard wheel s and tyres

Rim size, ty r e br and, type, size:

COMPLAINT

What did your customer complain about (in t heir words)?

Can you reproduce the customer complaint? Yes No

How would you describe the compl aint?

Is the complaint evi dent at ALL road speeds or s pecific road speeds?

All Specific (please list all road speeds if more than one) :

a) km/h b) km/h c) km/h

Is the complaint evi dent at ALL engi ne s peeds or speci fic engine speeds ?

All Specific (please list all engine speeds if more than one):

a) rpm b) rpm c) rpm

Driveline Noise, Vibration

and Refinement Report

Is the complaint evi dent in ALL gears or specifi c gears?

All Specific (please list all gears if more than one) :

a) gear b) gear c) gear

Engine Load:

No load Light Load Medium Load Heavy Load Any Load

When does it occur ?

Stationary Accelerating from stationary

Light Accelerati on Heavy Acceleration

Cruising at constant speed Coasting

Light Decelerati on Heavy Deceleration

Braking After Braking

Forward travel Reversing

Steering wheel straight ahead Steering wheel of f centre

Steering wheel at full lock

Transmission Upshif t Transmission Downshift

VIBRATION

Can the condit ion be felt (v ibrati on)? If yes, what word do you feel describes it?

Shake Roughness

Buzz Tingling

Where can you feel it?

Body Floor

Seats Brake Pedal

Accelerator Clutch Pedal

Gear Lever Steering Wheel

NOISE

Can the condition be heard (noise)? If yes, what word do you feel descr ibes it ?

Boom Moan or Drone

Howl Whine

Squeal or squeak Thump

Beat Shudder

Chatter Clunk

From which dir ection does t he noise appear to come from?

Front Left Front Centre Front Right

Centre Left Centre Centre Right

Rear Left Rear Centre Rear Right

Can’t determine

Please pri nt your name:

Fax this form directly to EDAG FUTUR E on Fax N o. (03) 9552 8104

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

DOOR CHECKLINK BOLTS LOOSE

(GROUP 01) TL0110-0101

PROBLEM DESCRIPTION

Door checklink attaching bolts loosen.

Investigations show root causes to be:

• Attaching bolts (item 3 in Figure 1) not to

specification

• Relaxation of clamping torque ex factory.

• Stripped threads caused by overtightening

of bolts (above 6.5Nm)

Figure 1.

PRODUCTION RECTIFICATION

Revised checklink attaching bolts with closer

controls on tightening torque have been fitted

to vehicles from:

ISOVIN: Build Date:

W0L0TGF4815283442 05/06/2001

SERVICE RECTIFICATION

On complaint vehicles fit revised checklink

attaching bolts part number 13104167 and

torque to 4.5 to 5.0 Nm.

PARTS INFORMATION

Obtain following parts from HSPO:

Part No.: Description: Qty:

13104167 Bolt Checklink to

door.

2 per

door

Note: These same bolts are now also used

on TT, JS and XC models.

WINDSCREEN WASHER NOZZLE AIM

INCORRECT

VX, VU, WH

(GROUP 01) TL0110-0102

PROBLEM DESCRIPTION

On some vehicles the washer nozzle may

direct water too high on the windscreen.

PRODUCTION RECTIFICATION

Revised washer nozzles with revised aim

(lowered) have been fitted to vehicles from:

ISOVIN: Build Date:

6H8VTX69F1L673317 8/12/00

SERVICE RECTIFICATION

As the twinjet nozzles are non adjustable,

complaints of this nature can only be rectified

by fitting new nozzles.

PARTS INFORMATION

Use following parts from HSPO.

Part No.: Description: Qty:

92092007 Nozzle - twin jet. As

reqd.

WARRANTY CLAIM INFORMATION

Use existing Labour Times information in

Warranty Information section of current SIP

Update

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

THROTTLE POSITION SENSOR –

WATER ENTRY

SB with C14SE engine

(GROUP 6C) TL0110-6C02

PROBLEM DESCRIPTION

Analysis of failed Throttle Position Sensors

from SB Barinas shows that water has been

entering the electrical connector and migrating

to the sensor assembly causing it to fail.

SERVICE RECTIFICATION

Whenever removing the Throttle Position

Sensor connector for any reason, liberally

apply silicon grease (part number M40347) to:

1. the internals of the electrical connector.

and

2. the outside of the connector where the

wires enter the connector. Refer Figure 1 for

location.

Figure 1

PARTS INFORMATION

The silicon grease is available from HSPO.

Part No.: Description: Qty:

M40347 Grease Silicon 1

WATER ENTRY INTO ELECTRICAL

CONNECTORS IN ENGINE BAYS

ALL

(GROUP OB) TL0110-OB01

SERVICE CAUTION

On some VT, VX and WH models, dealers

have submitted PIRs describing customer

complaints of various warning lights

illuminated on the dash.

Dealer investigation has found water entry into

the electrical connector on the ABS

modulator.

Further investigation has found the cause of

water entry to be steam cleaning of engine

bays by dealers during pre-delivery or

servicing.

As far as practicable, avoid unnecessary

steam cleaning or high pressure washing of

the engine bay of ANY Holden vehicle.

Vehicle engine bays contain many electrical

modules and connectors. These are

designed to protect electrical circuits from

water entry under normal driving conditions (ie

“splash” from the road), but not water from

high pressure and high temperature washing

equipment.

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

RADIATOR DAMAGED BY A/C

DISCHARGE PIPE MUFFLER

TS with X18XE1 engine & A/C

(GROUP 2) REISSUED TL0110-0201

This Techline supersedes the previous Techline on

this subject (Issue 3, March 2001, page 10) which

should be discarded. It is revised by adding cable

ties to prevent the muffler dislodging from bracket.

PROBLEM DESCRIPTION

On some vehicles the A/C Discharge Muffler

may come into contact with the radiator if the

insulation sleeves on the A/C Discharge

Muffler pipe fail or the sleeves dislodge. This

condition has the potential to cause radiator

leaks by abrasion of the radiator core.

This problem only effects TS models built

prior to MY01.

PRODUCTION RECTIFICATION

The A/C discharge pipe muffler has been

removed from Model Year 01 vehicles

commencing from:

ISOVIN: Build Date:

W0L0TGF4815000001 15/08/2000

SERVICE RECTIFICATION

Whenever a pre - MY01 TS model Astra is

presented to dealerships for service work of

any type the following inspection and

procedure should be performed. (This is

shown in flowchart form on the next page.)

1. Raise the vehicle on a hoist.

2. Inspect radiator for signs of abrasion from

the A/C Discharge Muffler Assembly. If

the radiator core is damaged, the radiator

should be replaced. If only fin damage is

observed, do not replace radiator for this.

3. Remove the two Torx head screws that

retain the A/C Discharge Muffler Assembly

to it’s mounting brackets. TAKE CARE! –

the muffler is close to the exhaust

manifold, which may be hot. Refer to

Figure 1.

4. Twist the muffler so it is located between

the subframe and the exhaust manifold.

5. Remove the muffler from it’s mounting

bracket. NOTE: Do NOT bend the

retaining clips or they will not firmly retain

the muffler when it is refitted!

6. Inspect A/C pipe insulation sleeves. – If the

insulation sleeve/s are damaged or

missing, fit new sleeve/s – using P/N

09131825 Damper Strip (which provides

enough material to make two sleeves).

7. Apply tape (from approved tapes list) to

both insulation sleeves on each end of the

muffler body. The tape should be wound

around the pipe and insulation sleeve,

attaching first to the pipe from the end of

the sleeve, then fully covering the

insulation sleeve and ending on the

muffler body. Refer to Figure 2.

Return the muffler to its original position

and clip the mounting bracket back onto

the muffler.

8. Attach 2 cable ties p/n 92138154, one each

side of the muffler, as shown in figure 3.

Ensure the cable ties are firmly in place

around the clip.

9. Reattach the muffler mounting bracket

using the previously removed Torx head

screws.

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

Figure 2.

Figure 3

PARTS INFORMATION

Use the following part if the sleeve/s are

severely damaged or have dislodged from the

muffler pipe/s or dislodged:

Part No.: Description: Qty:

09131825 Damper Strip, A/C Pipe 1

92138154 Cable tie 2

Approved Tapes

For the above procedure, ONLY tape

conforming to Holden Specification HN 1230

(specific thickness, heat resistance, cloth

based) must be used. Tapes that meet this

specification are shown in following table.

Supplier Description/Size

Cling

Adhesives

Cloth Tape - Cling C25, or Part

No. RB46, 48mm x 20Meters.

Available

from:

Bunnings Store

Bursons

Dick Smith Stores

3M Y389 Cloth Tape, Silver or

Black (also known as “Gaffer

Tape”) 50mm x 50Meters,

Available

from:

Bunnings Stores

Blackwoods

A. E. Baker

WARRANTY CLAIM INFORMATION

Description Re-Attach A/C Discharge

Muffler Insulation

Labour Op. No. D000227

Time 0.4 hr

Failure Code 27

If replacing damaged radiator use existing

Labour Times information in Warranty

Information section of current SIP CD

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

HEATER CORE & RADIATOR

FAILURES CAUSED BY LACK OF

COOLING SYSTEM SERVICE

V & W MODELS

(GROUP 2) TL0110-0202

PROBLEM DESCRIPTION

There have been several cases recently

brought to our attention where radiator and

heater core failures (due to corrosion) have

occurred because of poor maintenance of the

coolant and cooling system.

In some cases there have been repeat

failures of radiators or heater cores soon after

replacement.

The main causes for corrosion failure of

radiators and heater cores are:

1. System filled with coolant not meeting

Holden specifications for the model.

2. System contaminated by mixing coolant of

different types.

3. Coolant diluted by topping up with water.

4. Repeat failures result from not thoroughly

flushing out system prior to fitment of a

new radiator or heater core.

SERVICE RECTIFICATION

To reduce the risk of corrosion failures of

radiators and heater cores we strongly

recommend the following points be observed:

1. Only fill the cooling system with coolant

meeting Holden specifications for the

model.

2. Never mix coolants of different types.

3. Only top-up with premixed coolant

(50%water + 50%coolant).

4. Conduct regular cooling system service as

per maintenance schedule in owners

handbook.

5. Always thoroughly flush out cooling system

prior to fitment of a new radiator or heater

core. For information on cooling system

flushing procedures refer to Holden SIP CD

under section on Cooling System

Maintenance for the specific engine type.

(V6, V6 s/c, 5.0l V8 or Gen3)

BRAKE SQUEAL RECTIFICATION

TS – Non-ABS models only

(GROUP 5) TL0110-0501

PROBLEM DESCRIPTION

Some non-ABS equipped TS Astra vehicles

may exhibit a squeal noise under braking.

New front brake pads have been released to

address this squeal.

The new pads have the leading and trailing

edges of the friction material chamfered to

move the squeal frequency outside the

audible range.

PRODUCTION RECTIFICATION

The revised brake pads are due to be fitted

sometime during Model Year 2002. When

this happens, details will be added to the

Service Techline Breakpoint Summary.

SERVICE RECTIFICATION

To address customer complaints, fit the

revised brake pads. These brake pads are

available from HSPO.

PARTS INFORMATION

Part No.: Description: Qty:

93171035 Pad Set-Front Brake 1

WARRANTY CLAIM INFORMATION

Use existing Labour Times information in

Warranty Information section of the current

SIP CD.

Update

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

CRANK ANGLE SENSOR

INSTALLATION PRECAUTION

JS 4 Cyl.

(GROUP 6C) TL0110-6C04

A Service Techline published in Issue 2,

March 2000, page 5, advised of the

introduction of a revised crank angle

sensor (09174621) into engine production.

That production breakpoint is repeated as

follows:

CRANK ANGLE SENSOR 09174621

PRODUCTION BREAKPOINT

Revised crank angle sensors p/n 09174621

with increased harness length have been

fitted to engines from:

ENGINE NO. Build Date:

C22SEL25014889 Jan 2000

The length of wiring on crank angle sensor

p/n 09174621 has been increased over that

on the superseded sensor p/n 90506103. The

reason for this increase in length is to improve

allowance for engine movement whilst

retaining the original harness routing.

Therefore, whenever installing a new sensor

DO NOT route or retain the harness any

differently to the original harness. Failure to

comply with this may result in stress to the

harness and the internal connections of the

sensor - resulting in a repeat failure, or an

intermittent connection problem that would be

difficult to diagnose.

INLET MANIFOLD GASKET LEAKS

(CRACKING)

ALL ISUZU V6 ENGINES

(GROUP 6A) TL0110-0601

PROBLEM DESCRIPTION

Customers may report that the engine runs

rough or makes a “hissing sound”.

The inlet manifold to head gasket may be

cracked due to stresses caused by heat

expansion and contraction.

PRODUCTION RECTIFICATION

A revised inlet manifold has been introduced

in production from the following breakpoint.

ENGINE No.

845194

SERVICE RECTIFICATION

Replace the inlet manifold gasket as per the

appropriate workshop manual.

Note: There is no need to separate the inlet

manifold into two halves unless the common

chamber gasket is suspected to be leaking.

Please PIR any post breakpoint failures on all

vehicle models fitted with this engine.

Indicate if the vehicle is fitted with an

approved LPG system (LPG Rodeo only).

PARTS INFORMATION

Part No.: Description: Qty:

8972375380 Gasket – Inlet

Manifold to

Cylinder Head

WARRANTY CLAIM INFORMATION

Description Gasket, Intake - Replace

Labour Op. No. J020700

Time 1.8 hr

Failure Code 42

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

A/T SHIFTER ASSEMBLY –

UNNECESSARY REPLACEMENT

VT, VX, VU, WH

(GROUP 7B) TL0110-7B01

PROBLEM DESCRIPTION

Investigations into returned parts at Repac

show that A/T Shift Control Bases are being

replaced for only minor component damage –

which can be repaired by replacement of

these components within the shift control base

assembly.

SERVICE RECTIFICATION

Where a damaged component is found within

the A/T Shift Control Base Assembly –

replace the damaged part ONLY – do NOT

replace the complete assembly. Figure 1

(extract from Partfinder,VX) shows those

minor components that are available as spare

parts.

PARTS INFORMATION

It is suggested that your Parts Department

retain a small stock of the individual

components within the A/T Shift Control Base,

as shown in Figure 1 for those situations

where only a minor component requires

replacement. Refer to PartFinder for part

numbers.

WARRANTY CLAIM INFORMATION

REPAC will continue to monitor returned A/T

Shift Control Bases to determine the reason

for replacement, and in future, REPAC will not

accept warranty claims where a complete

base is replaced when only a minor internal

component requires replacement.

Figure 1.

Key Nos.

15- Base assembly –A/T shift control

16- Pin,handle 17- spring-button

18- attaching stud 19- split bush

20 Bush 21- Cap lower base

22- Seal O ring 23- Screw cap retainer

24- Seal

FRONT HUB DUST CAPS DELETED

XC MODEL YEAR 2002

(GROUP 03) TL0110-0301

The front wheel hub dust caps p/n 90539001

are no longer fitted to XC Barinas. This

change applies to all vehicles built from the

middle of July 2001.

NOTE: Vehicles built without these caps are

not to have them fitted.

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

ENGINE STALL DIAGNOSIS

NON - IACV RELATED CAUSES

JR, JS, C20SEL, C22SEL

(GROUP 6C) TL0110-6C01

When diagnosing engine stall complaints on

the above models the following potential

causes of stall must be investigated prior to

focussing on the IACV.

• Secondary PCV hose (damaged)

• MAF sensor (electrical problems)

• Relays. (poor engagement)

• Crankshaft or camshaft sensor. (pre

breakpoint parts)

NOTE: As a general rule, any stall that occurs

above 4km/h is not IACV related, and requires

diagnosis to ensure a cause is found and

corrected.

DAMAGED SECONDARY PCV HOSE

Stalling may be caused if the secondary PCV

hose (Item 2 shown in the diagram below) is

split or torn, or the inner hose walls deteriorate:

Damage (split or torn): allows air to by-

pass the mass airflow sensor, leading to

incorrect airflow readings which affect the

engine fuel ratio (runs lean). A DTC P0100

may be set.

Deterioration of hose inner walls: allows

particles of the deteriorated hose material

to separate from the hose, and these may

become lodged in the ‘early design’ or “old”

IACV leading to a stall. This will not occur

with the ‘later design’ or “new” IACV –

however, the hose should be examined and

replaced where necessary.

NOTE: Kinking, or clamping any other

components to the secondary PCV hose is

NOT permitted.

MAF SENSOR

Stalling associated with the MAF Sensor can

occur either while vehicle is moving or

stationary. Usually a DTC P0100 is set. (this

DTC may also be set by a fluctuating idle, so

correct diagnosis of type of stall is required).

Some findings on failed MAF Sensors have

been:

♦ Fretting corrosion of the MAF Sensor

terminals. (Replace suspect terminals.)

♦ Connectors not fully or correctly installed.

(Check connections and re-install if required.)

♦ Incorrect routing or attachment of sensor

wiring. (Check wiring against a known OK

vehicle to ensure the wiring is not run in an

incorrect routing, so it does not pick up any

‘stray’ electrical signals from other wiring or

components.)

RELAY INCORRECT FITMENT

If the “Fuel pump” or “injection valves” relays

are not properly fitted – with their terminals fully

engaged in the mating connector/wiring, a stall

may be caused. Check relays for full and

proper connection, re-install if required. Some

relays are a very tight fit and may not have

been fully seated on fitting or subsequent

replacement.

CRANKSHAFT OR CAMSHAFT SENSOR

Refer to Techline bulletins of February and

March, 2000 relating to these sensors –

available on your SIP CD. Replace pre-

breakpoint parts.

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

ENGINE STALL AT IDLE OR HIGH

ENGINE IDLE SPEED

JR, JS, C20SEL, C22SEL

(GROUP 6C) TL0110-6C02

This Techline supersedes the Draft copy sent

out with All Dealer Letter 69/01. It includes a

revised method for checking and resetting Base

Idle (by IACV step method) and a table showing

Old & New ECU calibration numbers for

reference.

PROBLEM DESCRIPTION

Some owners may complain of the

following symptoms:

With vehicle speed less than 3km/hr or vehicle

stationary, the engine idle is too high; e.g. 1000

RPM+, and engine may 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 entry to the throttle

body and engine.

When the IACV subsequently “unsticks”

and returns to 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.

PRODUCTION RECTIFICATION

Revised Idle Air Control Valves (IACV’s) have

been fitted to all vehicles despatched from Port

Of Entry facilities commencing 24th Sep. 2001.

SERVICE RECTIFICATION

On vehicles with the above symptoms perform

diagnosis to determine if the IACV is in fact the

cause of the problem. Refer to previous

Techline item in this issue titled “Engine Stall

Diagnosis - Non IACV related causes”. After

confirming that nothing else is causing the stall,

proceed to fit the latest “diaphragm type” IACV

using the following procedure.

1. Remove old IACV and install new

diaphragm type IACV and gasket as per

procedures shown in TIS CD.

2. Fit the patch harness (refer Figure 1) – this

is an interface patch harness to connect the

existing vehicle wiring harness to the new

IACV.

Figure 1.

3. Use a tie strap to firmly bind the wiring

harness connector to the IACV connector

as shown in Figure 1. Cut off any excess

strap.

4. Use TIS 2000 CD version 23 or later (and

Tech 2 Software Version 10.300 or later), to

flash program the “New IACV” calibration

into the vehicle via TIS Service

Programming System (SPS).

Refer to Flash Programming Details and

Calibration Part Numbers below.

Update

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

Flash programming Details:

Select the vehicle parameters that apply to

the vehicle being programmed.

For example: Holden; VECTRA-B; 2000;

C22SEL Engine,

THEN, for “Type of Idle Air Control Valve”

select “New IACV (PN.: 92 065 903)”,

THEN, select the “Type of Transmission”.

When type of Trans. is selected, if you are

prompted for either “Short Y” or “Long Y”

types of exhaust system:

“Short Y” exhaust front engine pipe has a “Y”

(2 into 1) joint directly below the front of the

engine block; “Long Y” exhausts have the Y

joint further rearward approximately in line

with the sump plug.

NOTE. “Short Y” is used with F18 M/T.

“Long Y” is used with later F23 M/T

introduced in JSII from L482379 22/7/99.

Model Old

Calibration No.

New

Calibration No.

JR & JS C20SEL 90569364.**** 92066071.2657

JS 1, C22SEL

(Short Y front

pipe)

92059405.**** 92066073.2658

JS 2, C22SEL

(Long Y front

pipe)

92085493.2659 92066074.2660

After reprogramming is completed proceed as

follows.

5. CHECK FOR AND REMOVE

PREVIOUSLY SET BASE IDLE AS PER

FOLLOWING STEPS (a) to (d).

Failure to remove any previously set base

idle could affect the operating

characteristics of the new IACV.

(a). With Tech 2 connected select the Data

Display screen, start the vehicle and allow it

to come to operating temperature (greater

than 70 deg C coolant and inlet air temp

between 20 - 30 deg C) with moderate to

high underbonnet temperatures)

(b). With A/C OFF check "IACV steps" at

idle. If "IACV steps" is less than 20 a base

idle was previously applied. If greater than

20 steps no adjustment is required.

(c). Loosen the idle screw and decrease

the Throttle Position until the IACV steps

are above 20-25 steps with the A/C OFF.

(d). Re-tighten idle screw and conduct a

final check of the IACV steps.

6. Apply a Service History Label (SD-28177)

to the back of the fuse panel cover (lower

left corner) and mark the A-3 co-ordinate on

the label.

PARTS INFORMATION

Obtain following IACV kit from HSPO.

Part No.: Description: Qty:

92066066 IACV Kit 1

Following is a list of individual parts in the kit.

92065903 Diaphragm type IACV.

09240103 Gasket

92065904 Patch harness

92138154 Cable tie

WARRANTY CLAIM INFORMATION

Use the following information to claim for the

installation of the new IACV and flash

programming the ECU.

Description Replace IACV

Labour Op. No. J000686

Time 0.6 hr

Failure Code 84

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

AIRBAG WARNING LIGHT

ILLUMINATED - DTC 31

SB, TS & JR/JS

(GROUP 12) TL0110-1201

PROBLEM DESCRIPTION

In some vehicles the airbag warning light may

illuminate and on checking with Tech 2, the

DTC 31 (Drivers Airbag Squib Circuit High

resistance) is found to be present. This

condition usually occurs intermittently.

Investigations of this condition highlighted the

need for improvements to the crimping of

wires within the clockspring harness

connector.

PRODUCTION RECTIFICATION

Clockspring harness connectors with crimping

modifications were introduced into vehicle

production progressively from November

1999. Modified connectors are identified by

their blue backing as shown in Figure 1.

SERVICE RECTIFICATION

The first step in diagnosing the above

condition should be to remove the drivers

airbag and inspect the clockspring harness

connector. If the connector has a “black”

backing the clockspring should be replaced

with a new clockspring from HSPO with the

modified connector (Blue backing).

PARTS INFORMATION

Part numbers of clocksprings were not

changed with introduction of blue backed

connectors.

Part No. Description Qty.

09179297 SB

Contact Unit - Air bag

90535552 SB 3 spoke wheel

Contact Unit – Air bag

90588757 TS

Contact Unit - Air bag

09152055 JR/JS (GL)

Contact Unit - Air bag

09152056 JR/JS (CD)

Contact Unit - Air bag

All HSPO stocks of above parts have been

verified to have connectors with blue backing.

WARRANTY CLAIM INFORMATION

If replacing clocksprings use existing Labour

Times information in Warranty Information

section of current SIP CD.

HOLDEN SERVICE TECHLINE___________________________________________________________OCTOBER, 2001

STEERING GEAR INNER TIE ROD

CLUNK NOISE

VT, VX, WH

(GROUP 9) “REISSUED” TL0110-0901

This Service Techline supersedes the previous

Techline on this subject (refer Issue 4, April 2001)

which should be discarded. Breakpoint details for

rack 92057321 have been added.

PROBLEM DESCRIPTION

Under high temperatures or after long drives,

a clunk/knock may be felt through the steering

wheel on turns, or sufficient body movement

occurs. On examination of the rack, the knock

can be heard/felt coming from the inner tie rod

end.

PRODUCTION RECTIFICATION

An improved inner ball joint with new high-

temperature grease and revised cap material

have been fitted to steering racks in vehicles

from:

ISOVIN: Build Date:

6H8VXL69A1L683674 22/01/01

SERVICE RECTIFICATION

Where diagnosis confirms this complaint, fit a

new steering rack ensuring the rack serial

number is higher than those shown in the

table in Parts Information as follows.

PARTS INFORMATION / BREAKPOINTS

The following information is provided for

dealers to confirm that replacement steering

racks are post-breakpoint parts. Racks with

serial numbers prior to those shown in the

table should be returned to HSPO.

Standard Power Steering (Option N40)

Part No.: Breakpoint Serial No.: Qty:

92057321

up to L492504

12/08/99

K20214

92092815

from L492505

12/08/99

N137524

Variable Effort Power Steering (Option NV7)

Part No.: Breakpoint Serial No.: Qty:

92092816 P017429 1

WARRANTY CLAIM INFORMATION

Use existing Labour Times information in

Warranty Information section of the current

SIP CD.

DRIVELINE NOISE & VIBRATION

REPORT FORM

VT,VX,VU,WH

(GROUP OB) REISSUED TL0110-OB02

In the previous issue of Service Techlines

(9/2001) we introduced a special form for

reporting of driveline noises/vibrations.

A number of dealers have already used this

form to report problems to Holden. These

reports are essential in helping define

problems that customers are experiencing in

the field.

A slight modification has been made to the

form to allow you to comment on the action

you have taken while trying to resolve the

customer's complaint. Revised forms are

attached to the rear of this document for you

to make copies of.

We encourage you to continue using this

report when you are faced with a driveline

noise or vibration issue. Please complete the

form with as much information you can and

fax it to EDAG Future as you would for a

normal PIR.

Update

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

AMBIENT TEMPERATURE SENSOR

MALFUNCTION – WATER ENTRY

VT, VX, WH

(GROUP 2) TL0111-0201

This Service Techline supersedes the previous

Techline on this topic (Issue 5, July, 1999)

which should be destroyed.

PROBLEM DESCRIPTION

The output temperature of the HVAC unit and

the resulting cabin temperature does not

represent the temperature selected via the

ECC control.

This condition may be caused by water entry

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.

PRODUCTION RECTIFICATION

Improved waterproofing/shielding of the sensor,

connector and harness, has been fitted to

vehicles from:

ISOVIN: Build Date:

6H8VXX69A1L674976 15/12/00

SERVICE RECTIFICATION

Summary: Install a revised design ambient

temp. sensor connector with improved

waterproofing. Also install a new ambient

temp. sensor.

Procedure:

1. Place vehicle on hoist and raise to

shoulder level

2. Remove Ambient Air Temp. Sensor from

bracket. Refer Figure 2.

3. Cut harness 100 mm from end of Ambient

Temp. Sensor connector on vehicle

harness and discard. Refer Figure 3.

4. Remove 40 mm of PVC tube from vehicle

harness.

5. Cut 10 mm off green wire on vehicle

harness. (Figure 3)

6. Strip 10 mm off both black and green

wires on vehicle harness. (Figure 3)

7. Obtain white heatshrink tubing from kit

and pre-fit to black wire on vehicle harness.

This heatshrink tubing will need to be slid

up under the vehicle harness PVC tubing.

(Figure 4).

8. Obtain large black heatshrink tubing from

kit and pre-fit to Ambient Temp. Sensor

Connector sub assembly. (Figure 4).

9. Obtain white heatshrink tubing from kit

and pre-fit to green wire on Ambient Temp.

Sensor Connector sub assembly side.

10. Now join corresponding wires of same

colour by neatly twisting exposed copper on

both wires. For a standard twist joint refer

to VR Service Manual Volume 8 page 12P-

12.

11. Solder each twist joint. (the copper ends

should not be left protruding away from the

solder).

12. Slide both white heatshrink tubes so they

cover the exposed copper on both wires.

(Figure 5).

13. Use heat-gun to shrink both white tubes

taking care not to apply heat to the large

black heatshrink tubing at this stage.

14. Slide large black heatshrink tubing over

both wires. The heatshrink tubing should

cover both ends of the PVC tube. Refer

Figure 6.

15. Use heat-gun and shrink the tube

completely.

16. Fit new Ambient Temp. Sensor to harness

connector and refit to bracket.

17. Lower vehicle and check outside

temperature function operates correctly.

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

PARTS INFORMATION

Obtain the following parts from HSPO.

Part No.: Description: Qty:

92144967 Kit, Ambient Temp.

Sensor Repair

09152245 Sensor Asm. –

Ambient Temp.

WARRANTY CLAIM INFORMATION:

For warranty claims use following.

Description Replace Ambient Temp

Sensor Connector

Labour Op. No. N000360

Time 0.5 hr

Failure Code 51

Figure 1.

Figure 2.

Figure 3.

Figure 4.

Figure 5.

Figure 6.

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

REAR WIPER INOPERATIVE

TS (Hatch)

(GROUP 12) REISSUED TL0111-1201

This Techline is reissued for the purpose of

highlighting to dealers that this service fix

must be applied in preference to replacing the

wiper motor assembly. REPAC will monitor

returned parts and in future, will not accept

warranty claims where it is obvious that this

service fix has not been applied.

PROBLEM DESCRIPTION

Rear wiper may fail to operate when the wiper

switch is operated, or may stop during

operation for no apparent reason.

The cause has been defined as poor adhesive

bonding of the wiper motor cover (carrying the

electrical contacts) to the wiper motor

housing.

No damage is suffered to the contacts or

motor assembly, and it can be reassembled.

PRODUCTION RECTIFICATION

Rear wiper motors, with improved adhesive

bonding, were introduced from:

ISOVIN: Build Date:

W0L0TGF4815059976 18/10/00

SERVICE RECTIFICATION

To rectify cases of “wiper inoperative” where

no electrical wiring fault is found, the wiper

motor can be removed and the motor cover

can be re-adhered to the wiper motor body as

follows:

1. Remove wiper motor assembly from

tailgate as per TIS 2000 instructions in TS

Astra Electrical Equipment and

Instruments, section: “Rear Screen Wiper

Motor, Remove and Install”.

2. Remove the wiper motor cover (black

plastic) by carefully prising it off with a flat

bladed screwdriver – Refer Figure 1 below

- do not damage the cover, as it is to be

re-fitted to the wiper motor.

Figure 1

3. Remove all traces of oil/grease from the

attaching surfaces of the cover and motor

using an organic solvent such as Acetone

or MEK (Methyl Ethyl Ketone). NOTE: As a

standard procedure, use these solvents

only in a well ventilated area: it is

recommended to keep skin contact to a

minimum, or use impervious gloves when

using such solvents.

4. Apply adhesive (either “Loctite 480 Instant

Adhesive”, or “Permabond C737 Black

Magic”) to the wiper motor surface

previously cleaned – Refer Figure 2 below -

and quickly fit the cover to the motor,

ensuring it is correctly aligned. Hold the two

parts together for one minute and apply

enough pressure to ensure the adhesive

spreads evenly over the mating surfaces.

Figure 2

5. After the one minute curing time, the wiper

motor assembly can be re-fitted to the

vehicle.

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

PARTS INFORMATION

Solvents and adhesives mentioned are

available from commercial suppliers; they are

not stocked by HSPO.

A rear wiper motor assembly should only be

replaced if the procedure above is

unsuccessful.

WARRANTY CLAIM INFORMATION:

Description Re-Adhere Rear Wiper

Cover to Motor

Labour Op. No. N000324

Time 0.9 hr

Failure Code 58

TRANSPONDER AVAILABILITY

ALL OPEL MODELS with

IMMOBILISERS

(GROUP 12) TL0111-1202

PROBLEM DESCRIPTION

Most Opel vehicles from 1996 Model Year

have an Immobiliser system which

incorporates a transponder chip in the key

head. Previously, if the transponder was lost

out of the key or it was not functioning, you

had to buy a new blank key with transponder

attached.

The transponder chip is now available as a

separate service part from HSPO.

PARTS INFORMATION

Part No.: Description: Qty:

90543441 Transponder chip 1

CHANGE TO “DEXCOOL”COOLANT IN

ALL OPEL VEHICLES FROM MODEL

YEAR ‘01

TS, JS, SB Combo, TT, XC

(GROUP 6K) TL0111-6K01

This techline is provided to inform those service

personnel who may not be aware of the change

in coolant specification which was introduced

into the above models from commencement of

Model Year ‘01 (i.e. from September 2001).

Prior to this change of model year, the vehicles

were filled with 50% water and 50% coolant to

Holden specification HN2217. This coolant was

silicate based and green in colour.

All vehicles built after Model Year ‘01

introduction point, (Sept. 2001) are filled with

50% water and 50% coolant to specification

GM6277M. This coolant, known as Dexcool, is

silicate free and red in colour.

NOTE: All TT Zafiras and XC Barinas have

used Dexcool coolant since their introduction.

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

ELECTRONIC CLIMATE CONTROL

ILLUMINATION GLOBE REPLACEMENT

VT, VX, WH

(GROUP 2&12) “REISSUED” TL0111-0202

This techline is reissued as a reminder due to

the continuing replacement of ECC module

assemblies for blown globes!.

PROBLEM DESCRIPTION

There have been instances where ECC module

assemblies have been replaced for complaint of

“poor illumination”. In all these cases the

assemblies were fixed by replacement of faulty

globes.

All six globes in the ECC control module are

serviceable and may be obtained through

HSPO. The replacement procedure is

described below.

SERVICE RECTIFICATION

1. Remove the ECC module as per procedure

in SIP CD.

2. Place the ECC module onto a clean rag or

cardboard (to avoid scratching) face down.

3. Remove the 5 screws retaining the rear

housing. Detach the rear housing carefully.

NOTE: Do not lift the facia panel, turn

upside down or remove the circuit board

as damage may occur.

4. Identify where the suspect faulty globes are

located (There are four, clear globes for

buttons and two, green globes for LCD

screen.)

5. Insert a small flat blade screwdriver into the

slot provided at the rear of the globe holder

then twist anticlockwise until the holder

stops. Gently lift out the globe holder.

6. Measure the resistance across the globe. A

correctly operating globe should be in the

range of 10 to 13 ohms. If outside this

range replace the globe. If globe resistance

is within 10-13 ohms then the globe circuit

is suspect. First try another known good

globe before replacing module.

7. After globe replacement, reassemble the

rear housing to the front facia with the 5

screws, reconnect the 2 ECC electrical

connectors and reinstall module into

instrument panel.

PARTS INFORMATION

Part No.: Description: Qty:

92140515 Globe and holder

illumination - clear.

reqd

92140514 Globe and holder

illumination – green.

reqd

WARRANTY CLAIM INFORMATION:

Use information as shown:

Description Globe Heater & A/C

Control - Replace 1 or all

Labour Op. No. N221990

Time 0.4 hr

Failure Code 50

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

INSTRUMENT CLUSTER WARNING

LAMPS ILLUMINATE, SPEEDOMETER

or TACHOMETER DROPS to ZERO

JS with 2.2L engine

(GROUP 12) HINT TL0111-1203

PROBLEM DESCRIPTION

Instrument cluster warning lamps illuminate

intermittently or speedo/tachometer drops to

zero intermittently.

There have been a small number of cases

where these symptoms have been caused by

the voltage regulator (in the alternator) being

faulty and overcharging.

SERVICE RECTIFICATION

If a vehicle experiences the above symptoms

the first step should be to do electrical fault

diagnosis on the instrument cluster,

speedometer, and tachometer harness

connectors, wiring etc. If this doesn’t show up

any obvious fault then we suggest checking the

voltage regulator as follows:

1. First check the condition of the battery;

i.e. state of charge, electrolyte level, etc. as

overcharging can deplete electrolyte through

excessive gassing.

2. Measure the alternator regulated

voltage as per checking procedure in TIS. If it

is greater than 15.0V at 4000 rpm then it is

overcharging and the voltage regulator should

be replaced.

PARTS INFORMATION

JS Series 1 - Fitted with Bosch 100A alternator

92057903

Part No.: Description: Qty:

92142457 Voltage regulator 1

JS Series 2 - Fitted with Bosch 120A alternator

90542981

Part No.: Description: Qty:

90486255 Voltage regulator 1

NOTE: REPAC will not accept warranty claims

where a complete alternator is replaced when

only the voltage regulator is faulty.

DRIVERS AIR BAG - REVISED

MOUNTING TO STEERING WHEEL

VX,VU, WH

(GROUP 9) TL0111-0901

DESCRIPTION OF CHANGE.

Driver’s airbag assemblies are now produced

with “threadless” mounting nuts.

As a result, the airbag is now assembled to the

steering wheel using “thread forming, tri-

lobular” Torx head screws part number

92138274.

VEHICLE PRODUCTION BREAKPOINT

Driver’s airbags with threadless mounts were

introduced into vehicle production from:

ISOVIN: Build Date:

6H8VXK69A1L758487 30/7/01

PARTS INFORMATION

Whenever ordering an airbag assembly, order

the following “thread forming” screws as well:

Part No: Description: Qty:

92138274 Screw- airbag asm to

steering wheel

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

THUMP NOISE FROM HVAC CASE

(MODE DOOR SLAMMING)

VT/VX/WH with ECC

(GROUP 2) “REVISED” TL0111-0203

This Service Techline supersedes the previous

Techline on this topic (Issue 8, August, 2001 page

8) which should be destroyed. Revisions include

adding a breakpoint for introduction of the six-

solenoid vacuum module into WH as well as a

breakpoint for introduction of revised six-solenoid

vacuum modules into production.

PROBLEM DESCRIPTION

A light “thump” or “bang” noise may be heard

from the HVAC case on Electronic Climate

Control (ECC) equipped vehicles - when the

ignition is turned off, or intermittently, during

HVAC mode changes.

The cause of this “thump” noise is the rapid

closing of the previously open mode door.

The speed of closure is controlled by the

speed of air entry into the vacuum solenoid

module (it is reduced, by restriction with a

foam pad over the vacuum ports in the

vacuum solenoid pack).

This noise condition mainly affects vehicles

built with the six (6) solenoid vacuum module

which was fitted to vehicles from:

VT Berlina: (Single zone system)

ISOVIN: Build Date:

6H8VTL69HYL514226 07/10/99

VT Calais: (Dual Zone system)

ISOVIN: Build Date:

6H8VTX69HYL513521 06/10/99

WH: (Dual Zone system)

ISOVIN: Build Date:

Built after Tag No. L513521 06/10/99

All VX vehicles with ECC are fitted with the 6

solenoid vacuum module.

NOTE. ALL vehicles with ECC built prior to

the above breakpoints were fitted with the

5 solenoid vacuum modules.

PRODUCTION RECTIFICATION

Revised six pack solenoids were introduced

into vehicles from:

ISOVIN: Build Date:

6H8VXK69A1L755739 23/7/2001

SERVICE RECTIFICATION

NOTE: This procedure is strictly for the 6

solenoid vacuum modules. DO NOT attempt

to apply this fix to the 5 solenoid modules.

For problems with these units contact TAS for

assistance.

Procedure:

1. Remove blower motor access cover – Refer

SIP CD, VT Series I, Section 2B, Part 5 –

to gain access to the vacuum solenoid

module.

2. The vacuum solenoid module should be

removed - by disconnecting the vacuum

manifold connection behind the module,

then removing the two self-tapping screws

retaining the module.

3. Open vacuum solenoid module front cover

carefully with a small, flat-bladed

screwdriver as shown in Figure 1 (3 places

across top).

4. Place a new solenoid foam pad (p/n

92144689) on the open lid of the module –

ensuring it will cover the existing foam

pads, visible in the front of the module,

when the module and lid are closed -

Refer Figure 1.

5. Close the module slowly onto the module lid

– ensuring the foam pad does not slip out

of place - and ensure that all three locking

features engage, and the lid remains

closed.

6. Refit the module and other components – in

reverse order to the procedure above.

This completes the procedure.

NOTE: For details on the 6 solenoid module,

vacuum harness, wiring and diagnosis refer to

SIP CD, VT Series II, Section 2E.

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

Figure 1.

PARTS INFORMATION

Part No.: Description: Qty:

92144689 Solenoid Foam Pad 1

WARRANTY CLAIM INFORMATION:

Use the following information:

Description ECC – Foam Pad Added

Labour Op. No. C000442

Time 0.3 hr

Failure Code 52

SQUEAKS & RATTLES RESULTING

FROM WINDOW TINTING

VT, VX, WH, VU

(GROUP 1) TL0111-0101

PROBLEM DESCRIPTION

Investigation into vehicle squeaks and rattles

(S & R) complaints has found that some

vehicles develop squeaks and rattles after

they have been through the window tinting

application process.

Usually, door trims are removed from doors

during the window tinting process which

requires removal and reinstallation of interior

remote handles and snib buttons. Some

window tinters also remove and refit glass run

weatherstrips.

These actions increase the risk of squeaks

and rattles developing as a result of disturbing

the original build condition.

SERVICE RECTIFICATION

Dealers are advised to check for any squeaks

and rattles after the vehicle is returned to the

dealership by following the procedure below:

1. Perform a visual inspection of all doors for

general fitment of parts and potential nicks or

marks, particularly on door trims, inner remote

handles and on snib buttons

2. Operate all door handles taking note of any

loose feel or backlash and unusual noises

within the locking system.

3. Cycle all windows through their full travell

taking note of any unusual operating noises

such as clicks (window catching components)

or squeaks and graunches potentially

associated with glass to seal interfaces.

4. Open and shut each door with the window

in fully closed, half closed and fully open

position, taking note of any unusual rattles or

buzzes from loose electrical connections,

loose parts or inadequately tensioned lock

rods.

5. Perform a light thump on each door

checking for any other noises not noticed in

the step above.

6. Optional: Perform a Road test of the vehicle

over a variety of imperfect road surfaces

check for any door noises present.

7. Rectify any squeaks and rattles observed.

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

BCM MALFUNCTION DUE TO

WATER ENTRY

VT, VX, VU, WH

(GROUP 12) TL0111-0104

PROBLEM DESCRIPTION

Holdens’ supplier, Australian Arrow P/L,

reports that many of the BCMs returned for

fault analysis show signs of corrosion in the

“D” connector. Refer Figure 1.

Investigation has shown that it is possible that

BCMs could be affected by water entry

coming from the cockpit-module drivers-side

retaining bolt in the plenum as shown in

Figure 2.

SERVICE RECTIFICATION

Whenever replacing a BCM for a fault

condition check for evidence of water entry

particularly at the “D” connector. If there is

evidence of water entry, check the bolt (Figure

2) for tightness and seal around the bolt with a

sealer such as silicone RTV 732 part number

92140051.

Figure 1.

Figure 2.

SPARK PLUG LEADS DAMAGED

DURING REMOVAL

V & W ALL

(GROUP 6Y) TL0111-6Y01

PROBLEM DESCRIPTION

Many of the spark plug leads returned under

warranty show signs of damage caused

through the use of incorrect procedures to

remove spark plug leads from spark plugs.

Technicians are reminded of the following

extract from the Service Manual.

“WHEN REMOVING SPARK PLUG LEADS

Only handle the boot on each lead. DO NOT

pull on the lead itself. Twist the boot first to

break the seal , then pull the boot to remove.”

Where possible, use a proprietary type spark

plug boot removing tool. These are available

from most good automotive tool suppliers.

Pliers, multigrips etc should never be used for

this operation as they can damage the spark

plug terminal which may result in misfire when

lead is reinstalled.

REPAC will monitor returned parts and in

future, will not accept warranty claims where it

is obvious that leads have been damaged by

not following proper practice.

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

ROUGH IDLE, LOSS of POWER, STALL

DURING IDLE and HARD to RESTART -

DTC P0400 set

XC with Z14XE

(GROUP 6C) TL0111-6C01

PROBLEM DESCRIPTION

Some vehicles may experience rough idle,

loss of power, stalling during idle, hard to start

after a stall condition. Tech 2 may also show

the following DTC is present:

P0400 - EGR Circuit Range/Performance or

EGR flow excessive.

Vehicles with these symptoms generally have

been found to have EGR valves contaminated

with foreign particles.

PRODUCTION RECTIFICATION

The ECU software has been reprogrammed to

provide a “self cleaning” (low frequency

shake) routine to the EGR valve. Engines

with this revised ECU software were produced

from:

Engine No: Build Date:

20W68679 15/11/01

Engine No. Identification.

20 = Manufacturing plant (SZENTGOTTHARD)

W68679 = serial number. When 99,999 is reached

the W will change to the next letter of the alphabet.

SERVICE RECTIFICATION

Summary: Remove and clean EGR valve and

reflash ECU with revised software which

includes an EGR self cleaning routine.

Procedure:

(Refer to TIS CD for EGR valve removal and

replacement procedure)

1. Remove the EGR valve and inspect for

foreign material that may be holding valve

open.

2. Use compressed air to remove foreign

material from EGR valve seat area and

ports in the EGR - Engine adapter plate.

3. Clean sealing surface and remove all

gasket remnants.

4. Reinstall EGR valve with new gasket.

5. Reprogram the vehicle ECU using latest

TIS CD. The new ECU software (available

from TIS 25.0B onwards) includes a low

frequency EGR shaking routine. The

software part number is 09115113.

NOTE: DO NOT replace EGR valve unless

foreign material cannot be removed or valve

has been damaged. Also, DO NOT replace

Catalytic Converter or Exhaust Manifold with

new parts for this condition.

WARRANTY CLAIM INFORMATION

Description Remove, clean, reinstall

EGR valve & reflash ECU

Labour Op. No. J000701

Time 0.7 hr

Failure Code 12 “Foreign Material”

Update

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

INTERMITTENT NO-START & DTC

P1612 or P1613 LOGGED IN ECU

XC SRi - Z18XE Engine

(GROUP 6C) TL0111-6C02

PROBLEM DESCRIPTION

Engine may suffer complaint of “crank but no

start”. On investigation, the Engine Control

Unit (ECU) is found to contain the Diagnostic

Trouble Codes (DTCs) P1612 or P1613 in

history.

This problem is due to an intermittent

communications failure between the

immobiliser and the ECU.

PRODUCTION RECTIFICATION

Factory Breakpoint.

Revised ECU software is installed into

vehicles with engine numbers commencing

from:

Engine No:

Z18XE20V98397

Port Of Entry Breakpoint

Vehicles reworked with latest ECU software

are identified with an “X” in the A-1 co-

ordinate of a Vehicle Service History Label

(SD28177) fitted to the drivers side, lower

storage compartment under the rubber mat.

Refer Figure 1 for location.

SERVICE RECTIFICATION

On vehicles with this “crank but no start”

condition and DTC’s P1612/P1613 logged,

carry out the following procedure:

1. Check if a Vehicle Service History Label is

fitted as shown in Figure 1. If label is

fitted, and an “X” is marked in the A-1 co-

ordinate, the rework has previously been

completed. In these cases contact TAS

for diagnostic assistance. If label is not

fitted proceed to step 2.

2. Using Tech 2 updated with TIS2000 CD

Version 23 (or later) and Tech 2 software

10.300 (or later), clear all trouble codes

from ECU.

3. Reprogram the vehicle ECU using the TIS

Service Programming System (SPS).

Select software part number 09115113.

4. Use a Vehicle Service History

Identification Label (SD 28177) to identify

this rework action has been completed.

Position the label (if not already fitted) in

the drivers side, lower storage

compartment under the rubber mat. Place

an “X” with a ballpoint pen in the A-1 co-

ordinate. Refer Figure 1.

Figure 1

WARRANTY CLAIM INFORMATION

Use the following information to claim for the

above procedure:

Description Reflash Engine Control

Unit – DTC P1612/P1623

Labour Op. No. J000689

Time 0.4 hr

Failure Code 83

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

REAR WHEEL BEARINGS –WATER

ENTRY

(GROUP 4) TL0111-0401

PROBLEM DESCRIPTION

There have been isolated cases of rear wheel

bearings with signs of corrosion resulting from

water entry. Poor sealing of the cap p/n

09156692 in the hub has been found to be the

cause.

SERVICE RECTIFICATION

Whenever installing a cap, it is recommended

that a smear of bearing mount compound

such as Loctite 641 (or equivalent) be applied

to both the hub and cap contact areas. This

compound has adequate sealing properties

but still allows the cap to be removed at a

later date without the use of excessive force.

PARTS INFORMATION

The cap comes as part of a new rear wheel

bearing kit or may be ordered as a separate

part.

Part No.: Description: Qty:

09156692 Cap rear hub 1

09196298 Kit – rear wheel

bearing

WARRANTY CLAIM INFORMATION

Use existing Labour Times information in

Warranty Information section of current SIP

STEERING GEAR INNER TIE ROD

CLUNK NOISE

VT, VX, WH

(GROUP 9) “REVISED” TL0111-0902

This Service Techline supersedes the previous

Techline on this subject (Issue 10, October 2001)

which should be discarded. Breakpoint serial nos.

for racks have been revised

♠

PROBLEM DESCRIPTION

In high ambient temperatures or after long

drives, a clunk/knock may be felt through the

steering wheel on turns, or sufficient body

movement occurs. On examination of the

rack, the knock can be heard/felt coming from

the inner tie rod end.

PRODUCTION RECTIFICATION

An improved inner ball joint with new high-

temperature grease and revised cap material

have been fitted to steering racks in vehicles

from:

ISOVIN: Build Date:

6H8VXL69A1L683674 22/01/01

SERVICE RECTIFICATION

Where diagnosis confirms this complaint, fit a

new steering rack ensuring the rack serial

number is higher than those shown in the

following table in Parts Information.

PARTS INFORMATION & BREAKPOINTS

The following information is provided for

dealers to confirm that replacement steering

racks are post-breakpoint parts. Racks with

serial numbers prior to those shown in the

table should be returned to HSPO.

Standard Power Steering (Option N40)

Part No.: Breakpoint Serial No.: Qty:

92057321

up to L492504

12/08/99

K020214

92092815

from L492505

12/08/99

♠ N079454

Variable Effort Power Steering (Option NV7)

Part No.: Breakpoint Serial No.: Qty:

92092816 ♠ P011078 1

WARRANTY CLAIM INFORMATION

Use existing Labour times information in

current SIP CD.

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

STEERING GEAR SQUEAK

JR, JS, JS II

(GROUP 9) TL0111-0903

PROBLEM DESCRIPTION

Customers may complain of a squeak noise

from the steering column/rack area when

turning the steering wheel from side to side.

Dealer investigation narrows the source of the

squeak to the steering gear.

PRODUCTION RECTIFICATION

Revised pinion housing seals made of a

different material have been fitted to steering

gears in production from:

ISOVIN: Build Date:

W0L0JBF6817005134 06/09/00

SERVICE RECTIFICATION

A complaint steering gear can be repaired

with the fitting of a rebuild kit that contains the

revised seals.

1. Obtain a repair kit as detailed in the “Parts

Information” section and ensure the

contents of the kit are as follows:

a. 1 x Valve Housing

b. 1 x Lower Housing Pinion Seal

c. 1 x Needle Bearing Sleeve

d. 1 x Upper Housing Pinion Seal

e. 1 x Retaining Washer

f. 1 x Large O-ring

g. 2 x Retaining Clips

h. 4 x Small O-rings

Parts a) to e) should already be assembled.

2. Remove the steering gear from the vehicle

as per the procedures detailed in the latest

TIS2000 CD. This repair should be

conducted in a clean environment to

minimise the chance of contamination.

3. Mark the steering gear pipes with a

permanent marker or paint pen to clearly

identify where to reinstall them.

4. Using a small hammer (16 oz or 450gm ball

pein is ideal), carefully tap the pipe

retaining clips to remove them from the

steering gear body. Discard these clips.

Refer to Figure 1.

Figure 1

5. Remove the pipe retaining plate bolt from

the pinion housing using a Torx T30 bit.

Remove the pipe retaining plate from the

steering gear.

6. Carefully pull the pipes from the steering

gear body and pinion housing. THESE

PARTS ARE NOT SERVICED

SEPARATELY AND CANNOT BE

PURCHASED IF DAMAGED! Remove

the sealing O-rings from the pipes and

discard them. Refer Figure 2.

Figure 2

7. Remove the two bolts securing the pinion

housing to the steering gear body using

5mm internal hex bit.

8. Twist the housing to break the seal and

remove it from over the pinion shaft. Refer

to Figure 3.

Update

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

Figure 3

9. Remove the large O-ring installed in the

steering gear body that seals the pinion

housing and discard it.

10. Locate the replacement large O-ring in the

rebuild kit and lubricate it with power

steering fluid.

11. Carefully install the large O-ring over the

spigot in the steering gear body.

12. Inspect the seals fitted to the valve

housing for grease between the sealing

lips. If none is present, fill the space

between the sealing lips with an Extreme

Pressure Grease to NLGI # 00

specification, such as Castrol EPL00.

Details for obtaining this grease will be

provided in an All Dealer Letter.

13. Carefully fit the new pinion housing over

the pinion shaft.

14. Install the two bolts through the pinion

housing and into the steering gear body.

Torque these bolts to 17 Nm.

15. Locate the replacement small O-rings in

the rebuild kit and lubricate them with

power steering fluid.

16. Carefully install the small O-rings onto the

steering gear pipes.

17. Install the long pipe back into the correct

ports in the steering gear body and pinion

housing.

18. Install the short pipe back into the correct

ports in the steering gear body and pinion

housing.

19. Install the pipe retaining plate and bolt

back onto the pinion housing. Torque the

retaining bolt to 12 Nm.

20. Locate the new pipe retaining clips in

position on the pipe to gear interface.

Using the small hammer, lightly tap these

clips onto the rack until they are home

against the pipes.

21. Reinstall the steering gear into the vehicle

as per the procedures detailed in the latest

TIS2000 CD.

PARTS INFORMATION

Part No.: Description: Qty:

92144993 Repair Kit – P/S 1

WARRANTY CLAIM INFORMATION

Description Rebuild Steering Gear

Labour Op. No. M000184

Time 3.7 hr

Failure Code 40

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

FIXED WINDOW CREAK OR RATTLE

TS 3 DOOR HATCH

(GROUP 1) TL0110-0102

PROBLEM DESCRIPTION

Some TS Astra 3 door vehicles may exhibit a

rattle or creak from the fixed rear quarter

glass when driving over uneven surfaces.

This is due to relative movement between the

body and the fixed glass when the body twists

under driving conditions.

SERVICE RECTIFICATION

Summary: Remove & Reinstall rear quarter

window using anti squeak tape.

Procedure.

1. Remove the rear quarter window as per the

instructions in the latest TIS2000 CD.

2. Make sure the sheet metal flange is

thoroughly cleaned with a solvent cleaner

such as Prepsol and wipe with a clean

cloth to remove any residue.

3. Place anti-squeak tape (10mm wide)

around the entire body window opening, in

a position corresponding to where the seal

will contact. It may be useful to use the

edge of the flange as a guide for the edge

of the tape. Where the tape crosses a

stud hole, carefully cut a cross in the tape

with a knife. Do not under any

circumstances attempt to pierce the tape

with the stud on re-assembly. This is liable

to displace the tape.

4. Re-assemble window using new plastic self

locking nuts (90306649).

5. Check for leaks with a hose directed around

the edge of the window.

PARTS INFORMATION

Obtain following nuts from HSPO:

Part No.: Description: Qty:

90306649 Nut self locking

plastic

The following anti squeak tape has been

found to be suitable for use in this repair

procedure. Other equivalent tape may be

used in its place.

Part No.: Description: Qty:

7052747 Anti-Squeak Tape 10m

roll

The above tape is available from:

Preston Motors Parts Sales -

CAMPBELLFIELD, VIC. Phone 03 9359 3999

or Fax 03 9359 6330. When ordering from

Preston Motors quote their part number

7052747.

WARRANTY CLAIM INFORMATION

Use existing Labour Times information in

Warranty Information section of current SIP

CD, as follows:

Description Glass asm. Quarter

window -Replace

Labour Op. No. C000445 - RHS

C000448 - LHS

Time 0.7hr per side

Failure Code 28 Rattle

HOLDEN SERVICE TECHLINE________________________________________________________NOVEMBER, 2001

ENGINE COVER RATTLE

VTII,VX & WH with Gen III V8

(GROUP 6A) Update TL0111-6A01

This Techline supersedes the previous Techline on

this topic (Issue 6, July 2000) which should be

destroyed. This Techline now includes addition of

spacer nuts when fitting new support brackets.

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.

PRODUCTION RECTIFICATION

Additional engine cover support brackets

92087580 & 92087581 were fitted to vehicles

from:

ISOVIN: Build Date:

6H8VTL35FYL579679 10/04/00

A further measure has been to add spacer nuts

underneath each support bracket. Fitted to

vehicles from:

ISOVIN: Build Date:

6H8VXL69F1L750721 3/7/2001

SERVICE RECTIFICATION

For complaints of “engine cover rattle” noise on

any Gen III V8 engined vehicle built prior to the

first breakpoint above (10/04/00), additional

support brackets and spacer nuts should be

added as per the following procedure: Refer

Figure 1 for locations.

1. Remove four engine cover retaining nuts

and remove the engine cover.

2. Fit engine cover support bracket P/N

92087580 to RH front coil mounting studs..

Prior to fitting bracket install spacer nut p/n

09440004 to each stud.

3. Attach bracket with two new nuts P/N

09440004, and torque to 4 – 6 Nm.

4. Fit engine cover support bracket P/N

92087581 to LH front coil mounting studs..

Prior to fitting bracket install “spacer” nut p/n

09440004 to each stud.

5. Attach bracket with two new nuts P/N

09440004, and torque to 4 – 6 Nm.

6. Remove foam pads from front RH & LH

underside of engine cover (pads are no

longer necessary, as new support brackets

carry insulating bumpers).

7. Re-fit main engine cover - torque retaining

nuts to 8-12Nm.

PARTS INFORMATION

Part No.: Description: Qty

92087580 Support Bracket, Engine

Cover RH

92087581 Support Bracket, Engine

Cover LH

09440004 Nut 8

WARRANTY CLAIM INFORMATION:

Use the following information, for vehicles built

prior to the above noted breakpoint:

Description Add Engine Cover Support

Brackets

Labour Op. No. J000651

Time 0.3 hr

Failure Code 28

Figure 1

NOTE: On any complaint vehicle that has

support brackets fitted without spacer nuts,

these should then be added.

Update

HOLDEN SERVICE TECHLINE _______________________________________________________________ JANUARY, 2001

ENGINE HESITATION/STALL AT LOW FUEL

LEVELS

(GROUP 8) TL101-0801

PROBLEM DESCRIPTION

Engine hesitation or stalling when:

- cornering

- travelling uphill

- driving with wide open throttle with 20 litres of

fuel or less in the fuel tank.

Investigations have shown that this condition can

be caused during vehicle assembly, by pressure

application to the fuel tank upper surface, that

may break a piece from the vent pipe retaining

clip (inside the fuel tank). This can become

lodged in the swirl pot fuel intake during times of

high fuel demand, restricting the flow of fuel into

the swirl pot/pump. When fuel demand is

lessened (eg: at idle) the broken piece dislodges

and the vehicle will be driveable until high fuel

demand occurs again.

PRODUCTION RECTIFICATION

Tanks with internal revisions to reduce potential

for breakage of the vent pipe retaining clip were

fitted in Elizabeth built vehicles from:

ISOVIN: Build Date:

W0L0JBF19YL598784 08/06/00

SERVICE RECTIFICATION

When a vehicle displays the above symptoms:

1. Confirm the complaint by checking fuel

pressure. On checking, the fuel pressure may

be erratic when this occurs. While the

condition may be intermittent – the fuel

pressure may not be erratic until a high fuel

demand is created EG: rev the engine to

create a high fuel demand.

2. Remove the fuel tank from the vehicle, taking

normal safety precautions for fuel draining and

handling.

3. In a well-lit and ventilated area, use a mirror to

view the vent pipe retaining clip through the

fuel sender hole - as in Figure 1. If the clip is

broken (it will be loose and sliding on the vent

pipe, and will appear as shown in the “Not OK”

view) - then replace the fuel tank.

NOTE: If the clip is not broken and is as shown in

the “OK” view in Figure 1, further diagnosis will

have to be carried out to define cause.

To assist with this, if required: There is another

pipe retaining clip, of similar design in the fuel

tank located close to the fuel gauge opening and

on the opposite side to the vent pipe mentioned.

While this clip has not been cause for any

concern or been reported broken, view the clip

and pipe in the mirror and ensure the clip has not

broken.

If it has been broken and appears as in the “Not

OK” view in Figure 1 the (broken) clip will be

hanging loose on the pipe as shown - the “U”

shaped broken part of the clip is also shown -this

restricts the fuel flow - the fuel tank should be

replaced.

An “OK” (undamaged) clip will be located on the

underside of top of fuel tank, as shown in Figure

PARTS INFORMATION

If replacement tank is required refer to Partfinder

for details.

WARRANTY CLAIM INFORMATION:

Use existing information in Labour Time Manual

SIP CD.

When filling out the Defective Material Tag for

any fuel tank replaced, note your findings on the

tag IE: clip has broken, and which clip.

Figure 1.