Holden VT 2000 Service Techlines

2000 SERVICE TECHLINES

© 2005 Holden LTD. A.B.N. 84 006 893 232Service DepartmentA “Holden” Product

BRISBANE SYDNEY MELBOURNE ADELAIDE PERTH

SERVICE TECHNICIAN REFERENCE INFORMATION

ALL

(GROUP 0B) February 2000

This Techline is published to provide Dealership Service personnel with a list of commonlyrequired 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/CAS 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 MaterialOrder Form and fax to Salmat, on (03) 9251 6352.

Security Number Request Form: photocopy form attached to All Dealer Letter DL 63/99.

Tech 1 Repairs: Refer HSPO Parts Techline Bulletin PT31, dated May 5, 1999.

REAR WINDSCREEN MOULDING DISTORTION "HINT"

VT

(GROUP 1) REISSUE/DELETION February 2000

A Service Techline with the same title as above was issued in Issue 10, December, 1999 page 6. Thatprevious Techline should be destroyed.

The previously issued Techline item recommended removal and refit of distorted mouldings withoutglass removal.

The earlier information was released to assist technicians in rectifying vehicles quickly in the pre-Christmas period, where distortion may have occurred to the mouldings on some vehicles at pre-delivery and very low kilometres. The procedure quoted was viable only for mouldings not correctlyfitted – and an in-plant rework was carried out using the same information.

It is no longer necessary to use this recommendation. Further replacement of mouldings must bedone as per the released Service information (glass must be removed).

REVISED PROCEDURE FOR FITMENT OFREAR DOOR FIXED WINDOW GLASS

VT (wagon) & WH

(GROUP 1) February 2000

In addition to the rear door fixed window glassfitment procedure in VT Series Service Manual,Volume No.1, page 1A5-19, and WH SeriesService Manual Supplement, Volume 1A, page1A5-24 - when refitting the rear door fixed glassfor any reason, please perform the followingadditional procedure.

The removal of the rear door fixed window is thesame as outlined in the service manual. Whenreinstalling the window, perform the additionalsteps outlined below:

• Using a small brush, apply primer BETASEAL43532, or a similar product to the door framepainted surface "C" as shown in Section A-Aover a minimum length of 250mm as indicatedin Figures 1 & 2.

Section A - A

• Ensure the primer is dry before proceeding. • Using a urethane product available from

HSPO P/N VS18319, or alternatively,BETASEAL 58702, or BETASEAL 15685 -apply a small, continuous bead in the cavitybetween the encapsulated glass and theprimed area of the door frame.

Figure 1. – VT Wagon

Figure 2. - WH • Reinstall the door frame seal ensuring to

clean up any excess urethane.

Suitable sealants and primers required andnoted in this procedure can be obtained fromwindscreen fitment outlets.

Note: for revised procedure for VT sedan reardoor fixed window glass replacement –– Refer toTechline Bulletin shown on page 93 of 1998Service Communication Book.

100mm

150mm

REVISED EVAPORATOR THERMISTOR POSITION

TF RODEO V6


Information from the field has revealed that V6 Rodeo vehicles may experience evaporator ice –up on 100km+ distance trips. Evaporator ice up is usually described as poor blower fan outputwith large quantities of water draining from the evaporator when the vehicle is stationary.

Air International has developed a revised thermistor position to prevent the evaporatortemperature dropping below zero degrees which causes the condensation on the evaporator tofreeze.

Refer to the diagram below for the revised thermistor position, and disregard any prior bulletinsreferring to this subject.

Note- Evaporator viewed from the air off side. Thermistor tip location should be 150 mm from the upper side and 100 mm (10 fins) from the left side of the core.The thermistor clip is approx. 20mm from the plotted sensor tip point.

FRONT BRAKE HOSE RETENTION PRECAUTION

VT, WH


This Techline item is a precautionary note to ensure correct reinstallation procedures are carriedout whenever front suspension, steering, or front brake work is carried out on a vehicle.

Whenever front brake hose/s are removed from their retaining clip/s (on front suspension strutbody) during any service work, the brake hose/s must be refitted into their retaining clip/s.

Refer to the sketch below for brake hose (1) location, showing its method of location in the strutmounted clip.

ABS WARNING LAMP ILLUMINATES - LHFABS SENSOR LEAD RETENTION

VT with ABS, & WH


PROBLEM DESCRIPTION

On extreme suspension movement during turns,excess length of the LHF ABS wheel sensor leadmay come into contact with the stabiliser barvertical link. The result of this may be an ABSDTC 25 or 27, because the lead becomesdisconnected or stressed (causing poor terminalcontact) during suspension movement, resultingin the ABS warning lamp on the instrument panelilluminating, and ABS function being effected.

PRODUCTION RECTIFICATION

A retaining clip has been fitted to vehicles from:

PSN No.: Build Date:L536320 01/12/99

SERVICE ACTIONS:

Where a VT(with ABS) or a WH is presented forservice with an ABS warning lamp illuminated, orDTCs 25 or 27 stored in the ABS module, thefollowing procedure should be carried out:

1. Turn vehicle steering to the furthest leftposition.

2. Locate the left-hand front ABS sensor lead.3. Inspect the sensor lead for damage, poor

routing, connector engagement ordisconnection, correct as necessary.

4. Fit sensor lead retaining clip to brake hoseand sensor lead to ensure routing of lead asper Figure 1.

5. Connect Tech 2 and clear any existing ABSDTCs.

6. Roadtest vehicle to ensure fault has beenrectified. Should any fault reoccur furtherdiagnosis should be carried out to determinecause.

NOTE: This condition only affects VT/WH (withABS), from: L384387 to L536319, (built 29/09/98to 01/12/99). An ABS retention clip should NOTbe fitted to vehicles built prior to L384387, as theABS lead length on those vehicles is shorter anddoes not require retention.

Figure 1.

PARTS INFORMATION

Part No.: Description: Qty92057758 Clip – Sensor Lead Retaining 1

WARRANTY CLAIM INFORMATION:

Description Install retaining clip to LHF ABSsensor lead

Labour Op. No. H000216Time 0.3 hrFailure Code 51

CRANKSHAFT PULLEY BOLT

RODEO with 4JB1 –T

(GROUP 6A) February 2000

From engine number: 586429 (build - December 99), the crankshaft front pulley bolt tension forthe 4JB1- T engine has been increased to 24+/- .5kg.m (174+/- 4lb.ft, 235+/-5N.m) from 21+/- 2kg.m (152+/- 14lb.ft, 206+/- 20 N.m).

All relevant workshop manuals should be changed accordingly.

Dealers aware of any failed or loose bolts in engines manufactured after the above breakpointshould notify I-GM TAS immediately. (PH: 1800 032 608 )

Modifiedinsertionpoint

Early insertionpoint

TURBOCHARGER FAILURE

JACKAROO with 4JX1 –TC


Jackaroo’s fitted with the 4JX1 –TC diesel engine may experience turbocharger failure due to airleaking into the suction side of the primary oil pump at the oil strainer o ring.

Isuzu have modified the insertion point of the strainer for improved installation and sealing fromVIN no. JACUBS73GW7101646. Please refer to Diagram A

All 4JX1 engines with turbocharger failure that are before the breakpoint (JACUBS73GW7101646)must have the following proceedure carried out to prevent repeat failure.

1) Check for two punch marks on the lip of the lower sump, adjacent to the drain plug. (referdiagram B). If present the seal has already been replaced,do not proceed further,contact IGM TAS.

Diagram A

Main sump

Lower sump

Front axle

Drain plug

Punch marks

Front of engine

Note – As viewed from underneath of vehicle.

Diagram B

2) Drain engine oil.

3) Remove lower sump

4) Remove primary oil pump strainer and discard

Note - There are two strainers visable when the lower sump is removed. The primary oil pumpstrainer is fitted into the cylinder block and has a mounting bolt that attaches to mainbearing cap. The secondary oil pump strainer is fitted to the aluminium main sump.

5) Clean strainer insertion point

6) Fit new oil strainer ( Part #.8971370363) and seal ( Part #. 8971377980)Note - When fitting new strainer and seal apply three bond 1207b ( HSPO part #.0882600080A )

sealant, to the seal.

7) Tension strainer mount bolt (20Nm)

8) Refit lower sump (Use three bond 1207b on sealing surfaces)

9) Fill engine with oil

10) Test engine oil pressure with master gauge (refer 4JX1 workshop manual, section 6G,page 3)

11) Center punch two marks into the lip of the lower sump adjacent to the drain plug as depictedin diagram B.

ENGINE FRONT & REAR SEAL INSTALLATION TOOL CAUTION

VT, WH (GEN III V8)

(GROUP 6A) REISSUED February 2000

This Service Techline supersedes the previous Techline on this topic (Issue 10, December, 1999page 9). This previous Techline should be destroyed.

This Techline item provides a revised service procedure regarding engine front seal replacement.

REVISED PROCEDURE:

When installing a front seal, or front engine cover - Centralising tool J41476 must not be attachedwith bolt/s.The tool must be installed on the shaft and held in position by hand - using bolt/s to retain thetool and over-tightening the bolt/s will result in tool breakage.

Please check the updated information in the current VT Service Manual CD. A revised page6A3-92 copy is included (following this page) to attach over VT Series II Service Manual, Volume14A, Page 6A3-92 to show this revision.

6A3-92 ENGINE MECHANICAL – GEN III V8 ENGINE5. Install centralising Tool J 41476 as shown and hold

in position by hand.NOTE: DO NOT install the crankshaft balancer bolt toretain. If the bolt is installed and over-tightened thealignment tool will be destroyed.Important: Align the tapered legs of the tool with themachined alignment surfaces on the front cover.6. Tighten the two bolts (1) securing Tool J 41480 to

the front cover, to the specified torque.ALIGNMENT TOOL TO FRONTCOVER BOLT 25 NmTORQUE SPECIFICATION

7. Tighten the engine front cover bolts to the correcttorque specification.

ENGINE FRONT COVER BOLTTORQUE SPECIFICATION 25 Nm

8. Remove the alignment tools.

Figure 6A3-1

9. Measure the oil pan surface to front cover forflatness, as follows:a. Place a straight edge across the engine block

and front cover oil pan sealing surfaces. Avoidcontact with the portion of the gasket thatprotrudes into the oil pan surface.

b. Insert a feeler gauge between the front coverand the straight edge tool. The cover must beflush with the oil pan surface or no more than0.25 mm below flush (dimension ‘A’).

c. If the front cover-to-engine block oil pan surfacealignment is not within specifications, repeat thecover alignment procedure.

10. If the correct front cover to engine block alignmentcannot be obtained, replace the front cover.

Figure 6A3-2

ENGINE VIBRATION ON ACCELERATION

JS VECTRA with C22SEL (A/T only)


PROBLEM DESCRIPTION

Some vehicles fitted with C22SEL engines and automatic transmission, may exhibit an enginevibration or “boom”, upon medium to heavy acceleration from a stationary position at 1300 –1700 rpm.

SERVICE RECTIFICATION

When presented with a customer complaint vehicle having the symptoms described above,technicians should apply the following three-step procedure.

A. - Replace rear engine mount

Replace the rear engine mounting with the revised part detailed below. Follow instructions set outin TIS 2000, Service Information section, Engine and Engine aggregates, Repair (remove, install,adjust).

B. - De - stress engine and exhaust system

De-stress procedure must be carried out on a 4 post hoist.

1. Drive vehicle onto vehicle hoist and disconnect battery. Select PARK and apply theHANDBRAKE

2. Loosen the bolts securing the engine torque rod, located at the RHF strut tower.3. Raise vehicle on hoist to gain access to the RHF engine mount undercover, to gain access to

engine mount attachments.4. Remove RHF engine mount undercover.5. Loosen all engine mount to sub-frame attachments.6. Loosen exhaust bolts at the joining interfaces- Manifold to front pipe- Front pipe to intermediate pipe- Intermediate pipe to rear muffler7. Lower vehicle on hoist, re-connect the vehicle battery and start the engine.8. With the foot brake depressed, and engine idling repeatedly shift transmission between

reverse and drive a minimum of 10 times.9. Select PARK, turn engine off, disconnect the vehicle battery.10. Re-torque the engine torque reaction rod bolts to specified torque.11. Re-torque the vehicle engine mounts to the specified torque.12. Re-torque the vehicle exhaust system bolts to specified torque. Starting from the front of the

exhaust system through to the rear.NOTE: Refer TIS 2000, Service Information / Standard Information / ‘Other Information’section for torque specs.

13. Re-fit RHF engine mount undercover.14. Lower hoist, re-connect the vehicle battery and adjust the engine idle speed as defined below.

C. - Adjust engine idle speed

1. With engine at normal operating temperature, Connect Tech 2 to the vehicle.2. Select – Diagnostics / Model Year / Model type / Engine / Additional Functions / Adjust Idle

Speed.3. Adjust engine idle speed to achieve 896 RPM, press the “confirm” soft key at the base of the

Tech 2 screen to complete.4. With Tech 2 still connected, return to the additional functions menu and select Adjust Idle

Drive.5. Adjust idle drive setting to achieve 896 RPM press the “confirm” soft key at the base of the

Tech 2 screen to complete.6. Remove Tech 2 from the vehicle and road test to confirm success of procedure.

PARTS INFORMATION

Part No.: Description: Qty90538303 Damper Block – Rear Mount 1


Description Take-off Vibration CorrectionLabour Op. No. J000636Time 1.5 hrFailure Code 28

HOLDEN ENGINE OIL AVAILABILITY

VS, VT, WH


This Techline bulletin is released to ensure technicians are aware of the following oils that areavailable from HSPO:

Part No.: Description: Size

92142396 GF2 10W-30 OIL 5 Litre

Preferred oil for use in all V6 (normally aspirated) and V6 Supercharged engines and Gen III V8.Its use provides fuel economy benefits over the originally recommended 20W-50 SG/SH/SJ oil.Not recommended for use in 5.0 litre V8 engine.

Holden recommends the use of 10W/30 GF2 engine oil for all VS & VT V6 engines with theexception of LPG fuelled engines.


92140105 20W-50 SJ/CF OIL 5 Litre

For use in all V6 (normally aspirated) and V6 Supercharged engines and 5 litre V8 – normaloperating conditions – this oil is still a recommended oil for V6 engines, but does not allow the fueleconomy benefits of GF2 10W-30 oil (as noted above).


92142397 15W-40 SJ/CF OIL 5 Litre

For use in all V6 (normally aspirated) and V6 Supercharged engines and 5 litre V8 – for prolongeduse in snow areas - is still a recommended oil for V6 engines, but does not allow the fuel economybenefits of GF2 10W-30 oil (noted above).


92142398 LPG 15W-40 OIL 5 Litre

For use specifically in LPG equipped V6 vehicles.

Full HSPO information regarding these oils was published in Parts Bulletin M434, dated26 October, 1999. Refer to your Parts Department to view HSPO Parts Bulletin M434, whichincludes a Product News Brochure regarding these oils.

INTERMITTENT COLD STALL

SB with C14NZ


PROBLEM DESCRIPTION

Some vehicles fitted with C14NZ engines may experience an intermittent stall condition ondeceleration, shortly after cold start. Some reports also suggest that intermittent stall may occur ifthe engine is left idling for long periods during engine warm up. After the stall condition occurs theengine may appear to crank fast, have a lack of compression or be hard to restart. This conditionwill be more pronounced in colder climates or during the winter months where ambienttemperatures below 10 degrees exist.


1. Service personnel should thoroughly question the customer to ensure that the symptoms ofthe stall complaint meet with the symptoms described above.

2. Connect Tech 1 and inspect vehicle for any DTC’s that may exist. Rectify the cause of theseDTC’s prior to any further diagnosis.

3. Connect Tech 1 and compare engine data list parameters against QUICK CHECK F0: DATALIST SB Series, Service Manual, Volume 3, page J226. Any data errors can be furtherdiagnosed in section 5.1.6 of SB Series, Service Manual, Volume 3, page J234

4. Install Tech 1, road test vehicle and attempt to reproduce complaint. SNAPSHOT engine datalist when stall occurs. Compare captured data with :- QUICK CHECK F0: DATA LIST, SB Series, Service Manual, Volume 3, page J226- Section 5.1.6 SB Series, Service Manual, Volume 3, page J234.

5. Install a fuel pressure gauge to the vehicle. Ensure that fuel pressure is within specificationand that no fuel system flow restrictions exist. Fuel pressure gauge may be left on the vehiclewhile road testing to monitor any immediate loss of pressure when stalling occurs. (Whenthese actions are carried out – ensure that appropriate safeguards are made so no damageoccurs to any fuel line, and no fuel leak exists before, during or after the procedure.)

6. Check for loose connections. Apply a general “wiggle test” to engine and main wiring harnessconnections as a means of fault location.

7. Check base ignition timing setting as per SB Series, Service manual, Volume 3, page J-203.

After completing the above inspections if no fault can be identified carry out the following:

8. Replace engine hydraulic lifters with revised part number detailed below. Refer SB SeriesService Manual, Volume 3, Page J 117.

9. After fitting revised hydraulic lifters ensure that engine oil fill meets Holden specification15W-40 or 15W-50 meeting ACEA A2 or A3. Refer 1998 service communication book.Page 103.

10. Roadtest vehicle and ensure no further stall exists.11. Should any stall be evident after fitting of revised parts, refer to Service Techline, Issue 1,

February 1999, page 17 for further rectification and specific inspections.

PARTS INFORMATION

Part No.: Description: Qty

92065681 Hydraulic Lifter 8

A “H” etched on the machined land of the hydraulic lifter plunger identifies the revised type lifter.

WARRANTY CLAIM INFORMATION:Where replacement of hydraulic lifters is required, use Warranty Claim information detailed below.

Description Cold Stall - Lifter ReplaceLabour Op. No. J000639Time 1.3 hrFailure Code 83

Where a preliminary inspection identifies a fault and requirement for part replacement, other thanhydraulic lifter replacement, claim the relevant part labour operation as per the Labour TimeManual. Where additional time is required, additional to published time, seek authorisation fromzone service representative.

DTC P0341/ P0342/ P0343 SET - CAM POSITION SENSOR FAULT

VT, WH with GEN III V8

(GROUP 6C) February 2000

PROBLEM DESCRIPTION

Investigation into reports of DTCs P0341, P0342, P0343 have identified a potentially faultycamshaft position sensor. Separation of the camshaft position sensor internal circuit board cancause the fault to occur. Customers may report that the check engine lamp is illuminated or thatextended cranking times exist.


Should the fault occur, inspect the date code stamped on the camshaft position sensor - ReferFigure 1.

Replace faulty camshaft position sensors with date codes numerically lower than the following:Camshaft Position Sensor Date Code - 99246 (represents day 246 of 1999)

Clear any existing DTC’s and roadtest the vehicle.

Where the DTC re-occurs after replacement of a faulty camshaft sensor, or the sensor fitted to thevehicle is post breakpoint of the dates advised above, carry out existing diagnostic procedures incurrent service information relevant to the code/s stored.


A vehicle ISOVIN or PSN No. is not available. The approximate engine number, for introduction ofpost breakpoint camshaft position sensors into engine production is:

Engine No.: Build Date:

VF99263XXXX 20/09/99 (=day 263)

NOTE: this Engine No. defines that any engines built on day 263 of 1999 are “OK”.Where “99” = 1999, “263” = day 263, and “XXXX” represents the serial number of the engine builtthat day.

PARTS INFORMATION

All camshaft position sensors in HSPO stock have been inspected and are post breakpoint of thedates advised.

Any camshaft position sensors found in dealer parts stock with date codes earlier than that shownabove must not be used, but returned to HSPO for credit.

Sensor part number (for reference) is:


12561211 Sensor, Camshaft Position 1


Use existing information in Labour Time Manual.

Figure 1

1. Camshaft Position Sensor2. Date Code (Replace if Date Code “XXXXX” is lower than 99246)

DTC P0335/ P0336 SET - CRANK POSITION SENSOR FAULT


(GROUP 6C) February 2000

PROBLEM DESCRIPTION

Investigations into reports of DTCs P0335 and P0336 have identified a potentially faulty crankshaftposition sensor. Separation of the crankshaft position sensor internal circuit board can cause thefault to occur. Customers may report that the engine is unable to be started, an engine stallcondition has occurred or that the check engine lamp is illuminated.


Should the fault occur, inspect the date code stamped on the, crankshaft position sensor - ReferFigure 1.

Replace crankshaft position sensors with date codes numerically lower than the following:Crankshaft Position Sensor Date Code – 99237(Represents day 237 of 1999)

Clear any existing DTC’s and roadtest the vehicle.

Where the DTC re-occurs after replacement of a faulty crankshaft position sensor or the sensorfitted to the vehicle is post breakpoint of the dates advised above. Carry out existing diagnosticprocedures in current Service information relevant to the code/s stored.


A vehicle ISOVIN or PSN No. is not available. The approximate engine number, for introduction ofpost breakpoint crankshaft position sensors into engine production is:

Engine No.: Build Date:

VF99263XXXX 20/09/99 (=day 263)

NOTE: this Engine No. defines that any engines built on day 263 of 1999 are “OK”.Where “99” = 1999, “263” = day 263, and “XXXX” represents the serial number of the engine builtthat day.

PARTS INFORMATION

All crankshaft position sensors in HSPO stock have been inspected and are post breakpoint of thedates advised.

Any crankshaft position sensors found in dealer parts stock with date codes earlier than thatshown above must not be used, but returned to HSPO for credit.

Sensor part number (for reference) is:


12560228 Sensor, Crankshaft Position 1



Figure 1

1. Crankshaft Position Sensor2. Date Code (Replace if Date Code “XXXXX” is lower than 99237)

M/T OIL SPEC. REVISION

JS, JR, TR, TS, SB

(GROUP 7A) REISSUED February 2000

This Service Techline supersedes the previous Techline on this topic (Issue 10, December, 1999page 12). This previous Techline should be destroyed.

This Techline is to advise technicians of a new manual transmission oil specification for use inJS Series II, with F23 M/T.

Oil specified for these transmissions is:

CASTROL SMX-O

This oil is also recommended for the following models - by transmission type:

Model&Trans. Type

CastrolSMX-O

Current Holden 92140007and Previously available oilsMTF1067, MTF1067 & MTF0063

SB – All M/T ✔✔✔ ✔ ✓TR – All M/T ✔✔✔ ✔ ✓TS – All M/T ✔✔✔ ✔ ✓JR – All M/T ✔✔✔ ✔ ✓JS Series I,F18 Trans.

✔✔✔ ✔ ✓

JS Series II,F23 Trans.

✔✔✔ ✔ ✖

✔✔✔ ✔ = RECOMMENDED ✓ = MAY BE USED ✖ = DO NOT USE

SERVICE USAGE & PRECAUTION

Castrol SMX-O oil MUST be used at all times in JS Vectra Series II with F23 M/T, and may beused for service replacement or ‘top-up’ of oil in the above manual transmissions.

Holden oil Part No. 92140007 remains available from HSPO, and can be used as perrecommendations in the chart above.

Castrol SMX-O replaces previously released Castrol oils MTF1067, MTF1067 & MTF0063These previously released oils MUST NOT be used in JS Series II, F23 M/T, for durabilityreasons.

At the time of release of this bulletin, there are no commercially available equivalents to CastrolSMX-O for this JS Series II usage.

PRODUCTION INTRODUCTIONOil to this specification was introduced at start of JS Vectra Series II vehicle production as follows:

ISOVIN: Build Date:

W0L0JBF19YL482379 30/07/99

FUEL TANK/CAP REPLACEMENT REQUIREMENT

JR (All), JS (Hatch)


SERVICE REQUIREMENT

Whenever a fuel tank is replaced on: JR - all models JS - Hatch models only with compliance Plate dated up to and including 31/12/98.

the fuel tank filler cap should also be replaced with a later filler cap.


The later filler cap (vented type) has been fitted to all JS Sedan and Wagons from start of JSproduction, and to JS Hatch models with Compliance Plates dated after 01/01/99.Compliance Plates are located on RHF strut tower.

PARTS INFORMATION


92078849 Cap, Fuel Filler 1

To identify early (non-vented) and later (vented) filler caps fitted to vehicles – the followingsketches are provided. Earlier design filler caps are no longer available from HSPO.

Early Filler CapDo NOT re-fit when replacing a fuel tank

Later Filler CapFit when replacing fuel tank (as noted).

POOR AM RADIO RECEPTION

JS


PROBLEM DESCRIPTION

Some vehicles are reported to have poor radio reception and excessive levels of vehicle inducedinterference while listening to “AM” band stations. Investigations have identified ignition noise andpoor antenna connections as the primary causes.Various root causes have been identified and fixes introduced to overcome reception problems onthe “AM” band.


• Ignition system earth strap installation for JS:Introduced Start of Production

• Antenna lead routing on the right hand side of the vehicle:Introduced 12/11/98, Tag L396309.

• Installation of turn signal relay to overcome popping noise: Introduced 11/01/99, W1361702.• Assembly plant test the reception signal:

Introduced May 99.


• For vehicles built prior to 12/11/98, L396309 refer to the September 98’ Techline (Page 80 of1998 Service Communication Book) on the same subject and follow the procedures to reroutethe antenna cable. Then continue with the checks outlined below.

• Vehicles built after 12/11/98, L396309 will have the antenna cable re routed. Technicians areadvised to commence with antenna circuit connection and earthing checks.

1. Use the Vectra radio removal keys, to detach the radio from the cradle.

2. Remove the radio cradle and ensure the antenna connector at the back is inserted correctlyand the centre metal pin of the antenna is not broken or bent.Note: The antenna connection may become dislodged whilst reinstalling the radio. Applysome tape to the connection preventing the antenna from dislodging during the radioinstallation.

3. On sedan models, remove the parcel shelf and ensure that the two antenna amplifier boxattaching nuts are tight (1). Also check that the 2 pin power connector to the amplifier is fullyhome (2). (Refer to Figure “A” following).

Figure “A”

4. On hatch and wagon models, ensure the attaching nut that holds the antenna amplifier to theroof panel is not loose. This nut and stud is the earth path for the antenna amplifier so a goodearth is critical.

5. Also on hatch and wagon models, check the coaxial cable where it enters the amplifier fordamage such as a frayed coaxial cable shield or exposed bare copper. To check coaxial cableintegrity at this location, tune the radio to a weak “AM” band station and increase the volume.Then wriggle the antenna lead and listen for changes in the level of interference.

TURN SIGNAL LAMPS INOPERATIVE AT LOW AMBIENT TEMPS.

VT


PROBLEM DESCRIPTION

Investigation into reports of turn signal lamps inoperative at low ambient temperatures, haveidentified the cause as being the hazard warning switch being partially dislodged in the instrumentpanel fascia. This is caused by the lower locking tang of the switch distorting the switch case,which in turn causes an interruption in the turn signal circuitry through the hazard switch.


Hazard warning switches with revised locking tangs have been fitted to vehicles from:

ISOVIN: Build Date:

6H8VTK69HYL543303 16/12/99


If presented with a vehicle that exhibits the symptoms described above, technicians should replacethe switch assembly with a post breakpoint part.

PARTS INFORMATION

Order the new part from HSPO PartFinderTM - all parts at HSPO are of the latest specification.

Revised hazard switches can be identified by date code. The date code is hot stamped, parallel tothe lower edge of the switch body, on the left side of the switch body, when viewing the switch as itwould be mounted in the instrument panel fascia.

OK parts are date coded: 06M9 and higher.Where: 06 = Day; M = December; 9 = 1999



SPEED SIGNAL CONVERTER MODULE

JS (non-ABS)


Some technicians have experienced difficulty in locating the speed signal converter module fittedto JS Vectra vehicles without ABS. The JS series circuit diagrams indicate that the module islocated in the passenger compartment in the vicinity of the instrument panel, this information isincorrect.The speed signal converter module is in fact fitted in the relay box mounted in the enginecompartment (refer key 1 figure 1). The speed converter module can be identified by its distinctiveorange colour. Dealerships should update their copies of the JS Circuit Diagram Manual - VehicleElectrical System, “Views of relays and fuses” section, page 31 to reflect the correction in thisTechline issue.

Figure 1

POOR AM RADIO RECEPTION – TURN SIGNAL RELAY INTERFERENCE

JS


PROBLEM DESCRIPTION

Some customers have complained that when using the turn signals with the radio tuned to an AMradio station, they can hear indicator “popping” noise through the radio.


A revised relay was introduced into production in the imported model only.

ISOVIN: Build Date:

W0L0JBF68W1361702 11/01/99

This relay was not introduced into local production.


A revised turn signal relay with a noise filter installed, has been released to suppress theinterference.Dealers are advised to fit this relay to rectify complaints of turn signal interference. The relay canbe distinguished by its yellow colour.Note: The revised relay combines both left and right side turn signal relays. Technicians onlyneed to fit one replacement relay when fitting the revised type.

PARTS INFORMATION


09134880 Flasher, Turn Signal 1



DOOR SNIB (LOCK) BUTTON BINDING

VT, WH

(GROUP 1) HINT March 2000

PROBLEM DESCRIPTION

On some vehicles, the door snib (lock) button may appear to bind up in its mechanism when it isoperated by remote button or manually. The snib button may also feel ‘notchy’ during manualoperation.

This condition may be caused by excessive friction within the door lock, or incorrect adjustment(too long) of the exterior door handle rod.


Before attempting any other rectification, ensure locks have been:

1. Lubricated as per Techline Bulletin June, 1999, Issue 4, page 8, then check for OK snib buttonoperation,

2. Checking lock rod adjustment as per Techline Bulletin June, 1999, Issue 4, page 8.NOTE: incorrect lock rod adjustment (too long) can result in the lock mechanism binding.

REGISTRATION PLATE RATTLE

WH

(GROUP 1) REISSUED March 2000

This Techline item was previously published in Service Techline Issue 6/99 to advise techniciansand pre-delivery departments of the need to correctly mount registration plates to WH Seriesvehicles. Field reports indicate that correct registration mount fixing procedures are not beingadhered to and customers continue to complain about rattles from incorrectly mounted registrationplates. Please ensure this Techline item is distributed to the correct dealership personnel toprevent further occurrence of registration plate rattle.

PROBLEM DESCRIPTION

Front and rear registration plates may rattle due to incorrect mounting.

Four screws are required to mount each registration plate securely.

The front registration plate must have four fasteners located along the top of the plate, two on theends and two slightly inboard (same as VT Series vehicles).

The rear plate also utilises four fasteners. The two top fasteners screw into a boss, while the twobottom fasteners ‘self-tap’ into the bumper facia. There are no bosses in the facia at the bottom ofthe plate, but the screws will hold.

To prevent plate rattles, please use four fasteners to attach each registration plate.

FRONT SEAT BELT WEBBING CATCHES ON RECLINER/ LUMBAR KNOB/S

VT, WH

(GROUP 1) March 2000

PROBLEM DESCRIPTIONCustomer survey results indicate that some customers have experienced a condition where thefront seat belt webbing did not freely slide over the front seat recliner knob or lumbar knob.

PRODUCTION RECTIFICATIONAs a continuous product improvement, the surface finish to both knobs has been revised andintroduced into production. The revised knobs feature a hard surface finish compared to the earlier“soft feel” knobs. This enables the seat belt webbing to slide more easily over the knob.

Revised knob/s were introduced into VT/WH production as follows:

For Pewter Colour Knobs:PSN: Build Date:

L521331 25/10/99

For Shale Colour Knobs:PSN: Build Date:

L527046 07/11/99

Note: Taupe colour trim (and knobs) was not carried into VT Series II (introduction L464495,31/05/99).


Where a customer complains of seat belt webbing “catching” on recliner or lumbar knobs, onvehicles built prior to the above breakpoints, the revised knobs should be installed to both frontseats.

Parts required are detailed in Parts Information below.

When replacing the knobs, refer to the following service information:

Recliner Knob:VT Service Manual, Volume 12, Page 12M-21,Ref. 2.3

Lumbar Knob (non- Side Air Bag):VT Service Manual, Volume 14A, Page 1A7-5,Ref. 2.2

Lumbar Knob (Side Air Bag):VT Service Manual, Volume 14A, Page 1A7-6,Ref. 2.4

PARTS INFORMATION

Part No.: Description: Qty:

92143234 Recliner Knob - Shale 192143235 Recliner Knob - Pewter 192143238 Recliner Knob - Taupe 192143230 Lumbar Knob, (non-SAB)

- Shale1

92143231 Lumbar Knob, (non-SAB)- Pewter

1

92143236 Lumbar Knob, (non-SAB)- Taupe

1

92143232 Lumbar Knob, (SAB)- Shale

1

92143233 Lumbar Knob, (SAB)- Pewter

1

92143237 Lumbar Knob, (SAB)- Taupe

1

* “SAB” – Side Air Bag

WARRANTY CLAIM INFORMATION:Use the following information:

Description Rod, Selector Control - ReplaceLabour Op. No. C000397Time 0.3 hrFailure Code 39

FRONT BRAKE SQUEAL NOISE

TS


PROBLEM DESCRIPTION

Front brakes may exhibit a “squeal” noise during light brake application.


Revised brake pads installed:VIN: Build Date:

Y5000001 13/08/99


1. Test drive vehicle and determine that the squeal is originating from the front brakes.

2. Replace front brake pads (as per TIS instructions).

IMPORTANT NOTE: Ensure to clean the brake pad guides in the caliper and the caliper itself witha soft wire brush. Apply anti-squeak paste to the guides as shown in TIS.

PARTS INFORMATION


09195607 Brake Pads, Front Brakewithout ABS

1

09192157 Brake Pads, Front Brakewith ABS

1

90166282 Anti-squeak paste 1


Use existing Labour Time Manual info. as follows:Description Front disc brake pads - ReplaceLabour Op. No. H105000Time 0.9 hrFailure Code 90

P0335 - CRANKSHAFT REVOLUTION SENSOR REVISION

TR, JR (4Cyl); JS (4Cyl)

(GROUP 6C) March 2000

PROBLEM DESCRIPTION

Investigation into reports of DTC P0335 (incorrect RPM signal) stored in the Engine Control Unit(ECU), have been identified as failure of the Crankshaft Revolution Sensor (CRS). In someinstances DTC P0340 may also be stored.


A revised CRS was introduced into JS production at:

ENGINE No.: Build Date:

C22SEL25014889 Jan., 2000.


When presented with a vehicle storing DTC P0335, technicians should follow the relevantdiagnosis for this code - Refer TIS 2000, Checking Procedures. Care should be taken to ensure nofault exists with the CRS circuit or mounting. Full, correct diagnosis must be carried out to ensurethere is no unnecessary replacement of either the CRS, or an ECU. If no fault is identified oninspection, the CRS should be replaced with the revised part detailed below.

PARTS INFORMATION

This revised Crankshaft Revolution Sensor should be used in all cases requiring replacement, onTR, & JR/JS 4 Cyl. Engine vehicles.


09174621 Crankshaft Rev’n Sensor 1

New Part Identification:

The part number is moulded into the plastic body of the sensor.

Any Crankshaft Revolution Sensors found in dealer parts stock with previous part number90506103, must not be used, but returned to HSPO for credit.


Use existing information in Labour Time Manual

STEERING COLUMN INSTALLATION PROCEDURE

TS

(GROUP 9) REISSUED March 2000

This Techline is re-published because:• a number of steering shaft and related parts have been replaced unnecessarily,• a number of steering shaft lower bearings have been damaged as a result of

technicians NOT following this procedure.

The following information was previously released in Techline Issue 8, October, 1999, page 8.

Whenever reinstalling or replacing the steering column assembly in TS series Astra built prior tothe production breakpoint shown below. It is critical the correct lower steering column mountingclamp load is achieved. Failure to correctly set this clamp load may result in two separateconditions. If too loose, a rattle condition at the base of the steering column may be experienced. Iftoo tight, failure of the lower steering column bearing may result.


Tighter production tolerances to the lower steering column mounting bracket have eliminated therequirement for this critical clamp load adjustment.

Vehicle breakpoint is as specified below:

ISOVIN: Build Date:

W0L0TGF48X5033674 21/09/98

SERVICE PROCEDURE

Technicians need to ensure that the procedures outlined below are applied at all times when thesteering column is reinstalled or replaced in TS series vehicles built prior to the above mentionedbreakpoint. .

1. Reinstall the steering column assembly as per removal and reinstallation procedures set outon the TIS CD ROM, Group M – Steering “Remove and reinstall steering column assembly”(Steering column assembly adjustable).

2. Centralise the steering wheel and engage the steering lock.

3. Move the adjustable steering lever out of the lock position so the steering column can bemoved up or down, in or out.

4. Locate the clamp bolt (1) that houses the lower steering column bearing and loosen to allowthe installation of the first shim package of 4.0mm (bolt (1) threaded end visible with a 7mmhex on end of bolt) as indicated in Figure A (showing the steering column removed for clarity).

Shim in mm Number of shims

0.4 2 1 - 3 2 1 - 3 2 11.6 2 2 2 1 1 1 1 - - -

Total 4.0 3.6 3.2 2.8 2.4 2.0 1.6 1.2 0.8 0.4

FIGURE A5. Beginning with an overall thickness of 4.0 mm insert the package of 4 shims, as indicated in

Figure B, between the steering column bracket and the crossmember and tighten the clampbolt to 22 Nm/16 ft.lb.

FIGURE B6. To check if the clamping force is correct, grasp the steering shaft at the intermediate shaft end

and push the steering shaft axially with moderate effort (in the direction of the arrow) asindicated in Figure C.

FIGURE C

7. If the visible grey guide sleeve located in the clamp on the steering column is moved, releasethe clamp bolt and remove one 0.4mm shim.

8. With the reduced shim package of 3.6 mm, tighten the clamp bolt again to 22 Nm/16 ft.lb.Repeat the checking procedure, observing whether the grey guide sleeve continues to move.Repeat the procedure of continually reducing the overall thickness of the shims by 0.4 mmuntil the guide sleeve ceases to move while applying moderate effort as indicated.

9. Once the correct number of shims has been determined, push the steering column inwards asfar as it will go and check that the grey sleeve located within the clamp is positioned towardsthe front of the vehicle as far as possible. It may be necessary to loosen the clamp bolt andapply an axial force to the steering shaft towards the front of the vehicle until the grey sleeveseats on the clamp in it’s forward most position. Ensure to tighten the clamp bolt to22Nm/16 ft.lb.

10. Re-install all components. Move the steering column adjustment lever into the lock position.

PARTS INFORMATION

Shim kits to adjust clamping load are available via HSPO under the part number supplied below.


09192728 Shim kit 1

SERVICE TECHNICIAN REFERENCE INFORMATION

ALL

(GROUP 0B) UPDATED March 2000

This Techline is published to provide Dealership Service personnel with a list of commonly requiredHolden 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/CAS 03 9644 6622

PIR’s (EDAG FUTURE) 03 9552 8104

REPAC 03 9647 1198

TECHNICIAN’s GUILD QUESTIONNAIRES,Tech. Guild Issue content,and Questionnaire queries ONLY: 03 9876 5797

TECHNICIAN’s GUILD ADMINISTRATIONFor all other Tech. Guild queries (enrolments,prizes, dates, exam venues, etc): 03 9647 2525

CENTRAL SERVICE 03 9647 2525

SERVICE ENGINEERING 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 OrderForm and fax to Salmat, on (03) 9251 6352.

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 LetterDL 63/99.

Tech 1 Repairs: Refer HSPO Parts Techline Bulletin PT31, dated May 5, 1999.

Tech 2 Repairs: Refer All Dealer Letter DL 43/97

Tech 2 Cable Repairs: Refer All Dealer Letter DL 06/00

JS Vectra Circuit Diagram Manual Update Pages: Refer All Dealer Letter DL 58/99

TS Astra Circuit Diagram Update Pages: Refer All Dealer Letter DL 01/99

INSTRUMENT CLUSTER - TRIPMETER FUNCTION

JR, JS


Some customers may report that their tripmeter is intermittently resetting to zero without command- mainly on long distance trips. To reduce the possibility of unnecessary instrument clusterreplacement, this Techline has been issued to define the counting/reset parameters of thetripmeter function.

JR & JS SERIES 1

All JR, and JS Series 1 instrument cluster tripmeters are designed to count to 1999 kilometres andreset to zero at the 2000 kilometre mark.

JS SERIES 2

JS Series 2 instrument cluster tripmeters are designed to count to 999 kilometres and reset to zeroat 1000 kilometre mark.

INSTRUMENT PROGRAMMING - TRIPLE WINDOW TYPE

VT


Included in Tech 2 software version 8.100, TIS 2000 CD 7.0B, is a new function that allowsinstrument clusters to be configured for vehicles with and without Electronic Climate Control (ECC).This function should be used when fitting or replacing instrument clusters. Failure to correctlyprogram the instrument configuration may result in an “X” being displayed in the instrument rightside display window, along with instrument DTC 10.In Particular, this is relevant where triple window display type instruments are fitted to vehicleswithout electronic climate control ie. HSV or HBD upgrade.

To correctly configure the instrument clusters ECC option follow the steps detailed below.

1. Select Diagnostics / Model Year / VT Commodore / F3: Body / Instrument / F5: Program / F0:Instrument Configuration.

2. Press the NEXT soft key at the base of the Tech 2 screen to scroll to the ECC optionconfiguration.

3. Press the MODIFY soft key at the base of the Tech 2 screen.4. Select the DISABLE soft key at the base of the Tech 2 screen (for vehicles without ECC).

Select the ENABLE soft key at the base of the Tech 2 screen (for vehicles with ECC).5. After the configuration has been modified the Tech 2 will display the current configuration.

Select the PROGRAM soft key at the base of the Tech 2 screen to accept the configurationsettings.

POWER STEERING HOSE RETENTION



PROBLEM DESCRIPTION

PIR’s have been received, which advise of a power steering (P/S) fluid leak, caused by the P/Sreturn hose contacting with the power steering pump pulley.

PRODUCTION RECTIFICATIONA tie strap has been added in production from:

PSN No. : Build Date:

L493683 14/08/99

SERVICE RECOMMENDATION

When fitting or re-fitting a P/S return hose for any reason, carry out the following hosereplacement procedure:• On fitting the new P/S return hose, turn the upper (reservoir) end away from the P/S pump

pulley, before tightening the hose clamp.• Re-fit the existing tie strap (p/n 92138212) to the power steering hoses, 80mm from the power

steering reservoir - as shown in the accompanying sketch. If the vehicle is built beforeL493683 – fit a tie strap during this hose replacement. (Refer ‘Warranty Claim Information’).Addition of this tie strap ensures that the hose cannot contact the P/S pump pulley.

When fitting the tie strap, ensure the P/S hoses are not compressed by the tie strap.

PARTS INFORMATION


92138212 Strap –Tie, P/S Retention 1


The following labour operation number may be used ONLY for addition of a tie strap, to vehicles built prior toL493683, when replacing a damaged P/S return hose, or re-fitting a P/S return hose.

Description Add Strap to P/S HosesLabour Op. No. M000172Time 0.3 hrFailure Code 25

LOWER RADIATOR HOSE INSTALLATION PRECAUTIONS

JR, JS (4 Cyl. Engines)

(GROUP 6K) March 2000

PROBLEM DESCRIPTION

The following precautions must be observed during lower radiator hose installation, to ensure noabrasion occurs, that may result in a coolant leak. In addition, a protective cap has been added toA/T filler tube retaining studs to ensure no abrasion can occur.


The installation precautions noted below are existing procedures in the vehicle assembly plant.The protective cap (as mentioned in Figure 3 below) was introduced into production at:

ISOVIN: Build Date:

W0L0JBF19XL430814 01/03/99


When installing a lower radiator hose, ensure correct positioning of the lower radiator hose by:

1. Aligning the white paint mark on the lower end of the hose, with the moulded boss on theradiator end tank – Refer Figure 1 which shows the correct hose positioning.

Figure 1.

2. Adjusting the position of the hose (by loosening connections and twisting the connections) sothat adequate clearance exists between the electrical harness connector – Refer Figure 2 fordetails of clearance and hose positioning.

Figure 2.

3. On A/T equipped vehicles: where the branch of the lower hose runs past the A/T filler tuberetaining bracket nut, add a protective cap – P/N 90539656 – Refer Figure 3.

Figure 3.View from front of engine compartment towards A/T."

INTERIOR RATTLE NOISE DIAGNOSIS ALL MODELS (MELBOURNE BASED VEHICLES) (GROUP 1) April 2000 PROBLEM DESCRIPTION When investigating instrument panel “rattle” complaints, where a vehicle is fitted with an “e-TAG” unit (electronic signal transmitter for use on the Melbourne CityLink electronic tollway system), first remove the e-TAG unit. Any rattle that may emanate from the “e-TAG” unit could lead to misdiagnosis of the noise, in the belief that interior trim or components in the instrument panel may be the cause. NOTE: “e-TAG’s” are normally attached to the inside of the front windscreen behind the rear view mirror, via a mounting bracket, and are detachable. The “e-TAG” can be detached from the bracket by gripping the “e-TAG” and rotating the top rearwards and downward. Should an “e-TAG” be defined as the cause of a rattle noise – the customer should be advised that the rattle is emanating from the “e-TAG”, not the vehicle.

QUARTER WINDOW GLASS – IMPROVING GLASS FIT VS Utility (GROUP 1) April 2000 PROBLEM DESCRIPTION Poor appearance of utility quarter window fixed glass - a gap at the top of the glass between glass and rear side window cover - is caused by the location of the glass in the body opening. PRODUCTION REVISION Revised glass and mouldings were fitted to vehicles in production from:

ISOVIN: Build Date: 6H8VSK80HXL454372 30/04/99

SERVICE RECTIFICATION To improve the fit of the quarter window glass on complaint vehicles, the following procedure should be carried out. On vehicles built before L454373 - discard old glass and moulding and use NEW glass and NEW moulding, fitted as per these instructions: On vehicles built after L454373 – glass and moulding (with moulding shape as per Figure 2) may be re-used, and fitted as per these instructions: IMPORTANT NOTE: If the procedure below is to be carried out as a sub-let repair, provide a copy of this Techline to the sub-let repairer. 1. Remove quarter window glass, using existing removal procedures in the VR Service Manual,

Volume 1, Page 1A7-11. 2. Remove remnants of old urethane from glass and body aperture flange, then clean the quarter

window glass and body opening with a lint free rag wetted with Prepsol. 3. Apply spacers - p/n 92039967 – as shown in Section A-A in Figure 1.

NOTE: spacers MUST be applied or poor glass fit to body and outer cover will result.

Figure 1 –Spacer location and urethane in ‘fitted’ location.

4. Fit moulding to glass, if new glass and moulding are being fitted. 5. Using a hack saw, cut off any excess moulding protruding above the top of the glass until it is flush

with the top of the glass, and follow a ‘cut’ line perpendicular (90°) to the glass. Refer to Figure 2. NOTE: Take care with these operations, or glass breakage may result.

Figure 2

6. Perform a trial fitment of the glass assembly. Ensure there is no interference between the moulding and the drip gutter. Refer to figure 3.

NOTE: There must be a small gap between the glass and the drip gutter sheet metal. Refer to Figure 3.

7. Apply urethane to the body aperture flange. Urethane should be inboard of spacers – Refer to Figure 1.

8. Install the quarter window glass to the body aperture flange, ensure the top, forward corner locates as per the trial fit, then press glass firmly into position. Do not force the glass to sit flush with the drip gutter. Refer Figure 3.

9. Insert a locating piece – p/n 92075426 – under the lowest portion of the glass to hold the glass during the urethane curing process. Refer to figure 2 for location.

10. Check effectiveness of sealing from inside the vehicle. Should any gaps in the sealing exist, apply additional urethane on the outside to fill these gaps. Using a flat bladed tool, smooth the surface of the urethane around the edge of the outside of the glass to ensure effective sealing.

11. Reinstall quarter window inner trim moulding (Refer 1A9 HEADLINING AND REAR END TRIM Section in VR Series Service Manual, Volume 1).

12. Tighten quarter window drip moulding attaching screws and refit the rear side window cover (Refer 1A5 LOAD COMPARTMENT AND ENDGATE Section in VR Series Service Manual, Volume 1).

Figure 3

PARTS INFORMATION The quantities quoted below are for one side only:

Part No.: Description: Qty: 92056371 Glass - Qtr Window (RH) 1 92056372 Glass - Qtr Window (LH) 1 92056373 Moulding - Qtr Window (RH) 1 92056374 Moulding - Qtr Window (LH) 1 92039967 Spacer - Qtr Window 2 92075426 Locating Piece - Qtr Window 1

WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual as shown: Description Glass Asm. Side Panel RH – Repl.

Labour Op. No. C004100 Time 1.1 hr Failure Code 25

Description Glass Asm. Side Panel LH – Repl.


WATER LEAK INTO HEADLINING SB CABRIO (GROUP 1) April 2000 PROBLEM DESCRIPTION Damp patches in the headlining material around the top of the A pillar may be evident after a vehicle roof has been soaked for extended periods of time. The water entry that causes this condition has been found to be via the headlining material extending too far into a wet area along the roof and door weatherstrip flanges. SERVICE RECTIFICATION To rectify this water entry condition, it is necessary to trim excess headlining material from the upper door weatherstrip flange, and the roof weatherstrip flange, as follows: Refer to Figure 1 for location of the typical section through both flanges, as noted in the following Figures and text.

Figure 1.

Refer Figure 2 for Section A-A.

Figure 2 – Typical section

(door opening shown, roof section same) 1 = Edge of headlining exposed to water from outside vehicle. 2 = Excess headlining material extending into wet area. 3 = Weatherstrip.

1. Open doors and roof. 2. Remove roof weatherstrip and top portion of door weatherstrip. 3. Carefully remove the portion of the headlining material that is folded over and glued to the roof

and door weatherstrip flanges (Only remove the material that is glued to the flange ends and extends into the outside “wet” area). Take care not to tear or stretch the material during this removal process. Figure 3 shows the headlining material removed from the flanges, and the areas of excess (5mm approx.) material.

]

Figure 3

Shows excess headlining material on both the door weatherstrip flange (lower) and the roof weatherstrip flange (upper)

4. Clean any remnants of headlining material or glue from the flanges, so no air or water entry gaps exist.

5. With a sharp knife, neatly trim the excess headlining material flush with the flanges, as shown in Figure 4, taking care not to damage paint finish.

Figure 4

“A” Shows trimmed headlining areas

6. If the headlining material separates from the inboard side of the flange during this process, add glue behind the material to retain it, or use waterproof tape to retain the material to the flange edge. Make sure any tape used is not visible when the weatherstrip is refitted.

7. Carefully refit the weatherstrips to the roof and door flanges. WARRANTY CLAIM INFORMATION: Description Correct headlining water leaks Labour Op. No. B000400 Time 0.6 hr Failure Code 87

ACCESSORY POWER SOCKET LOOSE VT, WH (GROUP 12) April 2000 PROBLEM DESCRIPTION The accessory power socket loosens in console mounting hole, due to insufficient retention torque capability of the existing nut and shell. PRODUCTION RECTIFICATION A revised (shorter) power accessory socket shell has been fitted to vehicles from:

ISOVIN: Build Date: 6H8VTK69HYL551551 01/02/00

SERVICE RECTIFICATION Vehicles presented with a loose power accessory socket should have a new power accessory socket shell – P/N 92094030 - fitted. PARTS INFORMATION

Part No.: Description: Qty 92094030 Shell – Accessory Access. 1

WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual as shown:

Description Accessory Power Socket – Repl.

Labour Op. No. N311700 Time 0.5 hr Failure Code 27

CRUISE CONTROL “DROP-OUT” VS UTILITY (GROUP 12) April 2000 PROBLEM DESCRIPTION Some customers may experience an intermittent disengagement of the cruise control, particularly when driving for long periods. A change to the speedometer operating mechanism on later built VS Utility vehicles has raised this concern. Electrical “noise” generated on the speedometer voltage supply has been identified as the cause. This interference affects the vehicle speed signal being supplied to the cruise control module. The module is sensitive to this interference, causing a cruise control dropout condition. PRODUCTION RECTIFICATION Revised speedometer assemblies, with increased capacitance to rectify this condition, have been introduced into production from: ISOVIN: Build Date: 6H8VSK80HYL560257 24/02/00

SERVICE RECTIFICATION The following replacement recommendation affects vehicles built in the following ranges: V6 Utility

From :6H8VSK80HWL345970, 12/6/98 To :6H8VSK80HYL560257, 24/02/00

V8 Utility From :6H8VSK80UWL346473, 15/6/98 To :6H8VSK80HYL560257, 24/02/00

(This is a V6 Isovin, and is supplied for “limiting” the affected range only) When presented with a VS Utility from the breakpoint specified above that exhibits intermittent cruise control dropout, technicians should perform a basic inspection of the cruise control system. These inspections should include all circuit connections and adjustments of both of the cruise control stop lamp switches. If no faults are identified replace the speedometer assembly with the revised part specified. PARTS INFORMATION Revised speedometer assemblies can be identified by locating the VDO date code label, adhered to the rear face of the assembly. This label shows the date of manufacture and should have a date code “210200” or later. NOTE: There are two labels located on the rear of the speedometer assembly. The one on the top face of the assembly should not be used to identify breakpoint parts. All parts in stock in HSPO warehouse, at time of publication, are of the latest specification. Distributor or Dealership parts stock, found to be date coded prior to the date code shown above, should be returned to HSPO for credit.

Part No.: Description: Qty 92142867 Speedometer Asm. 1 92142866 Speedometer Asm. (Police) 1

WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual for removal and replacement of the speedometer assembly.

CRUISE CONTROL INOPERATIVE - HINT VR, VS, VT (GROUP 12) April 2000 When presented with a “cruise control inoperative” condition in any of the above model vehicles, technicians should inspect the stop lamp circuit for correct operation. In some instances failed stop lamp globes have been the cause of the cruise control system becoming inoperative, resulting in unnecessary replacement of parts and unnecessary or excessive diagnosis times. A pull up type resistor circuit is attached to terminal “G” of the cruise control module. This monitors the stop lamp circuit via the stop lamp globes to earth. In the event that this circuit becomes interrupted, IE: Poor connections (open circuit) or failed stop lamp globes, this disables the operation of the cruise control system. Every effort should be made to define the cause of the stop lamp circuit failure, to ensure that this fault does not reoccur.

FINAL DRIVE/REAR AXLE OIL - NAME CHANGE VP, VQ, VR, VS, VT, WH (GROUP 4) April 2000 OIL NAME CHANGE Spicer Axle Australia, Holdens final drive unit/rear axle supplier, and Mobil Oil Australia Ltd., advise that Mobilube SHC 80W/140 ID oil is now known as:

Mobilube SHC ID

This name change was effective from December 1, 1999, and has taken place to avoid confusion with another Mobil product bearing a similar name. USAGE This oil is recommended for use in:

VP/VQ: All V8 All Utilities VR/VS: V6 with LSD All V8 VT/WH: All S/C V6 & V8 Wagons with V6 & M/T

The oil is Synthetic Hypoid Gear Oil to Holden’s Specification HN2040. Refer to individual Service Manuals for equivalents, where available. Please ensure all Service and Parts personnel are aware of this name change, to ensure the use of the correct oil in the above vehicles.

LEAK DETECTION DYE ADDED TO ENGINE OIL JS, V6 (GROUP 6A) April 2000 PRODUCTION CHANGE: This Techline bulletin is an information item to advise that from engine number 08 480 202 built on 09/03/00, a small amount of fluorescent dye has been added to the first fill engine oil. This dye conforms to GM Material Specifications. It is possible that a small number of engines, built for validation, prior to the breakpoint will also have dye. The change has been made as a quality improvement to enable better leak detection capability, in the engine assembly plant. IN SERVICE: It should be noted that under normal lighting the engine oil with have a red/brown appearance, somewhat different to normal engine oil. Please advise all pre-delivery and service technicians of this change, so there is no concern that oil in these engines is “contaminated”. PRODUCTION INTRODUCTION A small amount of fluorescent dye has been added to the first fill engine oil from: Engine No.: Build Date: 08 480 202 09/03/00

DTC P0340 - CAM SENSOR INCORRECT SIGNAL TR, JR (4 Cyl), JS (4 Cyl) (GROUP 6C) April 2000

PROBLEM DESCRIPTION Investigations into unnecessary ECU replacement, where DTC P0340 (camshaft sensor incorrect signal) is stored, have identified the camshaft position sensor as the cause of the failure. In some instances DTC P0335 may also be stored. SERVICE RECTIFICATION When presented with a vehicle storing DTC P0340, technicians should follow the relevant diagnosis for this code - Refer TIS 2000, Checking Procedures. Care should be taken to ensure no fault exists with the Camshaft sensor circuit or mounting. If no fault is identified on inspection, the Camshaft sensor should be replaced with the revised part detailed below. PARTS INFORMATION Revised Camshaft position sensors can be identified by a manufacturing date code located on the rear face of the sensor (sensor in position on engine). The date code is stamped in white ink and should be “2098b” or higher. Date Code Interpretation: “20” = week 20; “98” = 1998; “b” = disregard All parts in stock in the HSPO warehouse at time of publication are of the latest specification. Any old stock found in Distributor or Dealership parts stock date coded prior to the date code above should be returned to HSPO for credit. Any Camshaft Revolution Sensors in Distributor or Dealership parts stock – under previous part number 90506103, must not be used, but returned to HSPO for credit.

Part No.: Description: Qty 90458252 Camshaft sensor 1

WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual

A/T COOLER HOSE RETENTION JS with A/T (GROUP 7B) April 2000 PROBLEM DESCRIPTION All A/T oil cooler hoses are retained by a tie strap (fitted in production), located around the hoses, between the A/T body and the radiator, visible from under the vehicle If the hose retaining strap is not replaced - after removal for any reason, the A/T oil cooler hoses may rub on the front engine/trans. mount, causing hose damage, and potentially, a leak. SERVICE RECTIFICATION The A/T oil cooler hose retaining tie strap must be replaced after removal for any reason. If any vehicle is found, during servicing, to have the tie strap missing, a new tie strap should be fitted. The sketch below shows the location of the tie strap.

Figure 1 – Showing tie strap location

PARTS INFORMATION

Part No.: Description: Qty 9275610 Strap – Hose Retaining 1

A/T REPLACEMENT REQUIREMENT - COOLER FLUSH & FLOW RATE CHECK VR, VS, VT, WH (GROUP 7B) April 2000 Analysis of SRTA returned automatic transmissions, and the incidence of repeat transmission failure/replacement, highlights the need for technicians to ensure an A/T cooler flush and flow check is done. It is recommended that Service Managers, Workshop Controllers or Service Advisors advise technicians to carry out the procedure – by adding the wording “Cooler Flush & Flow Rate Check Required” to Repair Orders - whenever:

• a changeover or replacement transmission is installed. • fluid contamination is suspected.

The procedure appears in the VT Service Manual, Volume 14C, Page 7C4-5 (last printed version) or in the latest version of Holden SIP CD, Section 7C4 - 2.3 TRANSMISSION COOLER REVERSE FLUSH AND FLOW RATE CHECK

STEERING WHINE NOISE TS (TRW Steering Gear) (GROUP 9) April 2000 PROBLEM DESCRIPTION Some customers may complain of a light “whine” noise from steering, when steering is turned just off-centre, at low speed. Investigations have revealed that noise can be transferred into the vehicle body, if the P/S pump body contacts the pump mounting bracket (beneath the pump). PRODUCTION RECTIFICATION To correct noise complaints as described above, as an interim action, washers were added at three locations between the P/S pump and its mounting bracket from: ISOVIN: Build Date: Not Available 12/08/99

As a final corrective action, a revised power steering pump mounting bracket, with upward swaged lower mounting holes, has been introduced into vehicle production at: ISOVIN: Build Date: Not Available 01/03/00

As the revised bracket is not yet available from HSPO, the following Service Rectification will be required on complaint vehicles where interference between P/S pump and mounting bracket is defined. When parts are available from HSPO, a Techline Bulletin will be released, advising to fit the revised bracket in lieu of this procedure. SERVICE RECTIFICATION If an abnormal P/S “whine” noise is reported on a vehicle with TRW steering system; where the noise occurs when steering wheel is turned “just off-centre” at low speed – the following check must be carried out: Raise vehicle on a hoist and check that clearance exists between the P/S pump and the pump mounting bracket, at the inboard (RH) side of the pump. This can be done by raising the vehicle on a hoist and passing a feeler strip or piece of thin card between the pump and bracket, to ensure clearance exists. NO CONTACT SHOULD BE EVIDENT AT THE INBOARD SIDE OF THE PUMP/BRACKET. If clearance exists - further diagnosis is required to define the cause of the noise. If no clearance exists - carry out the following procedure: 1. Loosen the single upper mounting nut, accessible from engine compartment and located

horizontally on the outboard (LH) side of the pump body. Loosening this mounting nut allows pump movement later.

Refer View A in Figure 1 below. 2. Raise vehicle on a hoist. 3. From under vehicle, loosen and remove the three pump to mounting bracket mounting nuts –

the third mount is accessible from behind LHF wheel. (rubber mounts above nuts should be held during loosening, with a 14mm spanner).

4. Have an assistant lift the power steering pump up off the mounting bracket, providing enough clearance to fit a washer – P/N 11035613 – on the mounting bracket at all three lower mounting holes between the pump and its mounting bracket (glue washers to bracket if required, to assist assembly).

NOTE: the washers required are a specific size – do not use any other washers. Refer View B in Figure 1 below. 5. Lower the pump onto the washers/mounting bracket. 6. Reinstall the three lower mounting nuts to the mounting studs, torque to 7Nm (rubber mounts

should be held during torquing, with a 14mm spanner). 7. Torque the upper mounting stud (in engine compartment) to 7Nm (rubber mount should be

held during torquing, with a 14mm spanner). PARTS INFORMATION

Part No.: Description: Qty: 11035613 Washer – P/S Spacer 3

WARRANTY CLAIM INFORMATION: Description Fit P/S Spacer Washers Labour Op. No. M000178 Time 0.4 hr Failure Code 40

Figure 1

1

INLET MANIFOLD – ALTERNATIVE PART USAGE VT & WH with Gen III V8 (GROUP 6A) May 2000

PROBLEM DESCRIPTION TAS has received calls regarding replacement engine assemblies ex-HSPO, being fitted with an alternative inlet manifold that appears different to the manifold on the original engine. An alternative inlet manifold (that has a plugged hole at the top, front of the manifold) has been fitted to engines in vehicle production, and for HSPO supply (this plugged hole is used for a derivative of the Gen III engine used in other market areas). This manifold is different only by the addition of a “plugged hole”, and is totally interchangeable with the “non-plugged’ manifold. PRODUCTION RECTIFICATION No breakpoint information is required for this alternative manifold, as it is used intermittently. SERVICE RECTIFICATION Do not replace the manifold, as both manifolds are fully interchangeable. Technicians should not be concerned that there is any additional component to be fitted at the plugged hole location. PARTS INFORMATION No specific parts information is required – existing parts and part numbers are unchanged, and interchangeability is not affected.

ENGINE STALL ON DECELERATION/HIGH ENGINE IDLE SPEED JR, JS with C20SEL or C22SEL Engine (GROUP 6M) May 2000

This Service Techline updates the previous Techline on this topic (Issue 10, December, 1999 page 15) – by providing new part number information. PARTS INFORMATION Since release of the original Techline item on this condition, a kit comprising necessary components has been made available. For initial fitment of PCV oil separator as per the previously issued Techline, order:

Part No.: Description: Qty 92065659 Kit, PCV Oil Separator 1 90411546 Valve – Idle Air Control (IAC). 1 09240103 Gasket - IACV 1

For reference, kit 92065659 contains: 1 x Oil Separator 2 x Vent Hose 2 x Hose Clamps

For Service replacement of PCV oil separator and related components, these individual parts will be shown in a future issue of PartFinderTM:

Part No.: Description: 90411546 Valve – Idle Air Control (IAC). 09240103 Gasket - IACV 09193502 Separator – PCV Oil 24421017 Hose – PCV Vent 90467971 Clamp – Vent Hose

IGNITION KEY REMOVAL DIFFICULTY JR, JS with A/T May 2000 (GROUP 7B & 12) HINT

PROBLEM DESCRIPTION Some customers may report that they have difficulty in removing the ignition key from the ignition barrel. Investigation into these reports has identified that the problem relates to the PBSL (Park Brake Shift Lock) mechanism. Excessive preload/incorrect adjustment of the automatic transmission selector cable prevents actuation of the PBSL microswitch, further preventing removal of the ignition key. Other symptoms include the automatic transmission selector lever release button not fully returning to the rest position or the selector lever does not align correctly in its selected position. SERVICE RECTIFICATION 1. Shift the automatic transmission selector lever

into the “P” (park) position. 2. Locate the selector lever cable in the engine

bay, refer Figure 1.

Figure 1. (View of engine compartment from LH side)

3. Locate and remove the selector lever cable-retaining clamp from the cable connector, refer Figure 2.

Figure 2. 4. Push forward and pull back on the cable to

minimise any preload present in either direction, refer Figure 3.

Figure 3.

5. Insert the cable-retaining clamp back into the cable connector.

6. Move the selector lever to the “D” (drive) position.

7. To confirm that the correct adjustment has been achieved, inspect for the following:

- The white line on the gear selector lever should be in line with the “D” (drive) position;

- It is possible to access all gears with the selector lever, i.e. P-R-N-D-3-2-1;

- The selector lever release button travels all the way to its rest position when “P” (park) is selected, refer Figure 4;

- The key can be removed from the ignition barrel freely.

Figure 4.

A/T EXTERNAL OIL COOLER DELETION VT, WH (with V6 & A/T) (GROUP 7B) May 2000 PROBLEM DESCRIPTION TAS calls have been received requesting information on vehicles being pre-delivered – where technicians have noted no external A/T oil cooler is fitted. As from vehicle build of April 10, 2000, the external A/T oil cooler fitted to V6 (non-S/C) engined VT and WH vehicles has been replaced by two “in-tank” oil coolers located in the RH & LH radiator end tanks. Vehicles carrying this revision are identifiable by: - NO external A/T oil cooler; - Oil cooler connections to both ends of the radiator; - Crossover pipe on radiator between A/T cooler connections. (Supercharged V6 engined vehicles remain unchanged.) PRODUCTION INTRODUCTION The above revisions were introduced from: VT: ISOVIN: Build Date: 6H8VTK35HYL579900 10/04/00

WH: ISOVIN: Build Date: 6H8WHY19HYL580005 10/04/00

SERVICE RECTIFICATION On vehicles identified as being built after the breakpoints above, and carrying revisions noted above: • An auxiliary (external) A/T oil cooler must not

be fitted. • NO auxiliary (external) A/T oil cooler is

required when fitting tow bars (ALL tow bars). All V6 (A/T) vehicles are able to tow 2100kg without additional A/T cooling hardware.

WARRANTY CLAIM INFORMATION: The revisions noted have no effect on warranty claiming.

HIGH CURRENT DRAW/FLAT BATTERY – REAR DEMISTER RELAY STICKING JR, JS (GROUP 12) May 2000

PROBLEM DESCRIPTION Investigations into reports of “flat battery” or high standing current draw, on some vehicles, has been identified as a sticking Rear Window Demister Relay. This condition has become more apparent during colder weather, where there is increased use of the rear demister. SERVICE RECTIFICATION If there has been a complaint of a ‘flat battery’ or, during diagnosis, a high standing current draw exists with no identifiable cause: 1. Remove fuse/relay panel cover from the right

hand side, lower instrument panel – Refer to page 6-20 of Vectra Owner Handbook.

2. Move the fuse panel down by depressing the

lower release lever/handle and pulling towards rear of vehicle.

3. Locate and remove the Rear Window

Demister Relay. Refer JS Wiring Diagrams, Views of Relays and Fuses, Page 41 – Key number 13.

4. With the demister relay removed from the

vehicle and with an Ohmmeter, probe terminals 87 and 30 of the Rear Window Demister Relay. If continuity exists, replace the relay with the revised part specified below.

5. Should continuity not exist, further diagnosis

should be carried out to determine the source of the excessive current draw.

PARTS INFORMATION The revised relay is black in colour, which is distinctively different from the original, which is blue in colour. Part No.: Description: Qty

90464760 Rear Window Demister Relay Asm

1


HOLDEN SERVICE TECHLINE _______________________________________________________________June 2000

1

PIR SUBMISSION PRECAUTION ALL (GROUP OB)

PROBLEM DESCRIPTION PIR numbers reported at Foremen’s and Service Managers Association Meetings do not match the number believed to have been sent by Service Managers, Foremen and Technicians. As a consequence: • Holden Service Engineering do not receive

vital product information; • PIR conditions mentioned are not able to be

reported; • PIR conditions are not able to be addressed

and production action or Techline action cannot be initiated;

• Majority of PIR’s sent to “old” fax numbers are not forwarded to Holden Service Engineering;

• Complaints are received from people owning the “old” fax numbers.

Dealership personnel may also suffer reduced PIR numbers, affecting Zone incentive programs. PROBLEM CAUSE Old PIR pads with “old” fax numbers being used. Incorrect “old” or wrong fax numbers programmed in Dealership fax machines. PRODUCTION RECTIFICATION Service Engineering provided a list of Holden fax numbers – including the PIR fax:

SEND PIR’s TO: (EDAG FUTURE) ON 03 9552 8104

- in Techline Issue 2, 2000, Page 4 for use of all Dealership Service Personnel. Method of ordering correct PIR forms was also supplied in that Techline item: PIR forms: pads of PIR forms are currently being reprinted – Dealerships will be advised by All Dealer Letter when new pads are available.

SERVICE RECTIFICATION Applying the rectification below will help both Holden, and Dealers, in the pro-active reporting, assessment and correction of customer complaint conditions. Service Managers and Foremen should: 1. Find all copies of PIR forms or pads with “old”

fax numbers and change the fax number to 03 9552 8104;

2. Ensure PIR’s are only sent via the latest fax number – change all pre-programmed fax machine numbers to 03 9552 8104;

3. Make sure all Dealership staff who may write PIR’s or have blank PIR forms – receive a copy of this bulletin and change/use the fax number.

A/C COMPRESSOR LUBRICANT QUANTITY REVISED VT & WH; V6 Engines (GROUP 2)

CURRENT CONDITION A revised quantity of A/C refrigerant oil is now installed in compressors used on V6 engines. These compressors now contain 220cc of oil in lieu of the previous 265cc. PRODUCTION REVISION Revised V6 A/C compressors with reduced oil quantity have been fitted to vehicles from: ISOVIN: Build Date: 6H8VTK69HYL574428 28/03/00

SERVICE RECTIFICATION When servicing ANY VT or WH, V6 A/C compressor, the quantity of oil added, or calculated using existing service instructions, should be 220cc not 265cc as per Service Manuals. NOTE: For V8 Compressor, the oil quantity remains at 265cc and Service Manual compressor servicing details remain the same.


FRONT SEAT BELT WEBBING “CATCHES” ON RECLINER/LUMBAR KNOB/S VT, WH (GROUP 1)

This Service Techline supersedes the previous Techline on this topic (Issue 2, March, 2000 page 6). Parts Information is revised. The previous Techline should be destroyed. PROBLEM DESCRIPTION Customer survey results indicate that some customers have experienced a condition where the front seat belt webbing did not freely slide over the front seat recliner knob or lumbar knob. PRODUCTION RECTIFICATION As a continuous product improvement, the surface finish to both knobs has been revised and introduced into production. The revised knobs feature a hard surface finish compared to the earlier “soft feel” knobs. This enables the seat belt webbing to slide more easily over the knob. Revised knob/s were introduced into VT/WH production as follows: For Pewter Colour Knobs: PSN: Build Date: L521331 25/10/99

For Shale Colour Knobs: PSN: Build Date: L527046 07/11/99

Note: Taupe colour trim (incl. knobs) was not carried into VT Series II (introduction L464495, 31/05/99). SERVICE RECTIFICATION Where a customer complains of seat belt webbing “catching” on recliner or lumbar knobs, on vehicles built prior to the above breakpoints, the revised knobs should be installed to both front seats.

Parts required are detailed in Parts Information below. When replacing the knobs, refer to the following service information: Recliner Knob: VT Service Manual, Volume 12, Page 12M-21, Ref. 2.3 Lumbar Knob (non-SAB): VT Service Manual, Volume 14A, Page 1A7-5, Ref. 2.2 Lumbar Knob (SAB): VT Service Manual, Volume 14A, Page 1A7-6, Ref. 2.4 ∗ “SAB” = Side Air Bag PARTS INFORMATION Part No.: Description: Qty:

92143234 Recliner Knob - Pewter 1 92143235 Recliner Knob - Shale 1 92143238 Recliner Knob - Taupe 1 92143230 Lumbar Knob, (non-SAB)

- Pewter 1

92143231 Lumbar Knob, (non-SAB) - Shale

1

92143236 Lumbar Knob, (non-SAB) - Taupe

1

92143232 Lumbar Knob, (SAB) - Pewter

1

92143233 Lumbar Knob, (SAB) - Shale

1

92143237 Lumbar Knob, (SAB) - Taupe

1

WARRANTY CLAIM INFORMATION: Use the following information: Description Replace Recliner & Lumbar

Knobs Labour Op. No. C000397 Time 0.3 hr Failure Code 39


HVAC VACUUM RESERVOIR “BUZZ” NOISE JR, JS (GROUP 2)

PROBLEM DESCRIPTION PIR’s advising of a “buzz” noise – emanating from the left hand side of the instrument panel or glove box area have been received. This noise may be caused by two possible conditions: 1. Loose mounting of the Vacuum Reservoir

(described as “Recirculating Air Flap Vacuum Tank” in TIS) – causing vibration of the reservoir on the vehicle body mountings;

2. “Shuttling” of the one-way valve inside the HVAC vacuum reservoir.

PRODUCTION RECTIFICATION A revised HVAC vacuum reservoir assembly and Hose Asm. - Elbow have been fitted in JS production from: ISOVIN: Build Date: W0L0JBF19YL540148 14/12/99

SERVICE RECTIFICATION When a vehicle is presented with a complaint of “buzz” noise from the HVAC reservoir: On Post-Breakpoint vehicles: 1. Open the engine hood and remove the

plenum chamber to engine hood weatherseal; 2. Lift the LH side of the plenum chamber cover

to gain access to the vacuum reservoir. 3. Check reservoir mounting nuts for tightness, if

loose, tighten the nuts. If the noise is corrected after this step, no further work is required.

4. Reinstall the plenum cover, plenum chamber to engine hood weatherseal and close engine hood.

On Pre-Breakpoint vehicles: 1. Open the engine hood and remove the

plenum chamber to engine hood weatherseal. 2. Lift the LH side of the plenum chamber cover

to gain access to the vacuum reservoir.

3. Check reservoir mounting nuts for tightness, if loose, tighten the nuts and attempt to reproduce the noise before completing this procedure. If the noise is corrected after this step, no further work is required.

4. Diagnose the noise by listening to the HVAC reservoir while an assistant operates the Fresh/Recirc. control to reproduce the noise. If this does not reproduce the noise, remove both vacuum hoses from the reservoir and apply vacuum to the LH side vacuum port, using a “Mityvac” or similar tool. (The “buzz” noise should now be heard from the reservoir).

5. On confirmation of the HVAC vacuum reservoir as the source of the “buzz” noise, replace the vacuum reservoir and the hose elbow that connects the vacuum line to the reservoir – using the parts noted below. NOTE: Because of the revisions to the vacuum reservoir and the hose, for any replacement of either part, both HVAC vacuum reservoir and hose MUST be replaced.

6. Reinstall the vacuum hoses, plenum cover, plenum chamber to engine hood weatherseal and close engine hood.

If the “buzz” noise persists, additional diagnosis must be carried out to define cause. PARTS INFORMATION Whenever a vacuum reservoir is replaced for any reason, a specific reservoir and hose combination must be fitted if the reservoir is replaced for any reason. Early type reservoirs are no longer available from HSPO. The earlier reservoir had an internal one-way valve that can cause the “buzz” noise, and the Hose Elbow was a plain rubber 90° elbow. The later reservoir has NO one-way valve, but the Hose Asm. - Elbow which MUST be used with the reservoir has a one-way valve added to it. To identify an early or late type reservoir, apply vacuum to the LH side (larger) vacuum port - a later reservoir will NOT hold vacuum at all – an early reservoir will hold minimal residual vacuum, and most likely exhibit a “buzz” noise. If technicians suspect that a later type reservoir is incorrectly fitted to a vehicle with a plain rubber 90° Hose Elbow, the elbow must be replaced by


the later Hose Asm. - Elbow noted below, to ensure correct Recirc. Control/flap operation.

Part No.: Description: Qty 24412538 Vacuum Reservoir 1 24416795 Hose Asm. - Elbow, Air

Recirc. 1

WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual, as shown: Description Reservoir Asm. Vacuum -

Replace Labour Op. No. D907000 Time 0.3 hr Failure Code 36

REVISED FUEL FILTER ASSEMBLY JACKAROO 4JX1 DIESEL (GROUP 6M) When used in cold conditions (Below 0°C) some 4JX1 Jackaroo vehicles may experience fuel flow difficulties through the filter assembly upon cold start up. The restriction is due to trapped air freezing on the filter element creating a barrier through which the fuel is unable to flow. To overcome this concern, Isuzu has released a revised filter assembly that has improved air breathing/bleeding abilities. The part number for the revised filter assembly is 8972245600.

FRONT END ALIGNMENT SPEC. HSV VT I, VT II & WH GRANGE (GROUP 3)

The following information is repeated from HSV bulletin of Feb. 9, 2000, for use by technicians when servicing HSV VT Series I, VT Series II, and WH Grange vehicles. PLEASE ENSURE ALL TECHNICIANS INVOLVED IN FRONT END ALIGNMENT WORK ARE MADE AWARE OF THESE REVISED HSV SPECIFICATIONS. FRONT END ALIGNMENT SPECIFICATION: The information below supersedes information provided in SIP CD ROM Version 1.1, relating to HSV vehicles. FRONT WHEEL ALIGNMENT AT KERB WEIGHT Toe-in Degrees Total 0° 10’ ± 0° 10’ Toe-in Degrees Per Wheel 0° 05’ ± 0° 05’ Camber - 0° 30’ ± 0° 20’ Caster 7° 45’ ± 1° 15’ Note: Front toe and front camber have been reduced to optimise front tyre life.

FUEL GAUGE INACCURACY UES FRONTERA (GROUP 12) I-GM is currently investigating fuel gauge inaccuracy in current model Frontera vehicles. The fuel gauge will tend to travel through its range from full to empty unevenly (i.e. the amount of gauge movement for 50km from full will not be the same as 50km from ½ full ), also an excessive amount of usable fuel will remain in the tank when empty is indicated. If a vehicle is presented to your dealership with the above complaint, please advise your customer that the issue is currently being investigated by I – GM. Do not commence diagnosis of the system. All developments regarding this issue will be published through the dealer letter system.


BRAKE SQUEAL – ANTI-SQUEAL PASTE REVISION TS (GROUP 5) Info. Update

PROBLEM DESCRIPTION Previously issued Techlines of Issue 10, 1999, page 7 and Issue 2, 2000, page 11, on this same subject, advised use of a specific Anti-Squeal Paste. The material recommended has been revised. The size of the tube of anti-squeal paste has also been increased from 4ml tube to a 100 gm tube, to allow for multiple vehicle applications from the one tube. A new part number has been assigned to this anti-squeal paste and is shown in parts information below. Please use only this anti-squeal paste - when rectifying brake “squeal” - as mentioned in Techlines noted above. PARTS INFORMATION

Part No.: Description: Qty 90512280 Anti-Squeal Paste - 100gm 1

DTC P0327 SETTING – KNOCK SENSOR SENSITIVITY REVISION VT & WH with LS1 (Gen III) V8 engine (GROUP 6C) Re-Issued

This Service Techline supersedes the previous Techline on this topic (Issue 10, December, 1999 page 11). Breakpoint info. added. The previous Techline should be destroyed. PROBLEM DESCRIPTION Reports have been received of DTC P0327 being set repeatedly. This has led, in some cases, to time consuming diagnosis with no rectification resulting. The cause of DTC P0327 setting (when no definable problem exists with engine, knock sensor or knock sensor harness) is an over-sensitive knock sensor diagnostic system. PRODUCTION RECTIFICATION Revised PCM calibration was introduced to vehicle production from: ISOVIN: Build Date: 6H8VTX69FYL523541 02/11/99

SERVICE RECTIFICATION Revised software has been released in the TIS 2000 CD-ROM Version 54, via DL 68/99 dated December 6, 1999 which will rectify vehicles in the field. Use of the software contained in this new CD, to flash program PCM’s will rectify this complaint on non-HSV vehicles only. For HSV vehicles which suffer this complaint – fax a “Holden Special Vehicles Warranty Request Form No. 9861” with full details, to HSV “Attention: John Volarich” (Fax No. (03) 9265 9555), who will supply a change-over PCM.


PCV SYSTEM REVISION JS with C22SEL Engine (GROUP 6M)

PROBLEM DESCRIPTION Oil separators are no longer fitted to C22SEL engined JS vehicles. Refer breakpoint information below. JS C22SEL engined vehicles are now built with a revised PCV system that feeds PCV gas into the lower part of the inlet manifold. This new system does not require use of an oil separator. PRODUCTION RECTIFICATION JS C22SEL engined Vehicles using this new PCV system were built from: ISOVIN: Build Date: WOLOJBF19YL557427 16/02/00

For reference: Engine No.: C22SEL25015395

SERVICE RECTIFICATION Technicians may believe vehicles have been built incorrectly – “without an oil separator” – several have called TAS to ask if a plant build error has occurred, and whether an oil separator should be installed as per previous Techline bulletins. (EG: Techlines issued on “Engine Stall on Decel./High Engine Idle” in Issue 10, December, 1999, page 15 & Issue 4, May, 2000, page 5. Technicians MUST NOT fit oil separators to post breakpoint C22SEL engined vehicles.

P/S OIL COOLER INSTALLATION WHEN FITTING TOW BARS VT/WH, with V6 ENGINES (GROUP 9 & OB)

PROBLEM DESCRIPTION No mountings are provided for the Power Steering (P/S) oil cooler that is required to be fitted with 1600Kg & 2100Kg tow bar packages on: • Auto. Trans. (A/T) equipped vehicles with V6

engines built after L579900 (VT) & L580005 (WH). (Refer Techline item, Issue 4, May, 2000, page 7 advising of A/T oil cooler deletion).

This P/S oil cooler mounts on the external A/T oil cooler mounting brackets on V6, A/T equipped vehicles built prior to the above breakpoints. NOTE: S/C V6 equipped vehicles are not affected, as external A/T oil coolers are retained on these vehicles. SERVICE RECTIFICATION When ordering a tow bar package that requires a P/S oil cooler addition to the vehicle, assess the vehicle engine/trans. configuration - where the vehicle is built after the breakpoints noted above – order P/S oil cooler mounting brackets and mounting hardware from HSPO PartFinderTM.

HOLDEN SERVICE TECHLINE ____________________________________________________________________ JUNE 2000

KNOCK/CREAK FROM FOOTWELL OR STEERING GEAR AREA VT & WH (GROUPS 1 & 9) HINT

This Service Techline supersedes the previous Techline on this topic (Issue 5, July, 1999 page 6). Text and torque specifications have been revised. This previous Techline should be destroyed. PROBLEM DESCRIPTION A knocking or creaking noise maybe heard from around the footwell area, or from the steering gear assembly or its mountings, when the vehicle travels over undulating ground and the body flexes. This knock or creak may be caused by the front longitudinal brace attaching nuts becoming loose, causing relative movement between the body and the braces. SERVICE RECTIFICATION NOTE: Because exact location of the noise source may be difficult, carry out the following procedure before considering replacement of any steering gear assembly. To rectify, torque the longitudinal to front floor brace nuts to 31 ±4Nm as indicated in Figure 1.

Figure 1.

PRODUCTION TORQUE REVISION Retaining nut torque was increased from:


Torque Nuts to 31±4Nm

HOLDEN SERVICE TECHLINE _____________________________________________________ JUNE 2000

8

RADIO INOPERATIVE – DIAGNOSIS PRECAUTION GMC TC/TK Light Truck (Ambulance) (GROUP 12) HINT This Techline bulletin applies only to GMC TC/TK vehicles imported under the Holden/JAKAB agreement specified in Warranty Processing letter WD 06/98, dated August 28, 1998. Warranty Clerks should refer to the above letter for warranty claiming details, when required. The following information is provided by JAKAB and has been circulated to Ambulance Services who operate these vehicles nationwide. This information is provided to assist Holden Dealership technicians who work on these vehicles. PROBLEM DESCRIPTION Radio is inoperative, even though no problem can be found with the radio assembly, IE: fuse OK, wiring (power and earth) to radio is OK. SERVICE RECTIFICATION On presentation of a vehicle with this condition –– technicians should be aware that if one speaker is shorted out, the radio will cease to function. Fitting a new radio will result in the same condition. Trace the radio speaker wiring to define the location of any short circuit in the wiring, and repair the short circuit – PRIOR to attempting to replace a radio assembly. WARRANTY CLAIM INFORMATION: When claiming any warranty work on these vehicles - use existing Labour Operation numbers and times for Commodore in the Passenger Labour Time Manual, or contact JAKAB, as per the information provided in Warranty Processing letter WD 06/98 regarding these vehicles.

STEERING TOE CONVERSION FROM DEGREES/MINUTES TO MILLIMETRES. ALL (GROUP 3) Re-Issued This Techline Bulletin has been re-issued to ensure all technicians are aware of the conversion data contained in the attached chart (ON PAGE 24). This Service Techline has been issued to aid dealers in converting wheel alignment toe figures from degree/minutes to decimal degrees or to millimetres and vice-versa. The table on the back of this Service Techline shows toe readings as measured at the rim edge for 13”, 14”, 15”, 16”, 17” diameter rims. Also included are toe readings for a 28” tyre. This is included for those wheel alignment machines that are calibrated to read toe at the old convention of 28” diameter. Most modern wheel alignment equipment, allows the operator to ‘dial in’ the actual diameter of the rims of the vehicle being measured. Some machines which do not allow the rim diameter to be dialled in, may default to measuring toe at a 14” rim diameter. When reading the output from the wheel alignment equipment, ensure the operator knows the difference between a readout in degrees/minutes (0°00’) format or in decimal degrees (0.00°) format. Since the introduction of VT, all wheel alignment specifications are given in a degree/minute format as per the VT Series Service Manual, Volume No.1. Note: 1 degree (01°00’) = 60 minutes (00°60’); 1 minute (0°01’) = 0.0167° decimal degree. IF THE MACHINE DOES NOT CALL FOR THE EXACT RIM DIAMETER OF THE VEHICLE BEING MEASURED, IT IS ESSENTIAL FOR THE TECHNICIAN TO KNOW WHICH CALIBRATION DIAMETER APPLIES TO THEIR MACHINE i.e. 14” OR 28” DIAMETER SO THAT THE CORRECT TOE SPECIFICATIONS CAN BE ACHIEVED.


9

M/T NOISE HSV VT with GEN III & MM6 M/T (GROUP 7A) PROBLEM DESCRIPTION Some customers may be concerned about the noise levels from the MM6 6-speed Manual Transmission (M/T) fitted to Gen III V8 equipped HSV vehicles. Engine firing pulses input into this high torque capacity trans., with its low friction design, can result in a gear “rattle” or “buzz” noise while driving. This noise and other normal gear noises can also be transferred into the gear lever, where they may be amplified by the gear lever boot or a loose gear lever knob. Holden took steps to reduce these noise levels as much as possible, by the use of a noise reduction package, in later built VT MM6 M/T equipped vehicles – the package consists of: - Additional 0.5 litre of Dexron III® Automatic

Transmission Fluid (ATF) required as ‘normal fill’. – Provides additional noise absorption.

- Additional insulator on gearshift control lever. – Reduces noise transfer into passenger compartment.

- Revised gear lever dimension – Stops loose gear lever knob vibration and noise transfer into passenger compartment.

This package is now used in ALL VT, MM6 M/T equipped vehicles. PRODUCTION INTRODUCTION The noise reduction package was added to ALL VT vehicles (including HSV vehicles) fitted with MM6 M/T from: ISOVIN: Build Date: 6H8VTK69FYL511925 28/09/99

However – to fill HSV orders in a timely manner, early built HSV MM6 equipped vehicles were released prior to availability of the noise reduction package. The MM6 M/T, in VT Series II HSV vehicles, was introduced into production at:

ISOVIN: Build Date: 6H8VTK69FXL446731 29/04/99

Additional ATF (0.5 litre) was added at:

ISOVIN: Build Date: 6H8VTK69FYL505387 14/09/99

SERVICE RECTIFICATION Dealerships may receive complaints regarding transmission noise levels in early built HSV MM6 M/T vehicles. Carry out the revisions required to affected vehicles, as shown:

Affected Vehicle Range:

Revisions Required:

L446731 to L505386 Trans. & Lever Revisions and Oil “Overfill”

L505387 to L511924 Trans. & Lever Revisions only

NOTE: some vehicles may already have some of the additional parts fitted through recommendations from TAS – where partial application of this package is found – add only the parts required.

Trans. & Lever Revisions For vehicles from L446731 to L511925 1. Remove gear lever knob and attached boot

– DO NOT attempt to remove knob by rotating - Refer VT Service Manual Volume 14C, page 7B3-15. NOTE: If difficulty is encountered removing the gear lever knob, a small flat blade screwdriver may be inserted inside the lower end of the knob to detent the retaining lugs, allowing easier removal.

2. Measure the top of the gear lever as shown in Figure 1. Early build levers are 13.30/13.70mm Dia. Later levers are 13.90/14.00mm Dia.. If the lever Dia. is less than 13.90mm – the lever (P/N 92075003) must be replaced. (All HSPO stock is of the later type).

After the gear lever diameter is checked as OK, or a new lever is installed – fit a Gear 3. Lever Asm. Isolator (P/N 92087709) over

the lever, pressing the isolator onto the


10

lever and attaching screws to ensure maximum noise reduction is achieved. Refer Figure 1.

Figure 1. 4. Before re-fitting the knob and boot

assembly -–ensure the cable tie retaining the boot to the knob is as tight as possible, to ensure no noise “leak paths” remain.

5. Refit the gear lever knob and boot assembly.

“Oil Overfill”

For vehicles from L446731 to L505386 1. Raise the vehicle on a hoist, ensuring that

the vehicle is level. Refer to Section 0A GENERAL INFORMATION in Volume 1 of VT Service Manual, for the location of jacking points.

2. Place a drain tray beneath transmission and remove transmission filler plug from left hand side of transmission case, using a 3/8” drive socket bar.

3. Allow excess fluid to drain until flow stops. If required, top up fluid level until it reaches the bottom of the threaded filler plug hole.

4. Clean the threads of the filler plug and hole, apply thread sealant (GM P/N 12346004), then reinstall filler plug, torque to 20 – 34 Nm. Do not apply Teflon thread tape to the plug threads.

5. Remove back-up switch wiring harness connector (1) from the back-up switch, located on the right hand side of the transmission case. Refer Figure 2.

Figure 2.

6. Remove back-up lamp switch from the

transmission case – shown by arrow in Figure 3.

Figure 3.

7. Add a measured, 0.5 litres of Dexron III®

ATF to the transmission, via the back-up lamp switch threaded hole in the transmission case.

8. Apply Sealant (P/N 12346004) to the cleaned threads of the back-up lamp switch.

6. Install switch to transmission case and torque to 20 – 34 Nm, then refit electrical connector.

7. On the left hand side of the trans. at the “old” filler plug – wipe the existing label under the plug with a solvent to remove all traces of dirt and contaminants, then apply a “DO NOT OPEN….” sticker (P/N 92095432) OVER the existing label. This ensures the plug is not opened, which would result in loss of the added ATF, in future. Refer Figure 4.


11

Figure 4.

Full details of lubricant level checking and addition, removal and replacement of the back-up lamp switch, gear lever, knob and boot are contained in VT Series II Service Manual, Volume 14C, pages 7B3- P8 & P9, and pages 7B3- P15 & P16. Should the noise described in this bulletin continue after application of the above procedure, contact HSV Technical Assistance Department on telephone number (03) 9265 9500. NOTE: The gear rattle, or “buzz” noise will not be reduced by gear or transmission replacement. PARTS INFORMATION Part No.: Description: Qty

92087709 Boot – Shift Asm. Isolator

1

92095432 Label – Trans. 1 12346004 Sealant (Rev. Sw.) As

required M41089 Dexron III® ATF (1 litre) 1 92075003 Lever - Shift 1 - If

required NOTE: If Sealant 12346004 is not available - Permatex “Pipe Thread Sealant With Teflon” P/N 27838 - 50ml tube size – may be used. WARRANTY CLAIM INFORMATION: NOTE: some vehicles may already have some of the additional parts fitted through

recommendations from TAS. Where partial application of this package is found – add the additional parts required and claim the reduced amount of time required for those tasks. Use the following information to claim the work defined above. Description Fit HSV Noise Reduction

Package Labour Op. No. K000261 Time 0.8 hr Failure Code 40


12

CHECKING M/T LUBRICANT LEVEL VT with LS1 (Gen III) V8 & M/T (GROUP 7A)

The following manual transmission information for LS1 (GEN III) manual trans. is repeated from All Dealer Letter DL 57/99 – for the benefit of service technicians. This information supersedes the information shown in VT Series II Service Manual, Volume 14C, pages 7B3- P8 & P9. Please note the following important points on servicing this transmission: • This transmission is classified as being a

"Fill for Life" transmission and periodic checking of the lubricant level is not required. In production, a sticker is placed next to the normal filler plug on the transmission advising technicians: - “DO NOT OPEN THE FILL PLUG – REFER SERVICE MANUAL”.

• The only time that fluid level checking is

appropriate, is after correction of a fluid leak that does not require the transmission to be fully drained and/or removed from the vehicle.

• The VT Series II Owners Handbook Print

No 3 will have the requirement to periodically check fluid levels in this transmission deleted.

• The VT service manual (CD version only)

has also been revised in line with the above. The CD with these revisions released via automatic distribution in December 1999. The attachment to this letter is an extract from this CD detailing information on transmission fluid capacity, checking & filling procedures. The additional oil level was introduced as a noise reduction initiative.

• Update your VT Series II Service Manual, Volume 14C – by photocopying the following two pages and sticking them over existing pages 7B3-8 & 9.

PRODUCTION BREAKPOINT Oil level was increased (as noted in revised Section 2.2 attached) in the transmission at: ISOVIN: Build Date: 6H8VTK69FYL505387 14/09/99


13

Photocopy this page

– cut off excess paper above dotted line -

stick over existing information on VT SERIES II SERVICE MANUAL, VOLUME 14C, PAGE 7B3-8

- - - - �- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

2.1 RECOMMENDED LUBRICANT The recommended lubricant for the ‘T56’ manual transmission is Dexron III® automatic transmission fluid to Holden’s Specification HN 2126. The transmission lubricant capacity is approximately 4.4 litres.

2.2 CHECKING TRANSMISSION LUBRICANT LEVEL

Important: This transmission is classified as being a “Fill for Life” transmission and checking the lubricant level is not recommended. The only time that fluid level checking would be appropriate, would be after correction of a fluid leak that did not require the transmission to be fully drained and/or removed from the vehicle. 1. Raise the vehicle front and rear and support on safety

stands, ensuring that the vehicle is level. Refer to Section 0A GENERAL INFORMATION in Volume 1 of this Service Manual, for the location of jacking points.

2. Place a drain tray beneath transmission and remove transmission filler plug (1) from left hand side of transmission case (2), using a 3/8” drive socket bar.

NOTE: Depending on the severity of the loss, fluid will probably flow from the filler plug hole, following removal. 3. Allow excess fluid to drain until flow stops. If required,

top up fluid level until it does flow out. 4. Clean the threads of the filler plug, apply thread

sealant such as Loctite 565 or equivalent (GM P/N 12346004), then reinstall filler plug, tightening to the correct torque specification. Do not apply Teflon thread tape to the plug threads.

TRANSMISSION FILLER PLUG TORQUE SPECIFICATION 20 - 34 Nm 5. Remove the back-up lamp switch as detailed in 3.1

BACK-UP LAMP SWITCH, Replace in this Section. 6. Using commercially available fluid dispensing

equipment, add a measured, 0.5 litres of the recommended lubricant to the transmission, via the back-up lamp switch threaded hole in the transmission case.

7. Reinstall the back-up lamp switch, as detailed in 3.1 BACK-UP LAMP SWITCH, Replace in this Section, then lower the vehicle to the ground.

Figure 7B3-7


14

Photocopy this page

– cut off excess paper above dotted line -

stick over existing information on VT SERIES II SERVICE MANUAL, VOLUME 14C, PAGE 7B3-9

- - - - �- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

3.1 BACK-UP LAMP SWITCH REPLACE 1. Raise front of vehicle and support on safety stands.

Refer to Section 0A GENERAL INFORMATION in Volume 1 of this Service Manual, for the location of jacking points.

2. Remove wiring harness connector (1) from switch, located on the right hand side of the transmission case.

3. Loosen, then remove switch (arrow) from the transmission case.

4. Apply Loctite 565 or equivalent (GM P/N 12346004), to the cleaned threads of the back-up lamp switch.

5. Install switch to transmission case and tighten to the correct torque specification.

BACK-UP LAMP SWITCH TORQUE SPECIFICATION 20 - 34 Nm

6. Install wiring harness connector to switch. 7. Remove safety stands and lower vehicle to ground. 8. Check back-up lamp operation.

Figure 7B3-9

Figure 7B3-10


15

ANTI THEFT/KEYLESS ENTRY DIAGNOSIS JACKAROO (GROUP 12) The charts below are quick reference material that is intended to be used in conjunction with the relevant workshop manual section (8H) and wiring diagrams (8D – 242) in the current Jackaroo workshop manual.

DOOR SWITCH DIAGNOSIS Front Door Key Switch Detect Switch Circuit - Open

FUNCTION OPERATION Anti – Theft LED No effect Remote Locking No effect Mechanical Locking No effect Alarm System ( Arming ) Mechanical key will not arm system Alarm System ( Disarm ) Mechanical key will not arm system

Note Unlocking the door with the mechanical key will activate the alarm system. Detect Switch Circuit – Short to Ground

FUNCTION OPERATION Anti – Theft LED No effect Remote Locking No effect Mechanical Locking No effect Alarm System ( Arming ) No effect – (see below) Alarm System ( Disarm ) No effect – (see below) Note Locking / Unlocking the door with the snib button will arm / disarm the alarm

system Tamper Switch Circuit - Open

FUNCTION OPERATION Anti – Theft LED No effect Remote Locking No effect Mechanical Locking No effect Alarm System ( Arming ) No effect Alarm System ( Disarm ) No effect Note Open circuit is the normal state for this switch. Forcing the lock will not activate the alarm

when this condition exists Tamper Switch Circuit – Short to Ground

FUNCTION OPERATION Anti – Theft LED Flashes at constant 2Hz with doors closed Remote Locking Inoperative Mechanical Locking No effect Alarm System ( Arming ) Inoperative Alarm System ( Disarm ) Inoperative


16

Door Lock Key Switch Door Lock Key Switch - Open

FUNCTION OPERATION Anti – Theft LED No effect Remote Locking No effect Mechanical Locking No central locking from failed door Alarm System ( Arming ) No effect Alarm System ( Disarm ) No effect Note Central locking is still available from arm – rest master switch

Door Lock Key Switch (Lock) – Short to Ground

FUNCTION OPERATION Anti – Theft LED No effect Remote Locking Remote unlock only Mechanical Locking No central locking from failed door Alarm System ( Arming ) No effect Alarm System ( Disarm ) No effect Note Central locking is still available from arm – rest master switch

Door Lock Key Switch (Unlock) – Short To Ground

FUNCTION OPERATION Anti – Theft LED No effect Remote Locking Remote lock only Mechanical Locking No effect Alarm System ( Arming ) No effect Alarm System ( Disarm ) No effect Hood & Dome Lamp Switches Hood Switch Circuit - Open

FUNCTION OPERATION Anti – Theft LED No effect Remote Locking No effect Mechanical Locking No effect Alarm System ( Arming ) No effect Alarm System ( Disarm ) No effect Note Open circuit is the normal state for this switch. Forcing the hood will not activate the

alarm when this condition exists Hood Switch Circuit – Short to Ground FUNCTION OPERATION Anti – Theft LED Normal operation with doors open, but off when

doors locked Remote Locking No effect Mechanical Locking No effect Alarm System ( Arming ) Inoperative Alarm System ( Disarm ) Inoperative


17

Dome Lamp Switch ( Door Sw.) Circuit - Open

FUNCTION OPERATION Anti – Theft LED No effect Remote Locking No effect Mechanical Locking No effect Alarm System ( Arming ) No effect Alarm System ( Disarm ) No effect Note Open circuit is the normal state for this switch. The dome lamp will not activate when the

door is opened Dome Lamp Switch (Door Sw.) Circuit – Short to Ground

FUNCTION OPERATION Anti – Theft LED See note below Remote Locking Inoperative Mechanical Locking No effect Alarm System ( Arming ) Inoperative Alarm System ( Disarm ) Inoperative

Note The Anti – theft LED will flash at 2Hz for 30 secs. After a remote keypad button is depressed, then go out. The LED will remain on continuously while the unlock button is depressed on the keypad.


18

COOLANT SPECIFICATIONS ALL IGM MODELS (GROUP 6K) The attached table is a reference guide to coolant specifications for all Isuzu vehicles.

Vehicle Model Factory Fill Spec

Recommended Change at

Alternative Replacement Coolant Spec

Recommended Change at

~1998, R7 Rodeo ~1997, L5 Jackaroo 1996, UT Frontera ~1996, Isuzu Truck

HN2043

2 Years / 40 000

HN2217 Or GM6277m

5 Years / 100 000 (Max) 5 Years / 100 000 (Min)

1997~, Isuzu Truck

HN2217

2 Years / 40 000

GM6277m

5 Years / 100 000 (Min)

1999~, R9 Rodeo 1998~, U8 Jackaroo 1997, UT Frontera MX, Frontera

HN2217

5 Years / 100 000 (Max)

GM6277m

5 Years / 100 000 (Min)

Suburban

GM6277m (Dexcool)

5 Years / 100 000 (Min)

Note – An inspection of cooling system components for corrosion should be carried out prior to refilling with new coolant. Failure to identify a problem at this point may be a costly experience at a later date. When using an alternative to the factory fill coolant the cooling system must be thoroughly flushed prior to refilling.

TOE (MINUTES)

TOTAL (DECIMAL DEGREES)

13" rim

14" rim

15" rim

16" rim

17" rim

28" Normal

TyreTOE

(MINUTES)

TOTAL (DECIMAL DEGREES)

13" rim

14" rim

15" rim

16" rim

17" rim

28" Normal

Tyre

0o01' 0.02o 0.10 0.10 0.11 0.12 0.13 0.21 0o31' 0.52o 2.98 3.21 3.44 3.66 3.89 6.410o02' 0.03o 0.19 0.21 0.22 0.24 0.25 0.41 0o32' 0.53o 3.07 3.31 3.55 3.78 4.02 6.620o03' 0.05o 0.29 0.31 0.33 0.35 0.38 0.62 0o33' 0.55o 3.17 3.41 3.66 3.90 4.14 6.830o04' 0.07o 0.38 0.41 0.44 0.47 0.50 0.83 0o34' 0.57o 3.27 3.52 3.77 4.02 4.27 7.030o05' 0.08o 0.48 0.52 0.55 0.59 0.63 1.03 0o35' 0.58o 3.36 3.62 3.88 4.14 4.40 7.240o06' 0.10o 0.58 0.62 0.66 0.71 0.75 1.24 0o36' 0.60o 3.46 3.72 3.99 4.26 4.52 7.450o07' 0.12o 0.67 0.72 0.78 0.83 0.88 1.45 0o37' 0.62o 3.55 3.83 4.10 4.37 4.65 7.650o08' 0.13o 0.77 0.83 0.89 0.95 1.00 1.66 0o38' 0.63o 3.65 3.93 4.21 4.49 4.77 7.860o09' 0.15o 0.86 0.93 1.00 1.06 1.13 1.86 0o39' 0.65o 3.75 4.03 4.32 4.61 4.90 8.070o10' 0.17o 0.96 1.03 1.11 1.18 1.26 2.07 0o40' 0.67o 3.84 4.14 4.43 4.73 5.02 8.280o11' 0.18o 1.06 1.14 1.22 1.30 1.38 2.28 0o41' 0.68o 3.94 4.24 4.54 4.85 5.15 8.480o12' 0.20o 1.15 1.24 1.33 1.42 1.51 2.48 0o42' 0.70o 4.03 4.34 4.65 4.97 5.28 8.690o13' 0.22o 1.25 1.34 1.44 1.54 1.63 2.69 0o43' 0.72o 4.13 4.45 4.77 5.08 5.40 8.900o14' 0.23o 1.34 1.45 1.55 1.66 1.76 2.90 0o44' 0.73o 4.23 4.55 4.88 5.20 5.53 9.100o15' 0.25o 1.44 1.55 1.66 1.77 1.88 3.10 0o45' 0.75o 4.32 4.65 4.99 5.32 5.65 9.310o16' 0.27o 1.54 1.66 1.77 1.89 2.01 3.31 0o46' 0.77o 4.42 4.76 5.10 5.44 5.78 9.520o17' 0.28o 1.63 1.76 1.88 2.01 2.14 3.52 0o47' 0.78o 4.51 4.86 5.21 5.56 5.90 9.720o18' 0.30o 1.73 1.86 1.99 2.13 2.26 3.72 0o48' 0.80o 4.61 4.96 5.32 5.67 6.03 9.930o19' 0.32o 1.82 1.97 2.11 2.25 2.39 3.93 0o49' 0.82o 4.71 5.07 5.43 5.79 6.15 10.140o20' 0.33o 1.92 2.07 2.22 2.36 2.51 4.14 0o50' 0.83o 4.80 5.17 5.54 5.91 6.28 10.340o21' 0.35o 2.02 2.17 2.33 2.48 2.64 4.34 0o51' 0.85o 4.90 5.28 5.65 6.03 6.41 10.550o22' 0.37o 2.11 2.28 2.44 2.60 2.76 4.55 0o52' 0.87o 4.99 5.38 5.76 6.15 6.53 10.760o23' 0.38o 2.21 2.38 2.55 2.72 2.89 4.76 0o53' 0.88o 5.09 5.48 5.87 6.27 6.66 10.960o24' 0.40o 2.31 2.48 2.66 2.84 3.01 4.97 0o54' 0.90o 5.19 5.59 5.98 6.38 6.78 11.170o25' 0.42o 2.40 2.59 2.77 2.96 3.14 5.17 0o55' 0.92o 5.28 5.69 6.10 6.50 6.91 11.380o26' 0.43o 2.50 2.69 2.88 3.07 3.27 5.38 0o56' 0.93o 5.38 5.79 6.21 6.62 7.03 11.580o27' 0.45o 2.59 2.79 2.99 3.19 3.39 5.59 0o57' 0.95o 5.47 5.90 6.32 6.74 7.16 11.790o28' 0.47o 2.69 2.90 3.10 3.31 3.52 5.79 0o58' 0.97o 5.57 6.00 6.43 6.86 7.28 12.000o29' 0.48o 2.79 3.00 3.21 3.43 3.64 6.00 0o59' 0.98o 5.67 6.10 6.54 6.97 7.41 12.210o30' 0.50o 2.88 3.10 3.32 3.55 3.77 6.21 0o60' 1.00o 5.76 6.21 6.65 7.09 7.54 12.41

WHEEL ALIGNMENT CONVERSION CHART

(DEGREE/MINUTES TO DECIMAL DEGREE TO MILLIMETRES)

Millimetres of Toe Millimetres of Toe

HOLDEN SERVICE TECHLINE ____________________________________________________________________ JULY 2000

6 6

M/T REVERSE LAMP SWITCH FAILURE SB, TR, TS, JR, JS, YE (M/T) (GROUP 7A)

PROBLEM DESCRIPTION PIR’s have been received, advising of inoperative M/T (manual trans.) reverse lamp switches. Cause of failure is a switch internal connection fault. SERVICE RECTIFICATION Whenever an inoperative M/T reverse lamp switch is encountered, it should be replaced with a new switch ex-HSPO. During any switch replacement, fit a new seal to the switch. PARTS INFORMATION The part number for the reverse lamp switch has not been changed, but switches in HSPO stock at the time of this Techline release are from an alternative supplier with revised internal design. Any switches, in Dealership parts stock, which carry a date stamp earlier than “26.05.00” on the HSPO box label, should not be used, but be returned to HSPO for credit.

Part No.: Description: Qty 90482454 Reverse Lamp Switch

(M/T) 1

11015219 Seal - Reverse Lamp Switch

1


ALTERED TOOTHED BELT INSTALLATION PROCEDURE JR, YE - 1997 MY’ WITH X25XE V6 ENGINE (GROUP 6A)

This Techline item, replaces the item previously published in December, 1997 Issue 8, to ensure technicians are aware of the altered procedure shown, and that the procedure also applies to YE Calibra with X25XE V6 engine. Various alterations were introduced to the toothed belt drive on 1997 MY’ JR Vectra, & YE Calibra with X25XE (V6) engine. These alterations involved the introduction of a new toothed belt tension roller with an additional front flanged wheel and a modified toothed belt tension roller base plate (identified by a letter E stamping). These alterations were implemented to reduce engine noise and increase the toothed belt life to 120,000 km (or 8 years). However, in making these changes, the procedure for installing the toothed belt was also altered. Contrary to the previous installation sequence instructions, the introduction of these alterations means that the toothed belt is now installed clockwise. This is necessary, as the toothed belt can no longer be pushed onto the toothed belt tension roller from the front. Whenever removing or installing a toothed belt onto an X25XE engine in JR and YE models, reference should be made to: Service procedure TIC 54 “Altered Toothed Belt Assembly Sequence” in TIS 2000 CD.


7 7

DECKLID BOUNCES AFTER OPENING JR, JS (Sedan) (GROUP 1)

This Service Techline supersedes the previous Techline on this topic (Issue 8, October, 1999 page 5). This previous Techline should be destroyed. PROBLEM DESCRIPTION Decklid ‘bounces’ or ‘rebounds’ when released after opening. PRODUCTION RECTIFICATION JR Model: No production revisions were introduced for this condition, so all complaint vehicles must be corrected as per the procedure below (replace screws & washers). JS Model: Revised collar screws (with 4mm head) were introduced into vehicle production as follows:

PSN: Build Date: L392114 22/10/98

Spring washers were introduced between the hinge and the pivot screw, to increase friction to prevent bouncing, as follows:

PSN: Build Date: L482379 22/07/99

SERVICE RECTIFICATION If a complaint of decklid ‘bounce’ or ‘rebound’ is received, carry out the following procedure: JR Models – replace both collar screws and fit spring washers. JS models – assess parts requirements with reference to the above breakpoints and this procedure. 1. Remove C-pillar trims 2. Locate the decklid hinge on one side and remove the collar screw from the hinge.

3. Measure screw head thickness – if thickness is 6mm, replace the collar screw with a new collar screw P/N 90463254 (of 4mm head thickness).

NOTE: The screws used in this installation must have a 4mm head thickness, or insufficient clamp load will be applied to the spring washer/s.

4. Install spring washer p/n 11100791 between hinge and pivot as indicated in Figure 1.

5. Repeat Steps 3 & 4 for the remaining hinge. 6. Replace removed components and check the

operation of the decklid.

PARTS INFORMATION

Part No.:

Description: Qty

11100791 Spring Washer – Hinge to Panel Support

2

90463254 Screw, Hinge to Panel Support

2 (IF Req’d)

WARRANTY CLAIM INFORMATION: Use the following information: Description Washer, Decklid Hinge -

Install Labour Op. No. C000391 Time 0.6 hr Failure Code 26


8 8

ENGINE COVER RATTLE NOISE VT & WH with LS1 (Gen III) V8 (GROUP 6A) Update

This Service Techline supersedes the previous Techline on this topic (Issue 10, December, 1999 page 10) on adding spacer nuts. This previous Techline should be destroyed. 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, to alleviate this condition, have been fitted to vehicles from: ISOVIN: Build Date: 6H8VTL35FYL579679 10/04/00

SERVICE RECTIFICATION For complaints of “engine cover rattle” noise on any Gen III V8 engined vehicle built prior to the above breakpoint, additional support brackets may be added as per the following procedure:

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 as shown in Figure 1.

3. Attach 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 as shown in Figure 1.

5. Attach 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

1

92087581 Support Bracket, Engine Cover LH

1

09440004 Nut, Support Bracket Retaining

4

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


9 9

POWER STEERING PUMP FRONT DRIVE SHAFT SEAL LEAKS – SEAL REPLACEMENT VS, VT, WH (GROUP 9)

PROBLEM DESCRIPTION Power steering fluid leaks from the power steering pump front drive shaft seal. PRODUCTION RECTIFICATION Revised front drive shaft seals with a more durable material (HNBR) were released into production from: ISOVIN: Build Date: 6H8WHY19FYL528223 11/11/99

SERVICE RECTIFICATION When any vehicle is presented with a “power steering pump leak” – the leak source must be defined, and appropriate repairs initiated – EG: hose connections, or pump seal/s, etc. If the leak point is defined as being from the power steering pump drive shaft (front) seal, the following rectification procedure must be carried out in lieu of Pump Assembly replacement: 1. Identify the leak is originating from the front

drive shaft seal. 2. Remove power steering pump from vehicle

and remove pulley and pulley hub. Refer to VT Series Service Manual, Volume 5 Page 9A-63.

3. After removal of the pulley and hub, make sure the pulley hub bore and the pump drive shaft are free from burrs. Should any shaft damage have occurred during the pressing process - which cannot be corrected, and may damage the new seal on installation - the pump should be replaced. Clean all foreign material from the vicinity of the front drive shaft seal.

4. Remove the front drive shaft seal by carefully collapsing the seal, by using a centre punch or similar to deform the metal part of the seal. Deform the seal around it’s entire circumference.

5. Remove the seal by prying out the seal between the seal outer diameter and the pump housing using a flat blade screwdriver and hammer.

6. Inspect the drive shaft for damage in the seal running area. If the shaft is damaged or worn, the pump should be replaced.

7. Clean the seal seating area and drive shaft. 8. Lubricate new seal P/N 26089245 using

power steering oil. Using tool number E1460-1 or similar mandrel to suit the shaft and seal diameters, install seal until fully seated.

9. Refit pulley hub and pulley and reinstall pump to vehicle.

PARTS INFORMATION

Part No.:

Description: Qty

26089245 Seal – Drive Shaft. 1 WARRANTY CLAIM INFORMATION: Use the following information for warranty claims for seal replacement, as per the procedure above. This Labour Operation Number and times will appear in future issues of the Labour Times, as issued via the SIP CD. Description Pump Asm. P/S R&R,

Replace Front Seal Labour Op. No. M147100 Time (Gen III) 0.9 hr Time (all other) 1.1 hr Failure Code 42


10 10

ENGINE ROUGH IDLE OR HISS NOISE VT & WH with V6 Engine (GROUP 6M)

PROBLEM DESCRIPTION Engine rough idle may be experienced, or an audible “hiss” noise may be heard from the engine compartment – the purge hose between throttle body and purge solenoid may disconnect from the elbow that attaches the hose to the throttle body. Refer to Figure 1 for location of disconnection. This is caused by insufficient temperature tolerance of the adhesive used to retain the hose to the elbow. PRODUCTION RECTIFICATION A new hose assembly, with improved temperature tolerance adhesive, is currently being phased into production. Breakpoint for this introduction will be supplied in a future Techline Breakpoint Summary. SERVICE RECTIFICATION If a disconnected purge hose is defined on any vehicle, the purge hose should be replaced with a new purge hose obtained from HSPO. This purge hose replacement is required until an adhesive of the required temperature tolerance is readily available nationwide. When this availability is established, a “Revised” Techline item will be published. PARTS INFORMATION Part No.: Description: Qty 92102345 Purge Hose Asm.

Solenoid to Throttle Body 1

Figure 1 (LH Side of Engine Showing Disconnection Point) WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual as shown: Description Purge Hose - Replace Labour Op. No. J589300 Time 0.3 hr Failure Code 71

WATER LEAK INTO HEADLINING SB CABRIO (GROUP 1) UPDATE

This Service Techline provides a correction to the Warranty Information provided in the previous Techline on this topic (Issue 3, April, 2000 page 5). Please update your previous Techline with the corrected Labour Operation Number as shown below: WARRANTY CLAIM INFORMATION: Description Rectify headlining water

leaks Labour Op. No. C000400 Time 0.6 hr Failure Code 87


11 11

FIXED GLASS SEALANT AVAILABILITY ALL MODELS (GROUP 1)

CURRENT CONDITION Urethane for use as a fixed glass sealant is referred to in various Service Manuals and Techline Bulletins – most recently: ”Revised Procedure for Fitment of Rear Door Fixed Window Glass – VT wagon & WH” in Techline Issue 1, February 2000, page 5, and “Quarter Window Glass – Improving Glass Fit – VS Ute” in Techline Issue 3, April 2000, page 11. Urethane has also been referred to by “VS” part number and alternative products are sometimes quoted. Urethane sealant for fixed glass retention is now available from HSPO under the following part number: Part No.: Description: Qty 92143609 Sealer – Urethane

(300ML Cartridge) 1

HOLDEN SERVICE TECHLINE _________________________________________________________________ AUGUST 2000

6 6

FRONT DOOR BELT REVEAL OUTER MOULDING REPLACEMENT VT (GROUP 1)

PROBLEM DESCRIPTION Reports have been received that some front door belt line reveal outer mouldings “split” or “tear” prematurely – at the rear end of the moulding. Refer Figure 1 for location. This is caused by door “overslam” (the distance the door travels past its normal stationary, closed position) “Overslam” is a normal occurrence during door closing, and depends on door inertia and force used to close the door. PRODUCTION RECTIFICATION Revised front door belt line reveal outer mouldings have been fitted to vehicles from:


SERVICE RECTIFICATION Fit new front door belt line reveal outer mouldings, following procedure in the SIP CD - VT Series Service Manual, Volume 1, Page 1A5-24. Because of specific finish/appearance detaiI, it is necessary to select the appropriate moulding from the following usage chart: Vehicle Detail: Part No.: Series I 8VK SEDAN or WAGON up to L560628

RH, 92093952 LH, 92093953

Series I 8VL SEDAN or WAGON up to L464494

RH, 92093952 LH, 92093953

Series II 8VL WAGON - from L464495 to L560628

RH, 92093952 LH, 92093953

Series II 8VL SEDAN - from L464495 to L560628

RH, 92093954 LH, 92093955

Series I 8VX SEDAN - up to L464494

RH, 92093954 LH, 92093955

Series II 8VX SEDAN - from L464495 to L560628

RH, 92093956 LH, 92093957

NOTE: Only damaged mouldings require replacement.

PARTS INFORMATION Order parts as specified in the chart above. WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual as shown:

Description Moulding Asm. Door Belt Reveal Outer Front RH/LH - Replace

Labour Op. No. C832100 (RH) OR C832200 (LH)

Time 0.3 hr Failure Code 05

Figure 1.


7 7

SQUEAK FROM FRONT SUSPENSION SB (GROUP 3)

This bulletin supersedes all previous Techline bulletins released on this topic. PROBLEM DESCRIPTION Squeak or creak noise from front of vehicle when travelling over low-speed bumps, etc. The source of this squeak/creak is frictional drag of the stabiliser bar on the rubber bush and support piece that clamps it to the suspension torsion rod. PRODUCTION RECTIFICATION Revised supports and inner stabiliser bar bushes have been fitted to vehicles from: ISOVIN: Build Date: W0L0SBF08X4326084 06/05/99

SERVICE RECTIFICATION To eliminate this frictional drag, thin wall bushes are now available which should be fitted to the stabiliser bar. These bushes reduce the friction loading between the bush and the bar, and eliminate the noise. Revised supports (to suit the resulting larger diameter) are required when these bushes are fitted. It is necessary to also replace the self-locking nuts that retain the supports. For vehicles suffering from this noise complaint, the following procedures should be carried out:

For Vehicles With 18/20/22mm Dia. Stabiliser Bars:

Vehicles fitted with 18mm, 20mm, or 22mm diameter stabiliser bars, may be corrected by fitting specific parts from the accompanying “Parts Information” chart, as follows: 1. Unbolt (lower) supports from front right and

left torsion rods. Remove stabiliser bar. Leave rubber bushes in place on torsion rod. Inspect rubber bushes for damage, replace only if necessary.

2. Clean stabiliser bar ends up to the forward support/rubber bush location – remove all dirt, scale, etc, which may stop installation of the new inner bushes.

3. Slide new Stabiliser Bar Inner Bushes (2 per side) onto the stabiliser bar, using silicone grease (P/N M40347) to assist assembly. Refer Figure 1 for illustration. Locate each bush at the flattened area of the stabiliser bar.

4. Refit stabiliser bar to original location, using new supports, and retain with new self-locking nuts.

5. Maintain a dimension of 121mm between the centre of the bush support stud and the centre of the torsion rod to control arm mounting nut. Refer to SB Series Service Manual Volume 2, page E-63, or instructions on TIS CD. Torque nuts to 20Nm.

For Vehicles With 21 or 24mm Dia.

Stabiliser Bars: Vehicles with 21mm or 24mm diameter stabiliser bars have N/A shown in New & Additional parts columns, in the accompanying Parts Information chart, as there are no revised parts available for these size stabiliser bars. These vehicles should be rectified as follows: 1. Unbolt (lower) supports – one at a time - from

front right and left stabiliser bar mounts. Leave rubber bushes and top mounts in place on torsion rod. Inspect rubber bushes for damage, replace only if necessary.

2. Apply a coating of grease to the inside surface of each stabiliser bar (lower) support (4 places). (The recommended grease is any Molybdenum Disulphide grease that conforms to Holden specification HN1271. Two such greases are: Shell M.L. 10 and Molybond GA 10.)

3. Re-assemble each support to its original position on the stabiliser bar, fit eight (8) new self-locking nuts. Torque nuts to 20Nm.


8 8

PARTS INFORMATION Select parts and quantities required for the above service procedure, from the chart below, using the stabiliser bar diameter as a guide. NOTE: Silicone Grease noted in the chart below can be used for several installations of bushes, but MUST NOT be used as a lubricant in place of the Molybdenum Disulphide grease (Holden spec. H1271) noted for 21 & 24mm stabiliser bars. N/A = Not Available.

Figure 1

18, 20 & 22mm Dia. Stabiliser bar – Parts Required: Stabiliser Bar Diameter:

Replace Existing Parts:

Replace With New Part No.:

Fit Additional Part: Qty:

18 mm Support 90539923 - 4

Self Locking Nut 11094293 - 8 - - 92094620

Stab. Bar Inner Bush 4

- - M40347 Silicone Grease (150gm)

As Req’d

20 mm Support 90539924 - 4 Self Locking Nut 11094293 - 8 - - 92094621

Stab. Bar Inner Bush 4


As Req’d

22 mm Support 90447948 - 4 (GSI with X16XE)

Self Locking Nut 11094293 - 8

- - 92094622 Stab. Bar Inner Bush

4


As Req’d


9 9

WARRANTY CLAIM INFORMATION: For vehicles with 18/20/22mm dia. stabiliser bars: Use the following special Labour Operation Number for this task: Description Install Inner Stabiliser Bar

Bushes – to 18, 20 or 22mm Dia. Stabiliser bar.

Labour Op. No. E000344 Time 0.7 hr Failure Code 40

For the above Labour Operation – return removed Supports and Self Locking Nuts when requested by REPAC. For vehicles with 21 or 24mm dia. stabiliser bars: Use existing information in Labour Time Manual as follows: Description Install Inner Stabiliser Bar

Bushes Labour Op. No. E109100 Time 0.6 hr Failure Code 40

For the above Labour Operation – return removed Self Locking Nuts when requested by REPAC.

WINDSCREEN “DOT FADE” AREA REVISED VT, WH (GROUP 1)

Technicians should be aware of the following revision – when replacing windscreens: An increased “dot fade” area has been added to windscreens, above the interior rear view mirror and between the sunvisors, to provide additional central light glare reduction. PRODUCTION RECTIFICATION This change took place at:


PARTS INFORMATION Refer to PartFinderTM for parts information.


10 10

DECK LID HEAVY TO LIFT/WILL NOT STAY OPEN – CAUSED BY POST PRODUCTION SPOILER FITMENT VT (GROUP 1)

PROBLEM DESCRIPTION Customer complains that the deck lid (boot lid) is heavy to lift and/or will not stay open. In majority of these cases the complaint is caused by adding deck lid spoilers to vehicles after vehicle production without changing the decklid struts. NOTE; In vehicle production, vehicles built with spoilers have different specification struts to those built without spoilers. SERVICE RECTIFICATION Where a spoiler is fitted to a vehicle after production, the deck lid struts should be changed to suit the spoiler type. The chart below defines the correct struts to use for each spoiler type available through HSPO. PARTS INFORMATION Spoiler Type Strut Part No.

Required Qty

“S” or “SS” type (weight up to 3 Kg.)

92081251 2

HSV Senator type (weight above 3 Kg. & up to 5.4 Kg.)

92047962 2

WARRANTY CLAIM INFORMATION: The change of struts detailed in this Bulletin, for the purpose mentioned, is NOT claimable under warranty.

CENTRE HIGH MOUNTED STOP LAMP WARPAGE JS Series II, Sedan & Hatch (GROUP 12)

PROBLEM DESCRIPTION Significant warpage, causing poor appearance, can 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:

ISOVIN: Build Date: W0L0JBF19YL584953 09/05/00

SERVICE RECTIFICATION Where a customer reports significant signs of warpage of a CHMSL – the CHMSL should be replaced. Refer identification below for latest parts. PARTS INFORMATION

Part No.: Description: Qty 09192293 Lamp Asm., High Mount

Stop. USAGE: Hatch 1

09192294 Lamp Asm., High Mount Stop. USAGE: Sedan

1

These new CHMSL’s are made from revised material and are identified with “ABS/PC” on the back of the assembly. NOTE: As part numbers have not been revised, return any parts – without “ABS/PC” identification – to HSPO for credit. WARRANTY CLAIM INFORMATION:

Use existing information in Labour Time Manual as shown:

Description Lamp Asm. Stop, High

Mounted - Replace Labour Op. No. R902400 Time 0.4 hr Failure Code 11


11 11

OIL LEAK FROM A/T REAR SEAL VS, VT, WH (GROUP 7B) HINT

PROBLEM DESCRIPTION Investigation into complaints of “oil leakage” from Auto. Trans. (A/T) extension housing seals has defined that a number of seals are being replaced unnecessarily. During vehicle assembly, a small amount of assembly oil (ATF) is retained in the extension housing seal between the inner and outer seal lips. If enough ATF is retained in the seal, it can be “pumped” out of the seal, onto the extension housing, propshaft yoke, and onto the vehicle floor pan – by the normal prop shaft rotation and stroking movement. This condition can lead technicians to an incorrect diagnosis of a “leaking seal” and unnecessary seal replacement. SERVICE HINT On any vehicle inspected during Pre-Delivery Inspection or at the 1500km service where there is minimal oil deposited on the area surrounding the extension housing seal – do not replace the extension housing seal: - WIPE the seal area, prop. shaft yoke and floor (if required) to remove all traces of ATF. Ensure no dirt, etc is wiped into the seal running area. - Do NOT use a solvent – only a clean, dry rag. By carrying out this process, and an inspection of the extension housing seal at the next service, any leak that warrants replacement will be defined. Should any extension housing seal display more than minimal ATF leakage, EG: If ATF is dripping from seal area – then seal replacement is warranted.

FRONT END ALIGNMENT SPEC. HSV VT I, VT II & WH GRANGE (GROUP 3) UPDATE

This Service Techline supersedes the previous Techline on this topic (Issue 5, June, 2000 page 8), by revision of Caster figures. Please revise your previous Techline and any copies of HSV bulletin of 9/2/’00 you may have. The following information is repeated from HSV bulletin of Feb. 9, 2000, for use by technicians when servicing HSV VT Series I, VT Series II, and WH Grange vehicles. PLEASE ENSURE ALL TECHNICIANS INVOLVED IN FRONT END ALIGNMENT WORK ARE MADE AWARE OF THESE REVISED HSV SPECIFICATIONS. FRONT END ALIGNMENT SPECIFICATION: The information below supersedes information provided in SIP CD ROM Version 1.1, relating to HSV vehicles. FRONT WHEEL ALIGNMENT AT KERB WEIGHT Toe-in Degrees Total 0° 10’ ± 0° 10’ Toe-in Degrees Per Wheel 0° 05’ ± 0° 05’ Camber - 0° 30’ ± 0° 20’ Caster 7° 45’ ± 1° 15’ Note: Front toe and front camber have been reduced to optimise front tyre life.


12 12

RIDE HEIGHT SPECIFICATIONS RODEO & JACKAROO GROUP 3

Detailed below are the ride height specifications for Jackaroo (UBS) and Rodeo (TF). For details on adjustment refer to the relevant workshop manual ( section 3 ). Note- All measurements should be made when the vehicle is at curb weight and with bump stops in good condition. (Curb weights can be found in the relevant owners handbook) Current model Rodeo Front- There are two settings, one for TFS (4x4) and TFR25 (4x2, V6), the other for TFR (4x2).

There is a simpler method that requires the construction of a measuring tool. The tool can then be placed between the bump stop and the lower control arm to indicate the trim height. The diameter of the tool for 4x2 excluding V6 is 45mm, for 4x4 and V6 17mm (refer below) Note- this method can only be used if the vehicles bump stops are in good condition.

Z =56mm

TFR (4x2) EXCLUDING V6 ENGINE

Z=130mm

TFS (4x4) & TFR V6 (4X2 WITH V6 ENGINE)

TFS & TFR V6 TFR EXCLUDING V6

17 mm 45mm


13 13

Rear- The ride height is measured as a clearance between the bump stop and the top of the axle(refer below)

Current model Jackaroo Jackaroo trim height is 139 +/- 5mm (refer below).

The trim height can also be checked by placing a tool between the bump stop and the lower control arm. The Jackaroo tool diameter is 24mm.(refer below)

The ride height for TFS (4x4) and TFR25 (4x2 V6) is 95mm, and for TFR (4x2)is 90mm

Z = 139mm +/- 5 mm T= 24mm


14 14

INTERCOOLER/AIR DUCT OIL CONTAMINATION DIESEL JACKAROO & RODEO GROUP 6A I-GM has recently received a large number of inquiries regarding acceptable oil contamination on 4JX1 and 4JB1 engine air intake systems. It should be noted that crankcase ventilation may cause a light coating of oil throughout the intake ducting as part of normal engine operation, however it is not normal to have oil collecting or pooling. If confronted with an engine that has excessive oil contamination in the intake system, it is suggested that thorough examination be undertaken to determine the origin of the oil, e.g. crankcase breather or turbo seal. If not immediately obvious, the contaminated parts should be cleaned and the vehicle monitored at short intervals. CHECK ENGINE LIGHT ILLUMINATING V6 LPG RODEO GROUP 6C

Rodeo vehicles fitted with approved LPG kits may experience a situation where the check engine light is illuminated and DTC P0171 is present in the ECM. When confronted with the above situation, please refer to the relevant information below. PARNELL SUPPLIED KITS. 1) The Parnell system will set a lean code after the vehicle has been operated until the LPG

cylinder is empty. During this running period the engine is operating on vapor only, as the liquid has been consumed and all that remains is indeed vapor. This scenario is a function of the ECM performing correctly as the engine has experienced a lean condition (as it would when running out of petrol) and has recorded the appropriate DTC.

Customers should be informed of the above condition and advised not to run on LPG empty.

2) Parnell systems fitted with the CLS2000 processor (located behind the drivers kick panel) may need a software upgrade, to version V65 (printed on the processor). The upgraded processor will be supplied by Parnell on a change over basis.

IMPCO The impco system sets a lean code as a direct result of set operating parameters. This code is apparent mainly on automatic TF's, it normally sets during coast or when the system is leaning off. At this stage there is no repair for this condition, Impco are investigating the concern and IGM will advise when a field fix is developed. Dealers are advised to confirm if the code sets on petrol. If the code sets while the vehicle is on petrol, normal diagnosis should be performed. However if the code does not set on petrol the car should be released, the owner advised and rebooked when a repair is advised.


15 15

4JX1 DIFFICULT START PRE – CHECK DIESEL JACKAROO GROUP 6C

IDENTIFY OIL VISCOSITY GRADE MANUFACTURER

OPERATE FUEL PRIMING PLUNGER UNTIL FIRM. CRANK VEHICLE

DEFINE CRANK Time: secs. Engine crank RPM:

LOCATE SOURCE OF AIR AND REPAIR AS PER SHEET No. 2

HIGHER THAN

10 SECS.

TURN ON IGNITION WAIT FOR GLOW INDICATOR TO GO OUT.

STARTS O.K.

O.K.

DRAIN / FILL WITH CORRECT SPEC. (2 TIMES) REPLACE BOTH OIL FILTERS

VERIFY

CHECK BATTERY RE-CHARGE CHECK TERMINALSREPLACE AS NECESSARY

O.K.

CONFIRM

START O.K.

NO START

OBD1 SYSTEM CHECK AS PER MANUAL

BELOW 10 SECS.

MORE THAN 100 RPM

LESS THAN 100 RPM

INCORRECT

NO START BELOW 5 SECS.

CORRECT

INSTRUCTIONS COMPLETE RING - TAS.

Note- Copy this sheet and mark the box in the top right corner as each step is completed.

4JX1 – DIFFICULT START PRE - CHECK


16 16

4JX1 - DIFFICULT START (Sheet 2) Step 1) Fit clear hose between filter housing outlet and lift pump. Step 2) Fit clear hose on Tank return at rear of head. Step 3) Fit clear hose between tank & filter housing inlet.

CONFIRM FILTER SEAL CONFIRM FUEL FILTER HOUSING (JUNE T/L ) PRODUCTION CHANGE

VERIFY REPAIR

INSPECT FUEL PIPES FOR LEAKS AND REPAIR

INSPECT INLET FITTING TO HEAD FOR TIGHTNESS AND LEAKS. CONFIRM INJECTOR "O" RING REWORK AS PER ADL

AIR OR OIL IN SYSTEM AT THE TANK RETURN

AIR IN SYSTEM BETWEEN TANK AND FILTER HOUSING

AIR IN SYSTEM BETWEEN FILTER HOUSING AND LIFT PUMP

AIR IN FUEL

VERIFY REPAIR

CHECK INJECTOR COPPER SEALS, "O" RINGS AND RE-TORQUE

VERIFY REPAIR

HOLDEN SERVICE TECHLINE ________________________________________________________ SEPTEMBER 2000

9 9

A/C PIPE RUBBING ON AIR CLEANER INLET DUCT JR/JS with A/C (GROUP 2)

PROBLEM DESCRIPTION A/C pipe may rub on the air cleaner inlet duct at right hand front of engine compartment. In the long term, this may result in pipe rub through and loss of A/C gas. PRODUCTION RECTIFICATION A refrigerant pipe to radiator cowl bracket was introduced to provide clearance from: VIN: Build Date: W7154494 17/08/98

SERVICE RECTIFICATION For all vehicles built prior to the above breakpoint, during servicing: • Inspect A/C pipes for abrasion damage at the

air cleaner air inlet duct - replace if damaged, and:

• Fit Refrigerant Pipe To Radiator Cowl Bracket (p/n 09152421) to the vehicle, using existing fan cowl bolt, and attach to pipe with new bolt (p/n 11093973). Refer Figure 1 for details.

PARTS INFORMATION

Part No.: Description: Qty 09152421 Bracket – Refrigerant Pipe

to Radiator Cowl 1

11093973 Bolt - Refrigerant Pipe to Radiator Cowl

1

WARRANTY CLAIM INFORMATION: To claim for the addition of the above bracket and bolt – use the following information: Description Add A/C Pipe Retaining Bracket Labour Op. No. D000221 Time 0.8 hr Failure Code 19

Note: For damaged pipe replacement, use existing information in Labour Time Manual – on SIP CD.

Figure 1.


10

RECIRC & DEMIST SWITCH OPERATION TS (GROUP 2)

PROBLEM DESCRIPTION A number of Heater Control Unit assemblies (which contain all HVAC controls) returned to Repac have proven to have “no fault found” when tested. Defective Material Tags indicate “Air Intake Button (Recirc/Fresh switch) will not operate when the vents dial is rotated to Demist mode.

This is the designed method of operation for the Air Intake Button and Demist switches, to ensure efficient demisting.

This characteristic of switch operation was not explained in the original print of TS Astra Owner Handbook (Noted as: “Part No. 92077117, June 1998 (Astra, TS print 1)” on the inside front cover). This omission has been corrected in the latest version of the Owner Handbook (Noted as: “Part No. 92077118, March 2000 (Astra, TS print 2)” on the inside front cover). Wording has been added as follows: “Note: air intake will automatically switch from recirculation to fresh when vents dial is rotated to demist mode.” SERVICE RECTIFICATION NO service rectification is necessary, should this condition be queried by a customer. Please explain the switch operation to the customer, as per the note above, and if necessary, supply a copy of page 1-16 of TS Astra Owner Handbook (part No. 92077118) containing that note – to ensure they have knowledge of the correct demist/fresh air switch operation. In future, any Heater Control Unit assemblies returned to Repac for this condition will be subject of debit action.

ENGINE MANAGEMENT SYSTEM - REVISED CALIBRATION DATA TS with M/T (GROUP 6C)

CURRENT CONDITION Some customers may complain of: - “jerky” or “rough” gear changes - “bump” during tip-in acceleration at gear changes - “stumble” when engine slows down to idle - poor acceleration from a standing start,

especially in high ambient temperatures. PRODUCTION RECTIFICATION A revised calibration ECU has been introduced into production at:

Engine No.: X18XE20P68391

SERVICE RECTIFICATION NOTE: Flash Programming is ONLY to be carried out to customer complaint vehicles. To improve driveability of these vehicles: Using Tech 2 & TIS 2000 Version 12B (or later), reprogram the vehicles’ ECU using the Service Programming System (SPS) with the latest software version. WARRANTY CLAIM INFORMATION: Flash Programming is ONLY to be carried out to customer complaint vehicles. Use the following claim information where this is done:

Description Reprogram ECU Labour Op. No. J000666 Time 0.4 hr Failure Code 47


11

HARD STARTING/STALLING – FUEL PUMP FAILURE VT/WH with Gen III V8 (GROUP 6M)

PROBLEM DESCRIPTION A number of fuel pump failures have been reported – this has lead to customer complaints of “hard to start” or “engine stall”. Investigation into these failures shows they have been caused by dropping or mishandling of the fuel pumps, prior to assembly into vehicles. PRODUCTION RECTIFICATION Revised fuel pump and sender units, with more robust internal components, were introduced into production as follows:


SERVICE RECTIFICATION Pump and sender assemblies requiring replacement, should be replaced with the part noted below. When diagnosing hard starting – use the diagnosis procedure that is provided in the Supplier Prior Approval Process (SPAP) binder supplied to Dealerships with All Dealer Letter DL 48/00. This binder carries a section relating to fuel pump diagnosis. PARTS INFORMATION Part No.: Description: Qty: 25337050 Pump & Sender Asm. 1

NOTE: Any stock of old pump and sender units – Part No. 25324949 - in dealership stock must not be used, but be returned to HSPO for credit. WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual.

REAR WIPER LINKAGE LOCK-UP VT Wagon (GROUP 12)

PROBLEM DESCRIPTION Rear wiper will not operate because internal linkage “lock-up” (may also cause wiper motor seizure). PRODUCTION RECTIFICATION Revised wiper motor and linkage assemblies with revised linkage geometry have been fitted to vehicles from:


SERVICE RECTIFICATION If a vehicle is presented with the wiper motor assembly “locked-up” or the motor is seized, replace the assembly with a new part as noted below. PARTS INFORMATION Part No.: Description: Qty: 92103204 Rear Wiper Motor Asm. 1

NOTE: Do NOT fit previously released part 92058738 – if any of these parts are held in Dealership Parts Department stock, they should be returned to HSPO for credit. WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual in SIP CD.


12

MAN. TRANS. OIL AVAILABILITY JS, JR, TR, TS, SB (GROUP 7A) PROBLEM DESCRIPTION Castrol SMX-O has been in short supply since the issuing of previous Techline Bulletins advising use of the oil. To ensure this does not result in technicians using non-approved oil in these transmissions, availability of the oil has been improved. PARTS INFORMATION Castrol SMX-O oil is now available from HSPO as follows:

Part No.: Description: 92143771 Oil – M/T (1 litre)

Previously released information from Techline Issue 1, February, 2000, Page 14 is repeated here to reinforce the importance of the oil usage: Oil specified for these transmissions is:

CASTROL SMX-O This oil is also recommended for the following models - by transmission type: Model & Trans. Type

Castrol SMX-O

Current Holden 92140007 and Previously available oils MTF1067, MTF1067 & MTF0063

SB – All M/T ✔✔✔✔ ✓ TR – All M/T ✔✔✔✔ ✓ TS – All M/T ✔✔✔✔ ✓ JR – All M/T ✔✔✔✔ ✓ JS Series I, F18 Trans. ✔✔✔✔ ✓ JS Series II, F23 Trans. ✔✔✔✔ ✖ ✔✔✔✔ = RECOMMENDED

✓ = MAY BE USED

✖ = DO NOT USE

SERVICE USAGE & PRECAUTION Castrol SMX-O oil MUST be used at all times in JS Vectra Series II with F23 M/T, and may be used for service replacement or ‘top-up’ of oil in the above manual transmissions. Holden oil Part No. 92140007 remains available from HSPO, and can be used as per recommendations in the chart above. Castrol SMX-O replaces previously released Castrol oils MTF1067, MTF1067 & MTF0063 These previously released oils MUST NOT be used in JS Series II, F23 M/T, for durability reasons. At the time of release of this bulletin, there are no commercially available equivalents to Castrol SMX-O for this JS Series II usage.


13

M/T GEARSHIFT ADJUSTMENT JS with F23 M/T (GROUP 7A)

PROBLEM DESCRIPTION The procedure shown in the TIS CD has lead to confusion when technicians attempt to adjust the gearshift mechanism on F23 manual transmission (introduced at JS SII). SERVICE RECTIFICATION To assist technicians in adjusting this gearshift mechanism – the following information is provided which must be used in conjunction with instructions found in the TIS CD, section headed “Adjust Transmission Remote Shift Linkage (F23)” - which provides illustrations for the clarified text below. NOTE: When accessing this information in TIS, specify “X25XE” engine. 1. Place gear lever in neutral (resulting

position of external linkage is shown in first TIS illustration).

2. Carefully unclip gear lever cover and fold up around gear lever to gain access to gear shift cables. Refer to View A in Figure 1 below.

3. Carefully unfasten holding sleeves (clamp blocks) of the shift cables. Ensure the cable is free to move in the sleeve, but do not disconnect the clamp blocks from the cables. Refer to Figure 1 below showing how to unfasten the clamp blocks with a thin, flat bladed screwdriver.

4. Press in the gearshift lever locking clip (Refer to TIS illustration). This positions the gear lever in a central (neutral) location, changing the shift cable positioning.

5. Lock both the holding sleeves (clamp blocks) by pressing down HARD on the tabs on the sleeves (Refer to TIS illustration).

6. Return gearshift lever locking clip to original position.

7. Refit gearshift lever cover

Figure 1.


14

6 DISC CHANGER SKIPPING CD’s WH (GROUP 12)

The following information is repeated from All Dealer Letter DL: 32/00, and is repeated in this Techline only to ensure that all Dealership Service personnel are aware of the procedures noted. Please refer to the Dealer Letter for original information. Please also circulate this bulletin to Warranty Claims personnel. PROBLEM DESCRIPTION Field complaints have been received of the CD player fitted to WH Series vehicles ‘skipping’ tracks when the vehicle is driven over rough road surfaces. To address this problem, an alternative CD player with a 10 disc cartridge and triple beam laser has been released for vehicle production as this unit is less susceptible to skipping CD’s. The existing 6 disc changer features only a single beam laser. PRODUCTION RECTIFICATION The vehicle assembly plant introduced the 10 disc player into production as follows:

ISOVIN: Build Date: 6H8WHZ19FYL592679 23/05/00

SERVICE RECTIFICATION This information provides service fix instructions for installation of the 10 Disc changer to customer complaint vehicles with the above described condition. Please follow the instructions below to install the 10 disc changer. Installation Instructions: 1. Refer to the WH Service Manual to

remove the existing 6 disc changer. 2. Take template and lay it down on the floor

pan, ensuring to position it to the reference points. (ie. LPG dimple and existing 6 disc changer bracket screw). See Figure 1 below.

Hint: Use masking tape or equivalent to hold template in position.

Figure 1.

3. Take the changer bracket and position it

on top of the template, ensuring the holes in the bracket line up with the holes marked on the template and the existing hole in the side panel.

4. Lift bracket from template. 5. Centre punch the two marked hole

positions on the template. 6. Remove template off floor pan. 7. Drilling instructions & precautionary

notes: The fuel tank is directly beneath the

position of the holes. To protect the tank from damage, place a piece of rubber hose over a 5.5mm drill bit so that only the top 5mm of the drill bit is exposed. Drill both holes to a depth not exceeding 5 mm. See Figure 1 above.

8. Fit the changer bracket and install pop rivets in the three locations. See Figure 2 below.

9. Connect the lead to the changer. 10. Secure the excess changer lead with a

cable tie to the body harness. See Figure 2 below.

11. Take the piece of foam block, peel away the sticky back cover and adhere it in place of the previous 6 disc changer. See Figure 2 below.


15

Figure 2.

12. Seal the two existing 6 disc changer

mounting holes with butyl patches. 13. Install the revised rear compartment trim. PARTS INFORMATION Dealers should order parts from HSPO, as there is no change-over program to cover this process.

Part No.: Description: Qty 92080354 10 Disc Changer 1 92053301 Bracket- 10 disc

changer 1

92088915 Foam piece, rear compartment

1

92088903 Carpet, CD cover 1 92088904 Carpet and spare

wheel cover 1

92138380 Rivet- bracket to body 1 92138381 Rivet- bracket to floor 2 92143627 Template 1 92060351 Tie strap 1 92018621 Butyl sealing patch 2

Note: Butyl Patch 92018621 supersedes Patch 92055234 quoted in DL 32/00 – 92018621 will need to be trimmed for use as noted above, and will provide enough material for several installations.

WARRANTY CLAIM INFORMATION: Use the following information when claiming for the above rectification procedure:

Description Install WH 10 Disc ChangerLabour Op. No. R000088 Time 0.8 hr Failure Code 56

Warranty Personnel Please Note: The replaced 6 Disc Changer unit is to be returned to Repac together with other parts when requested via the Repac report. Please ensure replaced units are kept in a secure area and appropriately packaged for return to Repac. Do not send CD changers to Eurovox.


16

CALIBRATION REVISIONS AFFECTING STARTING & A/T SHIFTS VT/WH with Gen III V8 (GROUP 6C)

PROBLEM DESCRIPTION Engine poor or hard starting:

– Manual & Auto vehicles Customer may complain of: - Engine starts and runs rough for a few seconds (generally 1-3 seconds), - Engine has excessive crank time after hot soak (engine stopped) of approx. 15-45 minutes. A/T shifts: Customers may also complain of: - “harsh” 1-2 and 2-3 auto shifts on light to medium throttle, - Excessive driveline “clunk” noise from rear of vehicle during a 2-1 shift on closed throttle coastdown. Research into these complaints has proven that the calibration of the Desired Shift Time (DST) and Shift Energy Management (SEM) values are less than optimum for this powertrain combination. PRODUCTION RECTIFICATION A revised calibration has been developed and was introduced into production as follows: Auto. Trans. Vehicles:


Manual. Trans. Vehicles:


SERVICE RECTIFICATION NOTE: Flash Programming is ONLY to be carried out to customer complaint vehicles. Does NOT apply to HSV vehicles. For customer complaint vehicles in service: Using Tech 2 and TIS2000 Version 12B, reprogram the vehicle’s PCM using the Service Programming System (SPS) with software Part Number: 92100254 for Auto. Trans. - (non-HSV): 92100255 for Manual Trans. - (non-HSV): HSV VEHICLES: Should you require further information regarding HSV vehicles affected by this bulletin, then please call HSV Technical Assistance Department on telephone number (03) 9265 9500. WARRANTY CLAIM INFORMATION: Use the following claim information where Flash Programming is carried out to any customer complaint vehicle:

Description Reprogram PCM Labour Op. No. J000669 Time 0.4 hr Failure Code 47


17

A/T ELECTRICAL CONNECTOR “LIMITED” REPAIR PROCEDURE VR, VS, VT (GROUP 7B)

PROBLEM DESCRIPTION Some neutral start & back-up switch connector/s may be “hard to remove”. This may occur in vehicles that have been in service for a long time, and subjected to long periods of idling. Heat build-up causes the internal heat sink material in the switch to ‘migrate’ into the electrical connectors and to act like a glue between the switch body and the connector. SERVICE RECTIFICATION CONNECTOR REMOVAL: Should this “hard to remove” situation occur in any vehicle, the method of removal suggested is: Apply heat (with a commercially available heat gun) to the connector area of the neutral start & back-up switch where it mates with the vehicle harness connector. Only apply sufficient heat to soften the “glue-like” material in the connections – IE: repeatedly heat and check the connection for looseness, until the connection breaks free. After removal of the connector/s: • Clean terminals in the vehicle harness.

Should the neutral start & back-up switch connector be heavily contaminated, the switch should be replaced.

• After switch replacement, check switch operation in workshop, then road test vehicle to ensure the switch has not been damaged during the above procedure.

CONNECTOR REPAIR: In addition to the above removal procedure, for vehicles which are out of warranty, the following repair method is offered as a cost-effective repair for customers, should damage occur to the vehicle’s harness connectors during removal as noted above.

As the above procedure is recognised as being for higher kilometer and older vehicles, the following repair procedure is not to be used for vehicles in warranty.

Use of this procedure assumes that the vehicle harness connector/s have been disconnected from the trans. and are damaged beyond repair. The procedure applies equally to 7-way connector and 4-way connectors used on later transmissions.

1. Cut the wires of the harness in a

staggered fashion, refer to Figure 1, below – this allows creation of a small diameter repaired harness, where the wire joints are not likely to short/earth. Retain the old connector – to use as a pattern to ensure correct wire/terminal location.

2. Bare the cut ends of the harness wires, to allow joining and soldering to a new connector assembly (refer Parts Info. Below for p/n’s).

3. Define (using the old connector/wiring as a pattern) where the replacement wires will attach to the vehicle harness.

4. Cut the wires on the new connector to match the ‘staggered cut’ of the wires on the vehicle wiring harness.

5. If Connector Pin Assurance (CPA) securing pins are fitted, attach the ‘ring’ end over the new connector wires near the connector body.

6. Bare the wire ends, join and solder each wire. DO NOT use the crimp–type terminals provided with the new connector assembly.

7. Insulate each wire joint individually with tape to fully seal out moisture.

8. Tape over the entire repaired section to fully seal out moisture.

9. Assemble connector to neutral start & back-up switch connection.

10. Refit Connector Pin Assurance (CPA) securing pins where fitted.

11. Check operation of neutral start & back-up switch in workshop then road test to confirm correct operation.


18

PARTS INFORMATION Part No.: Description: Qty:15305887 7 Way A/T Conn. Asm. 1 15305925 4 Way A/T Conn. Asm. 1

Figure 1.

Shows repair to one connector – repair is typical for both connectors shown.

HOLDEN SERVICE TECHLINE ___________________________________________________________ OCTOBER 2000

9 9

HARD STARTING/STALLING - FUEL PUMP FAILURE VT/WH with Gen III V8 (GROUP 6M) RE-ISSUED This Service Techline supersedes the previous Techline on this topic (Issue 8, September, 2000 page 11) – by correcting production breakpoint date. This previous Techline should be corrected or destroyed. Index page information will be updated to show this item only. PROBLEM DESCRIPTION A number of fuel pump failures have been reported – this has lead to customer complaints of “hard to start” or “engine stall”. Investigation into these failures shows they have been caused by dropping or mishandling of the fuel pumps, prior to assembly into vehicles. PRODUCTION RECTIFICATION Revised fuel pump and sender units, with more robust internal components, were introduced into production as follows:


SERVICE RECTIFICATION Pump and sender assemblies requiring replacement, should be replaced with the part noted below. When diagnosing hard starting – use the diagnosis procedure that is provided in the Supplier Prior Approval Process (SPAP) binder supplied to Dealerships with All Dealer Letter DL 48/00. This binder carries a section relating to fuel pump diagnosis. PARTS INFORMATION Part No.: Description: Qty.: 25337050 Pump & Sender Asm. 1

NOTE: Any stock of old pump and sender units – Part No. 25324949 - in dealership stock must not be used, but be returned to HSPO for credit. WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual.

BRAKE HOSE/CALIPER SEAL RING REPLACEMENT PROCEDURE TS (GROUP 5)

CURRENT CONDITION As a standard procedure – quoted in TIS - when replacing brake hoses or brake calipers for any reason, it is necessary to replace the seal rings (copper washers) used at the caliper and hose interface/s. SERVICE RECTIFICATION This bulletin is to draw Technicians attention to this requirement - to replace the seal rings (copper washers) used at the caliper and hose interface/s - whenever a brake hose or caliper is replaced. PARTS INFORMATION Confusion has arisen because the seal rings (copper washers) for rear brake installations were not shown in earlier versions of PartFinder. The current issue of PartFinder addresses this missing information – the seal rings (copper washers) for rear brake installations have been added. The seal rings used in rear brake installations are in fact the same as those used in front brake installations.


10

PLATE - REAR BUMPER FACIA TO QTR PANEL – MODIFIED PART/FITTING INFO.. VT Sedan (GROUP 1) Parts Info.

The information in this Techline bulletin is repeated from HSPO Bulletin PT50, dated 21 August, 2000 – to ensure technicians are aware of this part supersession and replacement requirement. CONDITION Plate assembly (p/n 92052174/5) – rear facia to quarter panel for VT, will soon be superseded in HSPO parts stock, to the VX plate assembly (p/n 92100200/1), for commonisation. Note: Following this supersession, only the VX part will be available for vehicle repairs. This part is only required if the original plate is damaged. Future VT plate replacements will require a specific plate replacement procedure as noted below. SERVICE RECTIFICATION The following procedure is applicable to VT vehicles where the Plate Assembly - Rear Facia requires replacing and a VX part (p/n 92100200/1) is the only part available: 1. Enlarge holes in rear quarter panel in

which Plate Assembly - Rear Facia mounts. The top hole to 8.2 mm dia. and the lower slot 8.7 mm wide by 11.0 mm long. Refer Figure 1.

2. Repeat procedure to opposite side, if that part is also being replaced.

3. Check fitment and alignment of Plate Assembly studs.

4. Vacuum up swarf and filings. 5. Rustproof modified holes, using Zinc

Chromate or equivalent. 6. Install Plate Assembly - Rear Facia to Rear

Bumper Facia with rivets (p/n 92138058), 4 places each side. Refer Figure 2.

7. Reinstall Rear Bumper Facia. Refer to Service Manual Section 1D - Bumper Bars.

Note: New nuts 92138597 are also required for the attaching of the Plate Assembly-Rear Facia to Quarter Panel. Refer Figure 2.

Figure 1.

Figure 2.


11

RADIATOR CAP CLEANING & TESTING VS, VT, VX, WH (GROUP 6K)

BACKGROUND The majority of radiator caps returned to Repac have been replaced unnecessarily. The supplier of these radiator caps reports that after cleaning the gasket, these radiator caps hold pressure. Repac has also confirmed this to be the case. If, after carrying out this procedure, the radiator cap is replaced because it will not hold pressure, note on the Defective Material Tag that this procedure has been carried out, or a charge-back will result. IMPORTANT Warranty claims will not be accepted for radiator caps replaced unnecessarily where the cap can be successfully cleaned and pass a pressure test. SERVICE ACTION: When investigating a radiator cap that does not hold pressure, the radiator cap centre valve gasket must be cleaned, prior to carrying out a pressure test on the radiator cap. If the radiator cap holds pressure after cleaning it should be refitted to the vehicle. CLEANING PROCEDURE 1. Clean both sides of radiator cap gasket

with a wet cloth (Use water only to wet the cloth). refer figure 1.

2. Lift centre valve and clean gasket area

under the valve, refer figure 2. 3. Ensure the radiator filler neck cap seating

surface is clean and free from obstruction, refer figure 3.

4. Pressure test radiator cap to the pressure

marked on cap. 5. If radiator cap holds pressure refit to

vehicle. 6. Replace radiator cap if pressure test fails

after cleaning.

Figure 1

Figure 2

Figure 3


12

SPEEDO “PPK” PROGRAMMING VT, VX, WH (GROUP 12) UPDATE

This Service Techline supersedes all previous Techlines on Speedo PPK Programming. Previous Techlines should not be used for PPK values, and should be destroyed. SERVICE INFORMATION The following information is supplied for technician reference.

Previous PPK values were based on tyre sizes only – selection of PPK values based on tyre size is no longer possible. This is because PPK values vary according to trans. type and final drive ratios (which also change with trans. type) – 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, Section 12C, 5.15 F5: PROGRAM for programming basic information.

Body Style Engine Trans. Type PPK Value Tyre Size Sedan/Wagon V6 Auto/Manual 6272 205/65 R15 Sedan/Wagon V6 Auto/Manual 6238 225/60 R15

Sedan (Police 9C1) V6 Auto 6285 215/60 R15 Sedan/Wagon V6 Auto/Manual 6077 215/60 R16 Sedan/Wagon V6 Auto/Manual 6087 225/55 R16 Sedan/Wagon V6 Auto/Manual 6391 225/50 R16 Sedan/Wagon V6 Auto/Manual 6301 235/45 R17

Sedan/Wagon/Ute V8 Auto/Manual 6272 205/65 R15 Sedan/Wagon/Ute V8 Auto/Manual 6238 225/60 R15 Sedan/Wagon/Ute V8 Auto/Manual 6087 225/55 R16 Sedan/Wagon/Ute V8 Auto/Manual 6301 235/45 R17

HSV All Auto 6355 225/50ZR16 HSV All Auto 6210 235/45ZR17 HSV All Auto 6210 235/40ZR18 HSV All M/T - T56 6300 235/45ZR17 HSV All M/T - T56 6300 235/40ZR18 HSV All M/T - Getrag 6355 225/50ZR16 HSV All M/T - Getrag 6210 235/45ZR17 HSV All M/T - Getrag 6210 235/40ZR18

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


13

CARGO BARRIER ROOF TRIM PLUG DISLODGES VT WAGON (GROUP 1) PROBLEM DESCRIPTION The Holden accessory cargo barrier kit includes four “roof trim plugs” that are used to retain the two upper mounts of the cargo barrier in either of two locations - Refer Figure 2 below. Station wagon owners/operators may complain of the unused cargo barrier roof trim plugs dislodging or not retaining in the roof/headlining panel. This may occur on vehicles built from 17/05/’00 where a revised roof mounting bracket (under the headlining) was introduced. A revised design roof trim plug was released in the cargo barrier kit at the same time. For this reason, some cargo barrier kits fitted to vehicles built after 17/05/’00 may be from earlier stock and may not have the revised design roof trim plug. “Old” design roof trim plugs will not retain permanently in later build roof brackets. “New” trim plugs will retain correctly in both old and new design roof brackets. Lack of, or loss of these roof trim plugs does not cause a problem with the security of the cargo barrier mounting or its retention. PRODUCTION RECTIFICATION The revised roof bracket (on the vehicle roof panel) was fitted to wagons from: ISOVIN: Build Date: 6H8VTK35HYL590221 17/05/00

SERVICE RECTIFICATION NOTE: Only vehicles built after 6H8VTK35HYL590221 are affected by this complaint. If any vehicle is reported to have trim plugs which “will not retain in the roof/headlining” - the trim plugs must be replaced with “new” trim plugs. NOTE: “old” design clips that do retain in roof brackets do not require replacement. Confirm this with ISOVIN/Build Date info. above and by checking engagement. Figure 1 below shows difference between old and new trim plugs.

“New” trim plugs are identified by the part number 92088207 moulded into the plug. “Old” trim plugs have no identification except shape as shown in Figure 1 below.

Figure 1. When replacing trim plugs, fit new trim plugs to (up to four) locations in the roof panel.

Figure 2. (showing two possible front/rear locations, RH Shown, LH Opposite)

PARTS INFORMATION This plug was previously only available in the Cargo Barrier Kit and is now available as a separate part for replacements as noted, as well as for normal customer service replacement.

Part No.: Description: Qty 92088207 Roof Trim Plug - Cargo

Barrier Mounting 4


14

WARRANTY CLAIM INFORMATION: Use the following labour operation and time to claim for “once-only” fitment of four (max.) roof trim plugs: New trim plugs with “92088207” moulded into the rear of the clip must not be replaced under this Techline instruction. Description Cargo barrier trim plug -

replace Labour Op. No. R000091 Time 0.2 hr Failure Code 37

Return old trim plugs removed from vehicles when requested by REPAC under this labour operation number.

RADIATOR SEAL FRAME DELETION TS with A/C (GROUP 2)

CURRENT CONDITION A seal frame is fitted between the radiator and the A/C condenser, on A/C equipped vehicles built prior to Model Year 2000 build. Refer Figure 1 below for exact location. PRODUCTION RECTIFICATION The seal frame between the radiator and the A/C condenser is no longer used. The seal frame was deleted from production with Model Year 2000 build. SERVICE RECTIFICATION When removing this seal frame for any reason, or dismantling components that allow access to the seal frame – the seal frame should be removed and discarded. After removing the seal frame, fit the A/C condenser directly to the radiator during re-assembly. PARTS INFORMATION The seal frame is no longer carried by HSPO.

Figure 1.


15

INSTRUMENT PANEL “CRACK” NOISE VT, WH (GROUP 1) PROBLEM DESCRIPTION An instrument panel “crack” noise may be heard during instrument panel expansion or contraction – IE when cooling down a vehicle interior after being parked in high sun load or when heating up a cold vehicle interior. Investigations have shown the cause of the noise is the instrument panel thermal expansion/contraction stress being relieved at its mounting points. PRODUCTION RECTIFICATION Modified instrument panel retaining screws/washers have been fitted to vehicles from:

ISOVIN: Build Date: 6H8VTL69HYL616569 19/07/00

These modified screws carry additional polypropylene washers that reduce friction, to allow instrument panel “stress” movement under high thermal expansion/contraction loads, and thread sealant to ensure mounting screw torque is maintained in all conditions. SERVICE RECTIFICATION Complaint vehicles where customers complain of a “crack” noise during rapid vehicle interior temperature changes, can be corrected by the replacement of the five (5) instrument panel retaining screws with the modified screws mentioned above. The procedure below should be used to replace the screws – the procedure is an abbreviated version of the procedure shown in SIP CD/VT Series Service Manual, Volume 1, Pages 1A3-8 to 1A3-15. Use the SIP CD/Service Manual as reference while carrying out the procedure. Some of the illustrations from these pages are included here to assist in the procedure. 1. CAUTION – Disable the SRS (Air Bag).

Refer to “DISABLING THE SRS”, Section 12M SRS in Volume 7 of the VT Service Manual/SIP CD.

2. Remove instrument panel lower cover right side (under steering column).

3. Remove instrument panel end panel right side (Refer Figure 1A3-13 below).

Figure 1A3-13

4. Remove demist nozzle grille – right side, by removing end screw and moving fuse panel down for access. Caution: Pull grille rearward only (NOT upward or damage will occur). Refer Figure 1A3-19 if required).

5. Remove glove compartment (Refer Figure 1A3-2 if required).

6. Remove instrument panel end panel left side (Refer Figure 1A3-14 below).

Figure 1A3-14

7. Remove footwell upper closing panel – left side

(under glove box).


16

8. Refer to Figure 1A3-14 – there are a total of 5 screws down the left hand glove compartment opening – remove the top screw, third screw from top, and fifth screw from top.

9. Remove demist nozzle grille – left side, by removing end screw. Caution: Pull grille rearward only (NOT upward or damage will

occur). Move solar sensor for access to instrument panel mounting screw. Refer Figure 1A3-19 if required).

Figure 1A3-19.

10. Access is now gained to the five instrument

panel mounting screws across the front edge of the instrument panel (near windscreen). Remove the existing screws one at a time and replace with new mounting screws (p/n 92138601).

11. Refit solar sensor. 12. Refit left side demist nozzle grille – Caution:

Take care not to damage the A pillar trim with grille retaining lugs/clips when refitting grilles. Ensure the retaining clips on the grille are centred on the retaining lugs or damage to the grille may result, push down on the grille on a 45° angle, or grille will not ‘sit’ correctly on instrument panel.

13. Refit instrument panel end panel – left side. Hint: Align the end panel before fitting screws, and use a magnetic tip screwdriver to hold screws until started in threads.

14. Refit glove compartment. 15. Refit right side demist nozzle grille – Caution:

use same care as noted in Step 12 above. 16. Refit instrument panel end cap – right side.

Hint: use a magnetic tip screwdriver to hold screws until started in threads.

17. Refit instrument panel lower cover right side. 18. Reconnect SRS (Air Bag) system as required. PARTS INFORMATION

Part No.: Description: Qty.: 92138601 Screw – Instrument

Panel Retaining 5


Description Replace Instrument Panel Retaining Screws

Labour Op. No. A000276 Time 0.4 hr Failure Code 28


17

WHISTLE NOISE FROM ENGINE BAY JR C20SEL, JS C22SEL, JS X25XE (GROUP 6M) RE-ISSUED This Service Techline supersedes the previous Techline on this topic (Issue 9, November, 1999 page 13), by providing additional info. for V6 engined vehicles. This previous Techline should be destroyed. PROBLEM DESCRIPTION Some customers may report a whistle noise that can be heard from the engine bay area at varying speeds with light throttle application. The noise may emanate from the fuel evaporative carbon canister purge (transfer) hose (also called carbon canister to fuel tank vent valve hose). This hose has a corrugated section, and when air passes through it, a whistle type noise is produced. To verify this, the canister purge hose can be disconnected from the purge valve (at the valve end), and on road test the noise should stop. PRODUCTION RECTIFICATION Revised canister purge hoses have been introduced into vehicle production from:


SERVICE RECTIFICATION 1. Locate the canister purge hose routed

along the engine firewall - (Canister to fuel tank vent valve)

2. Disconnect the canister purge hose joint, located under the brake master cylinder.

3. Turn vehicle steering wheel to the farthest right hand lock position, to gain access to the rear end of the front inner wheel arch cover.

4. Remove the two rearmost front wheel arch cover plastic retaining nuts, and the two lower plastic retaining clips.

5. Pull the rear section of inner wheel arch cover away from its mountings to gain access to the carbon canister (2) – Refer Figure 2.

6. Disconnect canister purge hose (2) - Refer Figure 3 - from carbon canister and remove the hose from the vehicle.

7. Connect and route the revised type canister purge hose as per the previous hose.

8. Refit the inner wheel arch cover.

Figure 2.

Figure 3. PARTS INFORMATION Revised canister purge hose can be ordered from HSPO with the part number specified below:

Part No.: Description: Qty: 92081590 Hose, Canister Purge (4 Cyl.) 1 92089339 Hose, Canister Purge (V6) 1 WARRANTY CLAIM INFORMATION: Description Canister Purge Hose - Replace Labour Op. No. L000187 Time 0.6 hr Failure Code 40


18

WHISTLE NOISE/DRIVEABILITY COMPLAINTS JS with X25XE Engine (GROUP 6M) PROBLEM DESCRIPTION Some customers may report a whistle noise that can be heard from the engine bay area at varying speeds with light throttle application. In addition to this, the customer may complain of poor driveability and hot start complaints. Both these conditions can be caused by incorrectly routed and re-assembled purge valve hoses, following a previous workshop procedure. SERVICE RECTIFICATION Should a customer complain of an engine bay whistle noise, or poor driveability, carry out the following procedure: Check for correct routing of the canister purge valve hoses at the purge valve - to ensure correct operation of the purge valve and correct installation of the purge hose, ensure the existing purge valve hoses are routed as shown below - Refer Figure 1.

Figure 1.


19

FLUID LEAK DIAGNOSIS ALL MODELS (GROUPS OB, 2, 6A, 7A, 7B)

PROBLEM DESCRIPTION Dealers must assume responsibility for the completion of thorough and accurate diagnosis of fluid leaks prior to commencing any rectification work or removing major components. Components must NOT be replaced for “leaks” without thorough definition of leak sources. Use of Black Light Dye and Black Light is highly recommended to trace leak sources. For extensive information on the use of Black Light and Black Light Dye, refer to the

following information repeated from a previous All Dealer Letter. Holden strongly recommends the use of the black light and dye method to diagnose fluid leak sources. This method of leak detection is a proven, reliable method that identifies the specific leak source and/or location. The black light and dye method can be used for various types of leak detection, when used with the appropriate tracer dye it can be used for detecting engine and transmission fluid leaks, R12 & R134A leaks, fuel leaks, and coolant leaks. The following pages provide answers to technicians’ questions about the various aspects of black light and tracer dye, and how dealerships may use this tool to their advantage.

Black Light & Tracer Dye and Accessories There are different types of tracer dye for different applications, plus for air-conditioning systems tracer dyes, an injector, used to infuse the dye into the system, is required. The following tracer dyes and accessories are available direct from SPx Australia. Contact SPx Australia – Ph.: (03) 9544 5222; Fax: (03) 9544 6222 - for normal dealer pricing.

Application Part Number R134a Air Conditioning Tracer Dye (24 X ¼ oz bottles)

J41447

R12 Air Conditioning Tracer Dye (24 X ¼ oz bottles)

J39475

R134a Air Conditioning Injector

J41459

R12 Air Conditioning Injector

J41709

Petrol & Diesel Engine Fluid and Transmission Fluid Tracer Dye (24 X 1 oz bottles)

J28431-B

Coolant Tracer Dye (24 X 1 oz bottles)

J29545

Replacement Black Light Bulb

BSL-752

Black Light Leak Detection Lamp

J42220


20

Basic Black Light and Dye Leak Diagnosis Method: The following information pages will answer most questions you may have about Black Light and Tracer Dye usage: The following is a summary of the steps involved in detecting a fluid leak using black light and dye: 1. Pour specified amount of dye into the system. 2. Road test the vehicle under normal operating conditions, to allow the dye to mix with the host fluid/gas. 3. Define the leak source by directing the Black Light towards the suspect area. The fluid leak will appear as a

brightly coloured path leading to the source. Note: The colour of the dyed fluid can be checked on the dipstick, or other component directly in contact with the host fluid/gas.

4. Repair fluid leak cause and recheck to ensure that leak has been rectified. General Information How much dye do you use? Engine, Transmission, Fuel J28431-B Engine & Trans. Fluid Dye should be used as follows: Petrol Engine Oil - 7.4ml per 3.79litres of oil (¼oz per 4-5 quarts) Diesel Engine Oil - 7.4ml per 3.78litres of oil (¼oz per 4 quarts) Automatic Trans. Fluid - 14.8ml per 5.68litres of fluid (2x¼oz per 6 quarts) Manual Trans. Fluid/Oil - 7.4ml per 5.68litres of fluid (¼oz per 6 quarts) Petrol or Diesel Fuel - 7.4ml per 7.57litres of fuel (¼oz per 2 gallons) A/C Systems J41447 R134a A/C Dye should be used as follows: R134a A/C System - 7.4ml per A/C system (¼oz per system) J39475 R12 A/C Dye should be used as follows: R12 A/C System - 7.4ml per A/C system (¼oz per system) Power Steering J28431-B Engine & Trans. Fluid Dye can be used in Power Steering as follows: Power Steering Fluid - 7.4ml per 5.68litres of fluid (¼oz per 6 quarts) Engine Coolant Systems J29545 Coolant Dye should be used as follows: Coolant System Radiator Fluid - 7.4ml per 15.14litres (¼oz per 16 quarts) Note: These amounts are based on various tests - there may be occasions when good fluorescence is not obtained with these amounts of dye, due to the condition of the host oil/fluid or the nature of certain additive packages in the oil/fluid itself. If this occurs, use additional dye.

Black Light & Tracer Dye Usage Information


21

Q A

Do you need to use the Fluorescent Enhancer Safety

Goggles?

Yes - they not only protect the technician, but also visually optimise the dye fluorescence for enhanced leak detection. They are scientifically designed to enhance fluorescence by eliminating light at wave lengths that might interfere with the eye’s ability to view the dye’s fluorescent light emission. Once you look at the dye with and without the goggles, you will see the difference.

What life does the dye have when left in coolant, ATF,

R12 and R134a refrigerant?

Indefinite - unless the ATF is burned in an A/T clutch failure or in an A/C compressor failure.

What life does the dye have when left in engine oil?

Depends on how dirty the oil was when the dye was added. In clean petrol engine oil, it will last 500+km. In diesel engine oil, it will not last as long because of rapid carbon build-up.

Are there any adverse effects of leaving dye in systems too

long?

None - and A/C dyes especially are very thermally stable and should last 100,000 km.

Is there a preferred method of cleaning the dye from a

vehicle, if spilt?

IMPORTANT - Do NOT get dyes on any painted surfaces - use guard covers when pouring dyes into any vehicle system or injecting A/C dyes. A good cleaning solvent should clean any dye off any metal surfaces. A/C dyes cannot be cleaned off hoses or plastic components.

What is the shelf life of the dyes?

Indefinite, but it is recommended they be used within five years.

PETROL & DIESEL ENGINE & TRANSMISSION OIL LEAKS

Use J28431-B dye in quantities as specified in “General Information” section. Putting dye into oil that is fairly clean will achieve the best fluorescence for leak inspection because the greater the carbon build-up in the oil, the more difficult to obtain good fluorescence from the dye. Therefore, if the oil appears to be extremely dirty on the dipstick, additional dye may be required to obtain good fluorescence and can be added without harm to the engine.

Q A How do I know if the dilution ratio of dye added is correct?

After adding dye at the recommended dilution ratio, operate the engine 3 to 5 minutes to allow dye to mix with oil. Then check the oil dipstick with black light for the yellow-green fluorescent glow of the oil/dye mixture.

What is the proper procedure for adding dye to the engine?

With the engine OFF. This will prevent possible splashing of the dye over an area of the engine that may need inspecting.

How long does it normally take for the dye to work?

Most leaks will appear after operating the engine 5 to 10 minutes. However, it is recommended that the vehicle be taken for a short road test in order to allow the dye to penetrate all leaks.

How long will it take for the dye to penetrate very small pinholes or porosity leaks?

To accurately detect leaks of this type, the vehicle should be operated for 1 to 3 hours under normal operating conditions. Suggestion: If such a leak is suspected, add dye to the engine oil. Then have the vehicle owner use the vehicle for the time recommended above. The owner should then return for leak inspection with the black light.


22

Q A

Do I have to clean engine surfaces prior to using the dye?

NO! Under black light, all petroleum-based products such as oil, grease, and ATF will fluoresce blue. The dye will penetrate surface oil, grease and grit to leave a yellow-green fluorescent trace (under black light) at the source of the leak.

Do I have to clean the engine after repairing the leak?

YES! But only at the source of the leak in order to allow the technician to operate the engine and then re-inspect the leak repair to insure the job was done right the first time. Suggestion: The dye/oil mixture can be removed by using any engine degreaser or solvent-type shop cleaner.

After adding dye to the engine oil, is it necessary to change the oil prior to returning the vehicle to the customer?

NO! The dye is 100% compatible with engine oil and can remain in the system without harm until the next oil change.

How long will it take for ATF dye to work?

Most leaks will appear after operating the transmission for 5 to 10 minutes. However, it is recommended that the vehicle be taken for a short road test in order to allow ATF dye to penetrate all leaks. NOTE: All other application and leak-detection procedures remain the same as given under the Engine Dye Section (above). It is not necessary to clean transmission exterior surfaces prior to using ATF dye. To detect small pinhole or porosity leaks, the vehicle should be operated for 1 to 3 hours. The ATF dye mixture should be cleaned from the source of the leak, and it is not necessary to change ATF after adding dye.

How long will ATF dye be effective in the transmission?

Because the transmission remains fairly clean internally and does not have the carbon build-up problem present in petrol and diesel engines, the ATF dye will be effective as long as the ATF is not changed or the ATF is not “burnt” or discoloured by a transmission failure. Remember to check the dipstick with the black light prior to inspecting for leaks to check fluorescence, and do not forget to check the ATF cooler line for leaks.

BRAKE SYSTEM LEAKS

Q A Can I use a fluorescent dye in a brake system?

Never use any type of a fluorescent tracer dye in a brake system.

POWER STEERING LEAKS

Q A How much dye should I use for finding power steering leaks?

Check the fluid capacity of the power steering system. You will probably need to add only a small amount of dye at a dilution ratio of 7.4ml (¼ oz) to 5.68l (6 quarts) of power steering fluid. Run the system, then check the cap or dipstick for fluorescence with the black light.


23

FUEL SYSTEM LEAKS When a fuel system leak is suspected, it is recommended that the vehicle being tested have a quarter tank or less of fuel. Trucks and larger capacity systems should be estimated as close as possible in order to keep the dye requirement at a minimum and to keep the test procedure as economical as possible. If a difficult leak is suspected, adding more dye than normal (a higher concentration) will produce the best results and will not harm the system.

Q A How do I know if enough fuel dye has been added?

Any dipstick device that can be inserted into the filler tube can be used and then inspected for fluorescence with the black light.

On a fuel-injected (PFI) vehicle, can I use the fuel rail for injecting dye?

NO! The small volume of petrol that will receive the dye is probably insufficient for the dye to show up at an “O” ring injector leak for example.

COOLANT SYSTEM LEAKS

J29545 dye is totally compatible with anti-freeze.

Q A What is the proper procedure for adding dye to the cooling system?

Add dye with the engine off and radiator “cold”. This will prevent splashing of dye and possible false readings. Also, add the coolant dye directly into radiator and not into the reserve/surge tank found on some vehicles.

How do I clean the coolant with dye off the radiator and engine surfaces?

Use water with detergent and a small scrub brush.

How can I check for a suspected coolant leak into the engine oil?

Perform test as follows:- Pull the engine oil dipstick and confirm the blue fluorescence of the engine oil with the black light. (This is oil to which no dye has been added.) With the engine off and the radiator cold, pour coolant dye into the radiator, and operate vehicle for at least one day to allow coolant to leak into engine oil. With the engine off, pull engine oil dipstick and fluoresce dipstick with black light. If coolant is leaking into the engine oil, the dipstick should show some green fluorescent droplets of coolant. Also, the engine oil might fluoresce a slight whitish blue colour instead of the normal strong blue fluorescence of engine oil.

R134a A/C SYSTEMS DYE FOR R12 A/C SYSTEMS

When R134a or R12 dye is injected into an A/C system and the system has been operated under full pressure for 5 to 10 minutes, the dye will remain in the system even though the R134a or R12 has been evacuated for a repair. The only time R134a or R12 dye must be put back into the A/C system is when the A/C system is flushed of refrigerant oil.

Q A How do I put R134a or R12 dye into an automotive car or truck A/C system?

Put 7.4ml (¼ oz) of dye in the dye injector reservoir, and use a refrigerant source to inject the dye into the A/C system.


24

Q A How long will it take the R134a or R12 dye to circulate through the typical automotive A/C system?

Operating the A/C system under full pressure, it will take the dye approximately 5 to 10 minutes to circulate through most A/C systems. However, this does not mean that the A/C leak will show up in that time period.

How long after putting R134a or R12 dye into the A/C system and running the system under full pressure can I begin looking for the A/C leak with the black light?

This depends on the size and location of the leak. As the refrigerant escapes under pressure, it carries with it a very small amount of refrigerant lubricant. This trace of lubricant is what you are looking for with the black light. Therefore, the size of the leak will determine how long it takes for the lubricant dye to appear and fluoresce under the black light. A hose porosity leak would, therefore, take longer to appear than a fracture/fitting leak. Example: A high-pressure side leak may take over a week or more to have enough refrigerant escape to affect the cooling capacity of the A/C system, return the car to the customer, and tell them to bring it back for leak inspection when they again notice a lack of cooling by the A/C system. When this car returns, the refrigerant that has escaped will leave a trace of refrigerant lubricant with dye, which is what you will be looking for with the black light.

How do I know if I have a leaky service valve on the low-pressure side if I just used that valve to put dye into the A/C system?

After putting the R134a or R12 dye into the A/C system through the low-pressure service valve, clean the valve with a solvent if the refrigerant taking the dye into the A/C system did not clean off the service valve, sufficiently to remove all trace of dye. Do this before starting the A/C system.

How do I clean the R134a or R12 dye off A/C components and engine surfaces?

Use any shop degreaser or solvent to clean dye off A/C components or engine surfaces.

Are these A/C dyes compatible with my refrigerant recovery and recycle equipment?

These dyes have been tested and proven compatible by major manufacturers of recovery and recycle equipment. When refrigerant is evacuated from an A/C system, a small amount of compressor lubricant is also removed from the system. The R134a or R12 dye is in solution with the system compressor lubricant, therefore, is separated in the recovery/recycle unit along with the compressor lubricant. Because of the small amount of compressor lubricant removed by the recovery/recycle unit, there is no need to add additional R-134a or R-12 dye to the A/C system for future leak detection.

How do I know if a vehicle’s A/C system contains either R134a or R12 dye?

Remove the low-side service port sealing cap and direct the black lamp into the valve stem area. If you do not see dye/lubricant in this area, depress the valve stem only for an instant to help bring out some lubricant with the refrigerant. Again direct the black light at the valve stem for traces of the fluorescent dye/lubricant. Clean dye off service port.

How do I check for refrigerant leaks in the evaporator when I cannot use the black light to see the leak?

Use the black light to fluoresce the drain hole and see if a trace of the yellow green dyes has washed down with the condensation. When the evaporator is removed from the vehicle, use the black light to determine the exact location of the leak on the evaporator. Remember to check the fittings to and from the evaporator to be sure they are not the cause of the leak.


25

Q A How do I check for the dye/lubricant when I cannot directly shine the black light on all suspected leak areas?

Use a mirror to reflect the black light to the underside of a fitting, hose or component. Also if a mirror cannot be used, a white cloth can be used to wipe the suspected area, and then fluoresce the cloth with the black light to check for traces of the yellow-green dye.

Can the dyes remain in the A/C system after it has been used for the initial leak detection?

Dyes can safely and effectively remain in the A/C system after the initial repair. Dyes can be used to detect future refrigerant leaks and can only be removed from the A/C system by flushing out the system compressor lubricant.

HOLDEN SERVICE TECHLINE _________________________________________________________ NOVEMBER 2000

8

REAR SHOCK ABSORBER “KNOCK” OR “RATTLE” – UPPER BUSH PREMATURE WEAR WH (GROUP 4) PROBLEM DESCRIPTION PIR’s have reported premature wear out of the rear shock absorber upper rubber bushes. SERVICE RECTIFICATION Should a vehicle be presented with premature shock absorber upper rubber bush wear (usually with a knock/rattle noise) the upper bushes and plates should be replaced with the parts shown below. These parts are made from a more durable rubber compound when subjected to constant usage on rough or undulating roads. The compound may result in a slightly increased road noise on very smooth roads, but this will only be noticeable to critical customers. Refer to WH Series Service Manual/SIP CD, pages 4A-9 to 11 for details of shock absorber top mount rubber bush and plate replacement. PARTS INFORMATION

Part No.: Description: Qty.: 92040086 Plate, Shock Abs. to

Underbody (Upper & Lower).

4

92040065 Bush, Shock Abs. (Upper)

2

92040066 Bush, Shock Abs. (Lower)

2


Description Replace Rear Shock Abs. Upper Rubbers/Washers

Labour Op. No. F000168 Time 0.4 hr Failure Code 28

TIMED OVER-RIDE CORRECTION (SIP CD INFO. ERROR) VT II (GROUP 6C)

PROBLEM DESCRIPTION Current SIP CD – VT Series II, Section 6D1-2 “Starting System”, Part 3. Diagnosis, states: “Turn ignition switch to the ON position and security override will occur in two hours.” – THIS IS INCORRECT! The information was carried over from previous model information. There is no longer any “timed override”. VT Series II Service Manual on SIP does carry information regarding timed over-ride deletion in Sections 12F, 12J-1 & 12J-2. This deletion occurred in: July, 1998 – BCM’s; Oct., 1998 – V6 PCM’s; Nov., 1998 – V8 PCM’s. In the event of “no crank” conditions, remember to refer to Section 12J-1, or Section 12J-2 (4. Diagnosis/Theft Deterrent).


9

HSV LEVEL RIDE SUSPENSION – FUSE LOCATIONS VT II & WH

(GROUP 12) The following information is repeated from HSV bulletin of Feb. 9, 2000, for use by technicians when servicing HSV - VT Series II, and WH vehicles. PROBLEM DESCRIPTION HSV Fuse locations not shown in published service manuals. SERVICE RECTIFICATION The HSV Level ride suspension fuse details are as follows:

Fuse Position

Fuse Rating

Usage

F8 25 Amp Level Ride Relay (label on fuse cover)

F15 10 Amp Level ride sensor F6 10 Amp Solenoid power

Should you require further information regarding this bulletin, then please call HSV Technical Assistance Department on telephone number (03) 9265 9500.

FRONT DOOR LOCK ROD DETACHES FROM LOCK VS (GROUP 1) PROBLEM DESCRIPTION Front door remote lock rod becomes detached from front door lock mechanism, resulting in front door not able to be opened via the remote (interior) handle. SERVICE RECTIFICATION If a vehicle is found to have the remote lock rod detached from the door lock mechanism, the remote rod retaining clip must be replaced with a new retaining clip and washer assembly, as follows: 1. Remove the door window regulator

handle, door pull handle and door inner trim panel (refer VR Service Manual, Volume 1, page 1A6-4/5 for procedure).

2. Remove existing door remote rod clip from the door lock mechanism (by depressing the retaining barbs).

3. Assemble a new washer (p/n 11011616) over the barbed ends of a new remote rod clip (p/n 90120387).

4. Fit this new clip and washer assembly to the door lock in place of the old clip – refer Figure 1 below.

5. Fit the rod through the centre of the clip assembly, then rotate the clip end upward until it “snaps” onto the remote rod.

Note: As the clip can be used on RH or LH door locks by reversing the orientation of the clip, both installations are shown in Figure 1.

6. Re-fit previously removed components and confirm correct lock operation.

Refer to further information and illustrations on following page.


10

Figure 1.

PARTS INFORMATION

Part No.: Description: Qty:90120387 Clip, Linkage to Outer

Handle 1

11011616 Washer, Door Handle Linkage

1

This clip is made from a harder material than the original clip, and features a double barb design to improve retention to the remote rod. WARRANTY CLAIM INFORMATION: Use existing “Warranty Information” in SIP as shown:

Description Rod, Remote Control Front RH - Replace


Description Rod, Remote Control

Front LH - Replace Labour Op. No. C622700 Time 0.5 hr Failure Code 55


11

SAFETY TRIANGLE NOT RETAINING IN BOOT LID WH (GROUP 1) Pre-Delivery Hint PROBLEM DESCRIPTION During pre-delivery, the safety triangle, mounted on the underside of the rear compartment (boot) lid, may not retain fully on its upper retainer. This can be caused by a misaligned hole in the boot lid carpet, which stops the triangle from engaging in the retainer correctly. SERVICE RECTIFICATION Inspect the clearance hole around safety triangle upper retainer – Refer Figure 1. • If any carpet material is located over the

base of the upper retainer, trim the material away.

• Only trim enough material to ensure the safety triangle can fully seat on the upper retainer and the retainer pin locks into place.

• Trimming off too much material may cause the underlying painted panel to be visible and unsightly.

Figure 1.

COOLANT LEAK FROM CROSS-OVER PIPE HOSE CONNECTIONS VT/WH with Gen III V8 (GROUP 6K) PROBLEM DESCRIPTION PIR’s have reported coolant leaks from the ends of the radiator cross-over pipe hose connections, located below and behind the radiator. The hoses were connected using spring band type clamps until VX start of production (SOP). PRODUCTION RECTIFICATION Worm drive hose clamps for the cross-over pipe hose connections (larger radiator hoses) have been fitted to vehicles from VX start of production:

ISOVIN: Build Date: 6H8VXK69F1L641840 18/9/00

SERVICE RECTIFICATION On VT & WH vehicles with spring band clamps on the crossover pipe end connections: Any vehicle with a coolant leak from the cross-over pipe hose connections, where no defects in hose, pipe or clamp can be defined – should have both the existing spring band clamps on the cross-over pipe ends replaced with worm drive clamps (p/n 92138604). PARTS INFORMATION

Part No.: Description: Qty: 92138604 Clamp, Hose 2

WARRANTY CLAIM INFORMATION: Use the following information to claim for the above replacement:

Description Replace Cross-over Pipe Hose Clamps (2)

Labour Op. No. J000681 Time 0.3 hr Failure Code 27


12

CLUTCH FLUID RESERVOIR CAP REPLACEMENT VS, VT (GROUP 7A)

PROBLEM DESCRIPTION PIR’s have reported clutch master cylinder caps failing by cracking – with the top of the cap cracking where it attaches to the threaded section of the cap. Failure is related to the type of material used, and a new design cap assembly, is now available. PRODUCTION RECTIFICATION Revised clutch master cylinder cap and seal assemblies have been fitted in production from:


SERVICE RECTIFICATION Whenever replacing a clutch master cylinder cap on VS or VT models built prior to the above breakpoint, fit a new clutch master cylinder cap – p/n 92144027. Figure 1 below shows the new (“OK”) cap & seal asm. and old (“Not OK”) cap. DO NOT OVERFILL MASTER CYLINDERS Note: this new cap assembly “breathes” through the cap thread (not through a breather hole as in the previous part) and because of this it is important not to overfill the reservoir when adding brake fluid. PARTS INFORMATION Part No.: Description: Qty 92144027 Cap & Seal Asm. –

Clutch Master Cylinder 1

The cap and seal that make up this new cap assembly are not available separately.

Figure 1.

WARRANTY CLAIM INFORMATION: Use existing “Warranty Information” in SIP as shown:

Description Cap, Clutch Master Cylinder – Replace.

Labour Op. No. K013750 Time 0.2 hr Failure Code 05


13

DOOR CHECK LINK SERVICEABILITY VT Series I & II (GROUP 1) This Service Techline Bulletin carries information repeated from Parts Techline PT40, dated 11 Oct., 1999 – so technicians are aware of changes made and the methods of replacement. PROBLEM DESCRIPTION The front door check link assembly and mounting were changed at start of production of VT Series II. Subsequently, HSPO has superseded Series I components with Series II components. The information in Parts Techline PT40 provides procedures that are to be performed to repair the various combinations of door/bodies and check links. The following drawing provides details of the two different check link installations:

G256-01

SERIES 1

SERIES 2

SERVICE RECTIFICATION Methods of fitting check links and doors as per the notes above – are more complex than normal replacements, so if this work is required – refer to the copy of PT40 held in your Parts Department - which provides detailed instructions and illustrations. PRODUCTION RECTIFICATION Revised check links were fitted to vehicles (VT Series II intro.) from:

ISOVIN: Build Date: 6H8VTK35HXL464495 31/05/99


14

OIL LEAK FROM ENGINE OIL COOLER YE, JR, JS – all with V6 (GROUP 6A)

PROBLEM DESCRIPTION If there is any failure of the engine oil cooler, (located on the engine, called “heat exchanger” in TIS) or the sealant used on the lower face of the oil cooler - oil and coolant may be mixed. Reports have been received of various parts being replaced, varying diagnoses being performed, resulting in confusion regarding the source of the leak and causing repeat repairs. Investigations currently show that the main cause is deterioration of the sealant used on the underside of the engine oil cooler. This possibility should be considered before any major engine dismantling or repairs are attempted. If leak point/s cannot be confirmed, re-seal the oil cooler before further dismantling/repair. DO NOT assume head gaskets are the cause! A reminder of the existing service information: - DO NOT machine cylinder heads on these engines! SERVICE RECTIFICATION When replacing or re-installing the engine oil cooler – use newly released Sealant 09163307 from HSPO. This part number may not be shown in the PartFinder issue that is current at the time of release of this bulletin, but the sealant is in stock at HSPO. Previously released sealant (90511124) or other sealants should NOT be used in this installation! PARTS INFORMATION

Part No.: Description: Qty:09163307 Sealant, Engine Oil

Cooler. 1

FRONT DOOR CHECK LINK NOISE JR, JS (GROUP 1) This Service Techline supersedes the previous Techline on this topic for JR & JS models. PROBLEM DESCRIPTION When opening or closing the front doors, a clicking noise is heard from the front door check link area. PRODUCTION RECTIFICATION Revised check link strap to support nuts have been fitted to vehicles from:


SERVICE RECTIFICATION Fit new door check link bolts, and revised check link nuts to both front doors. Perform the following steps when installing these check link bolts/nuts: 1. Torque the BOLT first – while holding the

nut - to 14±1Nm, 2. Then Torque the NUT – while holding the

bolt - to a final torque of 16±1Nm. NOTE: The process of torqueing the bolt before the nut ensures the bolt is seated completely prior to final torqueing via the nut. PARTS INFORMATION

Part No.: Description: Qty:09116434 Bolt – Door Check

Link to Support 2

92138580 Nut – Door Check Link to Support

2


Description Door Check Strap Bolt Replace – Both Sides



15

TOW BAR RATTLE (1600 & 2100Kg TOW BARS) – ADD LOCK SCREW VS, VT, WH (GROUP 1)

Ensure this bulletin is circulated to Pre-Delivery personnel and Technicians involved in accessory fitting. PROBLEM DESCRIPTION A rattle noise may be heard from the tow bar tongue of a Holden Accessory 1600Kg. or 2100Kg. tow bar, when there is no towing load on the tow bar. This rattle is caused by free-play between the tow bar tongue and tow bar main tube. PRODUCTION RECTIFICATION HSPO accessory 1600Kg. and 2100Kg. tow bar kits have been upgraded to include an anti-rattle screw/nut on the underside of the tow bar. Note: Some kits in Dealer parts stock may not have this ant-rattle screw/nut included. If one of these kits is to be fitted, the screw and nut should be added as described in this bulletin. SERVICE RECTIFICATION In service, if customers complain of a rattle noise from the tow bar tongue, when there is no load on the tow bar, the following procedure can be used to add an anti-rattle screw/nut to the tow bar: 1. Remove the tongue from the tow bar. 2. On the underside of the central tow bar

tube, mark and centre punch a point on the centre of the tube, 70mm forward of the rear end of the tube – Refer Figure 1, View A, for exact location.

3. Drill an 8.5mm hole at this point.

4. Tap an M10 x 1.25 thread in the hole. Clean inside of central tube to remove any burrs around the new hole, and any swarf or iron filings remaining from the drilling and tapping process.

5. Apply an anti-corrosion paint, such as metallic zinc primer, to the threaded hole – inside and outside of the tow bar tube.

6. Re-assemble the tongue to the tow bar. 7. Fit lock nut (p/n 92138590) to anti-rattle

screw (p/n 11078491) and run it down the screw thread for clearance.

8. Assemble anti-rattle screw and nut into the new threaded hole in tow bar central tube and torque the screw to 5 - 10Nm.

9. While holding the anti-rattle screw, tighten the lock nut on the screw to apply sufficient torque to lock the screw in place.

Advise the vehicle operator: • this anti-rattle screw must be torqued to

5 – 10 Nm and the lock nut torqued to lock the screw, when there is no load on the tow bar tongue.

• this anti-rattle screw and nut must be removed whenever a load is applied to the tow bar, and refitted when the load is removed.

PARTS INFORMATION Part No.: Description: Qty: 11078491 Screw, Tow Bar Anti-

Rattle 1

92138590 Nut, Tow Bar Anti-Rattle.

1


Description Fit Tow Bar Anti-Rattle Screw

Labour Op. No. R000094 Time 0.4 hr Failure Code 28


16

TOW BAR RATTLE (1600 & 2100Kg TOW BARS) – ADD LOCK SCREW - Continued

Figure 1.


17

FUEL ODOUR IN HIGH AMBIENT TEMPERATURES SB with C14SE Engine (GROUP 8) PROBLEM DESCRIPTION On high ambient temperature days (EG: 30°C or higher), odour from fuel vapour may be smelt in the vehicle passenger compartment, (via the ventilation system) when insufficient air flows over the vehicle; IE: when parked with engine idling, or when stopped or moving slowly in traffic. Vehicles built with C14NZ engines are NOT affected by this condition. SERVICE RECTIFICATION Revised Canister Ventilation Pipe Installation for SB Barina and Combo (A/T & M/T) with C14SE engine: 1. Remove Right Hand front fender liner. Do

this by removing 4 plastic rivets, 2 screws and 2 plastic nuts. Refer Figure 1.

Figure 1

2. Detach canister ventilation pipe from metal

clips. 3. Remove carbon canister from vehicle by

the screw that retains the clamp. Refer Figure 2.

Figure 2

4. Remove ventilation pipe hose from

canister. Note: Some force is required to remove the hose, take care to not damage the plastic canister fitting. Refer Figure 3.

Figure 3

5. Install new canister ventilation pipe hose

to canister and feed through the hole in inner guard. Make sure it also feeds through the inner panel. Refer Figure 4.


18

Figure 4

6. Refit carbon canister and clip canister vent pipe into the two white clips as shown in Figure 5 below, ensuring there are no kinks or twists in the hoses.

Figure 5

7. Push the pipe into the white clip on the engine compartment side of the inner guard. Fit the rubber water deflector onto the end of the pipe approx. 25mm. Ensure that there is a 5 - 10mm clearance between the water deflector and body. Refer Figure 6.

Figure 6

8. Refit the Right Hand front fender liner.

PARTS INFORMATION

Part No.: Description: Qty92143482 Canister Vent Pipe Kit 1


Description Fit Revised Canister Vent Pipe

Labour Op. No. L000190 Time 0.7 hr Failure Code 74


19

LACK OF POWER/POOR RESPONSE FROM ENGINE ON HILLS VT/WH with V6 (non-S/C) & A/T (GROUP 6C)

PROBLEM DESCRIPTION Customers may complain about a “lack of power”, or “lack of response”, when driving at approx. 70-85km/h in 4th gear (IE: in “Economy” mode with TCC applied) – generally when driving up inclines. With the existing trans. and memcal calibration, the transmission holds 4th gear with TCC applied, and under these driving conditions, the engine power output is near its maximum (until a 4-3 downshift is forced by greater throttle opening, or by manual gear selection – this is also unacceptable to some customers). The existing calibration is designed to achieve optimum fuel economy at such driving speeds and conditions, and while most customers are able to accept the perceived “lack of power” or “response” that results, and adjust their driving style to suit, some customers may complain. PRODUCTION RECTIFICATION A revised memcal with revised shift calibration has been fitted to vehicles from:


SERVICE RECTIFICATION If a customer complains of this perceived “lack of power”, or “lack of response” and does not accept the condition, a DJLX Memcal may be fitted as an improvement. This memcal disengages TCC in 4th gear prior to the point at which the engine stops increasing power.

Please note however: Using this memcal will only affect driving in Economy mode, and will not change perceived power or response in either Power mode or during Cruise Control use. The memcal must not be used in vehicles with S/C V6 engine. PARTS INFORMATION

Part No.: Description: Qty: 12203180 DJLX Memcal 1


Description Fit Memcal for Lack of Response Complaint



20

BOOT (DECK LID) HARD TO CLOSE JS Sedan (GROUP 1) PROBLEM DESCRIPTION Deck lid (boot) is hard to close, requiring considerably high effort to close. The cause of this complaint can be: - Striker out of alignment/adjustment, - Weatherseal over-compression –

which can be caused by either the weatherseal not being seated fully on its mounting flange; or excess body sealer under the weatherseal.

If striker adjustment is the cause – the deck lid will travel freely through its range of movement until the latch comes in contact with the striker. If weatherseal over-compression is the cause – the deck lid will NOT move freely through some part of its travel. This indicates deck lid/seal “drag”. In the JS deck lid/seal design, the vertical section of the seal – Refer Figure 1 below – is susceptible to seal drag when the deck lid (boot) ‘wipes’ on the seal during closing. PRODUCTION RECTIFICATION Revised (reduced) sealer application and improved weatherseal fitting occurred to vehicles from:


SERVICE RECTIFICATION For vehicles with deck lid (boot) “hard to close” complaints, carry out the following: Move deck lid up and down to determine if the deck lid is catching (dragging on the weatherseal) at any point of its travel. If NOT catching – carry out striker adjustment. Closing effort should now be corrected, no further action is necessary. If catching – 1. Remove deck lid weatherseal from deck

lid opening flange.

2. Clean excess body sealer from the deck lid opening flange. Note: - Minimal sealer is required on this flange to stop water entry and excessive sealer will “pack out” the weatherseal and apply loading to the deck lid during closing.

3. Fit a new weatherseal (p/n 90462614) to the deck lid opening flange (a new weatherstrip is required as the original production weatherseal cannot be fitted using a mallet as noted below, as damage will occur). Take care to:

- align the butt joint in the weatherseal 100mm to the right of the centre of the vehicle, nearest the lock striker;

- use a rubber mallet to firmly seat the seal on the whole perimeter of the deck lid opening flange.

PARTS INFORMATION

Part No.: Description: Qty:90462614 Weatherstrip, Deck

Lid 1

WARRANTY CLAIM INFORMATION: Use existing “Warranty Information” in SIP – ONLY when deck lid weatherseal requires replacement - as follows:

Description Weatherstrip, Deck Lid - Replace


Figure 1.


21

ACCELERATOR PEDAL - “NOTCHY” FEEL VT (All V6 Engines) (GROUP 6A) PROBLEM DESCRIPTION Accelerator pedal response may be described as “notchy” by some customers. Replacement of cable, or attempts to re-route the cable do not improve the feel. The cause has been defined as internal friction between the inner and outer cables, accentuated by the sharp bends in existing cable routing. PRODUCTION RECTIFICATION A shorter, revised accelerator cable, with revised cable routing, has been fitted to vehicles from:

ISOVIN: Build Date: 6H8VTK69HXL487036 28/07/99

SERVICE RECTIFICATION On vehicles subject of this complaint, carry out the following procedure: 1. Remove existing accelerator cable from

vehicle. 2. Fit new cable (p/n 92082648) – cable

routing is same as previous, except, as the cable is shorter, the cable must be routed inboard of the LH strut tower – Ref. Figure 1 showing “revised cable routing”.

NOTE: Vehicles without Cruise Control – remove the (now) unused cable retaining bracket near the LH engine hood strut - noted on Figure 1. Vehicles with Cruise Control – the cable retaining bracket - Refer Figure 1 - is to be left in place – it still retains the cruise control cable as per previous installation. 3. When attaching the new cable to throttle

body – Torque the adjustment nuts - noted on Figure 1. - to 2.0 – 4.0Nm.

Figure 1.

PARTS INFORMATION

Part No.: Description: Qty:92082648 Accelerator Cable 1

WARRANTY CLAIM INFORMATION: Use existing “Warranty Information” in SIP as shown:

Description Cable Asm., Accel. - Replace



22

CONDENSATION IN HEADLAMPS – HEADLAMP CLEARANCE ADJUSTMENT PROCEDURE TS (GROUP 12) PROBLEM DESCRIPTION Headlamp glass becomes ‘fogged’ with condensation, or has visible water droplets on the glass from moisture entry. The cause has been found to be insufficient clearance between the headlamp and engine hood. This leads to contact between engine hood and headlamp during closing, and constant engine hood pressure on the headlamp glass, resulting in moisture entry through damaged sealing. SERVICE RECTIFICATION For any vehicle presented with moisture or condensation in headlamp/s: BEFORE CLOSING THE ENGINE HOOD after replacing the affected headlamp assembly, carry out the following procedure to ensure adequate clearance exists, to avoid a repeat failure: 1. Loosen the engine hood striker bolt lock

nut and measured the existing dimension (Dimension “X” on Figure 1). Measure from the bonnet plate to the end of the spring retaining washer – Item 1 on Figure 1.

Figure 1.

2. Adjust striker bolt until dimension “X” is 1.5mm longer than existing dimension – lightly tighten lock nut to maintain the dimension until final tightening (end of procedure).

3. Turn out the engine hood rubber bumpers by ¼ turn – refer items 2 on Figure 2.

Figure 2.

4. Lower engine hood carefully and press

down until hood catch engages. 5. Using a 0.5mm feeler gauge, check the

clearance between the engine hood and the headlamp rubber seal – Refer Figure 3 - the feeler has to pass through without resistance. If required, adjust clearance by turning hood catch striker bolt in or out.

Figure 3.

6. When the 0.5mm clearance is achieved, torque the hood catch striker bolt lock nut to 22Nm.


23

WARRANTY CLAIM INFORMATION: Use existing “Warranty Information” in SIP for the above clearance adjustment – during headlamp replacement - as follows: NOTE: the labour time has been increased on these labour operation numbers to allow for the clearance procedure described above. SIP will be updated as soon as possible to reflect this revision. The clearance adjustment procedure MUST be carried out whenever a headlamp or any front bodywork is disturbed.

Description RH Headlamp Asm. - Replace


Description LH Headlamp Asm. -

Replace Labour Op. No. N104200 Time 1.4 hr Failure Code 62

KNOCK NOISE FROM EXHAUST ON COLD START JR, JS, with 4 Cyl. Engine (GROUP 8)

This Service Techline supersedes the previous Techline on this topic (Issue 1, February, 1999 page 5) by updating the silencer date code information. This previous Techline should be destroyed. PROBLEM DESCRIPTION Customers complain of a metallic knocking noise after engine is started from cold. Noise can be misdiagnosed easily as being an engine internal or drive belt related noise. Actual noise cause is a rattle noise from internal baffles in the intermediate silencer, which stops when the exhaust system reaches operating temperature. PRODUCTION RECTIFICATION The silencer has been revised internally from late 1998. Silencers are identified by date code of 99/04 or later (99/04 = April, 1999), - stamped on the identification/part number plate on the lower, outside surface of the silencer. No vehicle breakpoint was set for this change. SERVICE RECTIFICATION Fit a new Silencer – Intermediate & Centre Pipe. Order the new part from HSPO - all parts at HSPO are of the latest specification. PARTS INFORMATION Part No.: Description: Qty: 90500030 Silencer – Intermediate

& Centre Pipe 1

WARRANTY CLAIM INFORMATION: Use existing “Warranty Information” in SIP.


24

SRS WARNING LAMP ON– DTC’s 36/38 – WATER ENTRY AFTER CLEANING VT, VX, WH (GROUP 1) Please ensure this Techline is circulated to: Service Advisors – For liaison with customers, and Dealership personnel who organise detailing or interior cleaning. PROBLEM DESCRIPTION This is a precautionary bulletin to alert service personnel of the possibility of the SRS warning lamp illuminating (and thus SRS DTC’s being set) - if excessive moisture is allowed to enter SRS system connectors. Investigations into reports of SRS warning lamps illuminating intermittently have proved to be caused by moisture entry to SRS connectors. In the cases reported, vehicles had recently had: - carpets and seats steam cleaned, or - interiors “detailed”, or - water entry to seat lower trim/s, or - liquid spills around seat lower trim/s (these are examples of moisture entry, and not the only methods of entry). These resulted in: DTC 36 – driver’s pre-tensioner short circuit, loop capacitance too high or, DTC 38 – passenger pre-tensioner short circuit, loop capacitance too high, were found during diagnosis, however, no faults in the SRS system or components could be defined. SERVICE RECTIFICATION Interior cleaning using steam or excessive water can cause moisture entry to the SRS connectors in the vehicle interior. Accidental rain water entry through open windows can also contribute to this. Water, soapy detergent, other cleaning agents can enter the SRS connections. Any of the above will short the circuits, which will allow the resistance and capacitance values to fall outside their tolerances, and illuminate the SRS warning lamp.

In cases caused by this water entry, once the connections are dried out, the condition does not re-occur. If a customer presents a vehicle with SRS warning lamp illuminated, check with the customer to define if the vehicle interior was cleaned just prior to the warning lamp coming on. If a vehicle is being serviced and has an SRS warning lamp come illuminated – check whether the vehicle (during its time in the dealership) has been detailed/cleaned - where water may have entered the interior SRS connections. The notes below and illustrations in Figure 1 on the following page provide information on the most likely moisture entry points to the SRS connections: 1. SRS warning lamp is illuminated – check

which DTC’s are set. Are they DTC 36 or DTC 38?

If YES – Go to Step 2 If NO – Go to Service Manual Volume 7

(or SIP CD), Section 12M for SRS Diagnostics for appropriate DTC/s, as problem is not related to this information.

2. Remove front seat rail end (rear) cover – Refer to View A showing the possible moisture entry point – at the seat rail cover joints - between the driver and passenger seats and doors.

3. Check for moisture in and around the Yellow YB207 connector – Refer Views B & C that show connector location on seat rail, and probable moisture entry “track”. If moisture is present, disconnect the connector and blow out connector, terminals, harness wires with compressed air or heated air to dry out the moisture. Ensure the terminals are free from corrosion. Any corrosion will necessitate replacement of the component to which the corroded terminals are attached.

4. Check for moisture in and around the Green seat belt pre-tensioner connector – Refer to View D for location (between seat and console).


25

NOTE: IF the DTC is logged as a HISTORY code, the moisture that entered to cause the code may have dried out and will not always be present. IF the DTC is logged as a FROZEN code, the moisture may still be present and will require thorough drying out and cleaning. Use of warm air will speed up the drying out process. 5. Clear the DTC/s with Tech 2. Cycle

ignition once to confirm the DTC has been cleared and does not reset.

IF YES – Go to Step 6 IF NO – Go to Service Manual Volume 7 (or SIP CD), Section 12M for SRS Diagnostics for appropriate DTC/s, as problem is not related to this information.

6. With the ignition ON, check for loose connections, faulty wiring (at connectors noted above) by wriggling/moving the connectors.

7. Start and run the engine. Ensure the SRS warning lamp does not stay illuminated.

8. Re-fit the previously removed trim covers.

CLEANING PRECAUTIONS It is suggested that you advise your customers and your cleaning staff (including any contracted cleaners) of the following precautions: Seat Belt Pre-Tensioner Connector (YB 207) Area: (between seat outer edge and door, both sides) • Do NOT use excessively wet cleaning

cloths, sponges or high powered steam cleaning equipment on or around the seat rail end covers and cover joints – Refer View A.

• Clean this same area with a MOIST (not dripping) cloth and wipe over the area to remove any excess moisture.

• If steam cleaning, shampooing, etc, the seats and carpets – place a rag over the seat rail cover joint area to ensure no moisture enters the joints and connectors below them.

Seat Belt Pre-Tensioner Connector Area: (between seat inner edge and console, both sides) • When cleaning in this area – place a small

plastic bag, split on one side - over the Green connector to ensure no moisture entry.

• If steam cleaning or shampooing the seats and/or carpets – take extra care not to allow any moisture near this connector.

WARRANTY CLAIM INFORMATION: As the conditions mentioned in this “precautionary” bulletin are related to care and cleaning procedures, the procedures advised cannot be claimed under warranty. Component replacement caused by care and cleaning procedures as noted in this bulletin must not be claimed under warranty.

Refer to following page for all illustrations.


26

Figure 1.


27

WIRING ABRASION – INTERMITTENT FAULTS VT, WH (GROUP 12) HINT

PROBLEM DESCRIPTION A PIR has reported a possible cause of wiring abrasion and intermittent electrical faults. The condition reported is the wiring harness at the LH rear of the engine compartment rubbing on the body of the theft deterrent horn. Refer Figure 1 for exact location. The condition has the potential to cause numerous intermittent faults, depending on which wire is damaged. This Techline is released to draw technicians’ attention to the possibility that some intermittent faults may be caused by abraded wires at the location shown. The harness shown in Figure 1 should be inspected before any extensive diagnosis work is undertaken.

SERVICE RECTIFICATION Should a vehicle be found with the wiring harness contacting the theft deterrent horn: - Repair the harness as necessary, - Move the harness away from the theft

deterrent horn by at least 15mm – Refer Figure 1. Move the harness in its retaining clip if required, to ensure harness is retained away from the horn.

WARRANTY CLAIM INFORMATION: Select appropriate Labour Operation Number from the Wiring and Connector Warranty Claim Submission Manuals in SIP, for VT series, Figure 7, and WH series, Figure 7.


28

FRONT SEAT INNER REAR RAIL COVER DISLODGES VT, WH (GROUP 1)

PROBLEM DESCRIPTION Front seat inner rear rail covers may be dislodged by actions of rear seat passengers, or items carried in rear footwell areas. It is possible for the moulded retaining lugs in the cover to be damaged, and as a result, not retain properly on the inner seat rail. PRODUCTION RECTIFICATION Revised front seat inner rear rail covers with revised retention (metal spring clips) have been fitted to vehicles from:

ISOVIN: Build Date: 6H8VTX69SYL587197 08/05/00

SERVICE RECTIFICATION On complaint vehicles (built prior to the above breakpoint) where the front seat inner rear rail cover/s dislodge - and the dislodged cover/s do NOT have a metal retaining clip - the following rectification should be carried out to both covers: 1. Remove both front seat inner rear rail

covers – Refer Figure 1 for location.

2. Turn covers over, and using a sharp knife, cut the two retaining lugs from the underside of both covers – Refer Figure 2, Diagram A, below.

3. Fit a spring clip (P/N 92144035) to both

covers as shown – Refer Figure 2, Diagram B.

4. Refit the covers, which now appear as per

Figure 2, Diagram C, to the seat inner rear rails.

PARTS INFORMATION NOTE: All VT & WH front seat inner rear rail covers at HSPO have been superseded to the new parts with metal retaining clips. Any parts in Dealership parts stock WITHOUT the metal retaining clip should NOT be used for repairs/replacement, but may be modified prior to fitment to vehicles, as per the above procedure.

Part No.: Description: Qty: 92144035 Clip, front seat inner

rear rail covers 2 (Per Car)


Description Fit Clips to Both Front Seat Inner Rear Rail Covers



29

Figure 1. Showing RH Front Seat (LH opposite)

Figure 2. Showing Revisions to Pre-Breakpoint Cover


30

REAR LICENCE PLATE ATTACHMENT SCREWS REVISION VX SEDAN (GROUP 1)

Please pass this information on to your

Pre-Delivery personnel for action. PROBLEM DESCRIPTION Rear licence plate attaching screws provided in standard licence plate fittings envelopes (carry-over VT) are not long enough for VX sedan rear licence plate installation. This is because the décor panel thickness has been revised. In the first 1000 (approx.) VX vehicles produced, there will be two longer screws (p/n 11045121) taped to the clear plastic bag containing the “glovebox” material. These screws are to be used for attaching the rear licence plate on sedans only. This action is being taken only until the screws are added to the standard licence plate attachments envelope. PRODUCTION RECTIFICATION The two longer screws (p/n 11045121, 19mm long) will be included in the brown licence plate attachments envelope from:

ISOVIN: Build Date: 6H8VXL69A1L639557 12/09/00

AT PREDELIVERY: VX Sedans up to L639556: Attach sedan rear licence plates with the two longer screws (p/n 11045121) taped to the clear plastic “glovebox” material bag. VX Sedans from L639557 onward: Attach sedan rear licence plates with the two longer screws (p/n 11045121) that are supplied in the brown licence plate attachments envelope.

DOOR HANDLE & LOCK ROD – CO-ORDINATED REPLACEMENTS VT (GROUP 1)

The information in this Techline bulletin is reproduced from HSPO Parts Techline PT47, dated May 18, 2000. Please refer to that letter (retained by your Parts Department) for full details. PROBLEM DESCRIPTION Door handles were revised in production (refer breakpoint below), and earlier design parts are no longer available. When later design door handles are fitted, the matching door rod must also be fitted. PRODUCTION RECTIFICATION Revised and strengthened door handles were fitted to vehicles from:


SERVICE RECTIFICATION When fitting a new door handle to a vehicle built prior to L526300 -–fit the door handle/rod combination as shown below. PARTS INFORMATION

Vehicles Up to L526299 Handle Rod Front Door Outer, RH

92085571 92087513

Rear Door Outer, RH

92085573 92087515

Front Door Outer, LH

92085574 92087513

Rear Door Outer, LH

92085574 92087514

WARRANTY CLAIM INFORMATION: Use existing “Warranty Information” in SIP.


31

LOW OIL PRESSURE WARNING (INTERMITTENT) VT/WH with Gen III V8 Engine (GROUP 6A) PROBLEM DESCRIPTION Customers may complain of oil pressure warning lamp and audible warning chime coming on intermittently, or complain of “noisy valve train” – EG: during starting, on heavy acceleration, or even at random times. These complaints may be intermittent and occur for variable lengths of time - it may not be possible for technicians to diagnose the cause as the complaints are not easily “repeatable”. PRODUCTION RECTIFICATION Oil pumps with verified OK machining have been used in production from Engine No.: VF002061072 (for reference) - this engine was used in:

ISOVIN: Build Date: 6H8VXK35F1L638782 08/09/00

SERVICE RECTIFICATION: Caution Notes: • Diagnosis to define possible causes other

than oil pump (Steps 1 & 2) must be done. • Where the full procedure is carried out, the

engine must be removed for this procedure, to ensure correct oil pan fitting. DO NOT attempt to carry out this procedure with engine “in – vehicle”.

• Fit a new O ring on pickup tube to pump joint.

• Ensure all fasteners on the oil pump, pickup, oil pan, etc, are torqued as per the service Manual/SIP CD instructions.

• Clean out the oil pan before re-assembly to ensure there is no possible contamination.

Any vehicle presented with the any of the above complaints should have the following diagnosis and repair procedure carried out: 1. Check engine oil level – correct if

required, or continue to Step 2 if level OK.

2. Check oil pressure with a mechanical oil pressure gauge and with Tech 2 and compare results of both checks to confirm correct oil pressure sender signal. If a sender fault is defined, replace the sender unit.

Note: The mechanical gauge can be connected at one of three possible locations: - Remove oil filter and use adaptor J42907

as per VT Service Manual, page 6A3-20, Section 2.4.

- At oil gallery plug at RH rear of engine block, directly in front of crank angle sensor.

- At oil gallery plug at LH front of engine block directly above oil filter.

Following a cold start, with engine running at idle in Park or Neutral, the oil pressure should be in excess of 150 kPa. Should Tech 2 AND the mechanical gauge both indicate that the pressure (150 kPa) is NOT reached immediately following start-up, carry out the following procedure: 3. Remove engine and then remove oil pan

– as per VT Series Service Manual/SIP CD, Volume 14A, Page 6A3-85 (Engine & Oil Pan), and pages 6A3-101 (Oil Pump).

4. Check for loose retaining bolts - oil pump to block, and oil pickup tube to pump – looseness indicates possible pressure loss points.

5. Remove oil pickup tube and ensure O ring is correctly fitted between pickup tube and pump – damaged or missing O ring indicates a leak point.

6. Ensure oil pickup tube is not blocked or partially blocked by any foreign material – this would create a pressure reduction in the oil system.

NOTE: Steps 4, 5, 6 are required to ensure identification and correction of any conditions that may contribute to loss of oil pressure. 7. Replace oil pump, regardless of findings

in Steps 4, 5, 6 above - with a new oil pump assembly.

8. Fit a new O ring – oil pickup tube to pump; ensure it is properly installed and lubricated with clean engine oil prior to assembly to ensure no damage occurs during assembly.

9. Measure oil pressure, after re-assembly and fitting engine to vehicle, confirm that it exceeds 150 kPa at idle.


32

PARTS INFORMATION Select parts from PartFinder. All oil pumps in HSPO stock, and those previously sold to Distributors/Dealers have verified OK machining. WARRANTY CLAIM INFORMATION: Use existing “Warranty Information” in SIP as shown:

Description Pump Asm. Engine Oil, Replace (Gen 3 V8).


HEAT SHIELD FOR DUAL COUPLING PROPSHAFT - 1600 & 2100KG TOW BAR PACKAGES WH, VX & VT (GROUP 1)

The following information is repeated from All Dealer Letter: DL 46/00, to ensure all Dealership Service personnel are aware of the information noted. Please also circulate this bulletin to Pre-Delivery personnel and any technicians involved in accessory fitting (tow bar heat shield information).

When fitting 1600 kg or 2100 kg HSPO Accessory Tow Bar Packages to VX vehicles, or VT vehicles fitted with dual coupling propshaft (only), a new centre bearing heat shield (p/n 92143924) must also be fitted as shown on the instruction drawing shown on Page 37 of this bulletin. HSPO tow bar packages are currently being updated with the new heat shield and revised instruction drawings.

DOOR LOCK ACTUATOR WIRING DIAGRAM VS with VT LOCK ACTUATORS (GROUP 12)

PROBLEM DESCRIPTION Late build VS Series vehicles were fitted with VT door lock actuators. A wiring diagram for this installation has not previously been published. PRODUCTION RECTIFICATION VT door lock actuators were fitted to VS vehicles from:

ISOVIN: Build Date: 6H8VSK80UVL221394 13/03/97

SERVICE RECTIFICATION During diagnosis – check the type of lock actuators fitted to the vehicle – the breakpoint above will define this. NOTE: there may be a small number of vehicles built out of sequence that will still have VS lock actuators, and thus a visual check of actuators may be required – to ensure VS or VT actuators are fitted. In addition, in this installation, a small “patch” harness is fitted between the actuator and the door wiring harness – where VS actuators connect directly to the wiring harness.. The following page carries a wiring diagram for diagnosis of VS Series III vehicle lock circuits.


33

DRIVER'S DOORJAMB SWITCH

YB175IGNITIONF14

E20P/B (39)P (3)

YB176

YB174

YB173

YB57

YB77

YB90

YB26

YB90

YB25

YB76

YB57

YB76

LOC. E3

YB57

YB90

YB90

YB76

YB57

YB29

YB25

YB26

YB77

YB173

YB174

YB173

YB173

YB173

YB173

YB1

YB173

YR10YR35

YB176

YB173

BCMBATTERY FS

FJ F20

F31

B11

A5

C9

UNLOCKREQUEST

DOOR LOCK POWER

BATTERY MAIN POWER

VS CENTRAL DOOR LOCKING WITH VT ACTUATORS

DR

IVE

R'S

DO

OR

LO

CK

SW

ITC

H

2 1

UNLOCK

LOCK

MICROPROCESSOR

O/B (740)

BR/O (194)

DR

IVE

R'S

DO

OR

LO

CK

A

CT

UA

TO

R

O/V (440)

(1040)

R (2)

REAR COMPARTMENTLOCK ACTUATOR(WAGON ONLY) ELECTRONIC

EARTH

T12J2136

A1B/Y (155)

LOC. E3

LOC. E3

DRIVER'SDOOR UNLOCK RELAY

HIGH CURRENT EARTH

DOORUNLOCKDRIVE

DO

OR

LO

CK

DR

IVE

C13

C26

B10

B/Y (295)

B\ BLU(394)

BR/O(194)

B/R (294)

B/G (151)

UN

LO

CK

RE

LA

Y

LOCK RELAY

DRIVER'SDOORREQUESTUNLOCK

LOCK REQUEST

LOCK &DEAD LOCKREQUEST

DRIVER'SDOOR OPEN

C22

C8

BR/W (197)

GY/W (126)

C21BR/R (195)

C20LG/Y (193)

DRIVER'S DOOR UNLOCK DRIVE

BLU/B (293) C3

L.H.R. DOORLOCK ACTUATOR

L.H.F.DOORLOCKACTUATOR

FROMIGNITIONSWITCH

R.H.R. DOOR LOCK ACTUATOR

B/BL

U (1

56)

C12

DEADLOCK RELAY

DEADLOCKDRIVE

V/W (394)


34

FUEL PUMP ELECTRICAL CIRCUIT DIAGNOSTIC CHART CORRECTION VT/VX (non-S/C V6) (GROUP 6M)

PROBLEM DESCRIPTION The previously published CHART A4.1 V6 PCM – NON SUPERCHARGE ENGINE FUEL PUMP ELECTRICAL CIRCUIT, contained a number of errors regarding fuse and terminal numbering. SERVICE RECTIFICATION Revised diagnostic chart A4.1, on the following page, rectifies these errors and contains additional steps to improve electrical circuit diagnosis. Revisions to the chart are shown in bold text, and two new steps (16, 17) have been inserted into the procedure. It is recommended that this chart is copied and pasted over the existing chart in VT Series Service Manual, Volume 3, Section 6C POWERTRAIN MANAGEMENT – V6 ENGINE. As this chart also applies to VX Series vehicles, refer to this Bulletin for diagnosis until the Service Information Package (SIP) is updated to include this revised chart.

DIAGNOSTIC CHARTS - V6 ENGINE 6C1-2A-57

CHART A-4.1 V6 PCM NON-SUPERCHARGED ENGINE

FUEL PUMP ELECTRICAL CIRCUIT STEP ACTION VALUE YES NO

1. Was the "On-Board Diagnostic" (OBD) System Check performed?

Go to Step 2. Go to OBD System Check in

this Section. 2. Check Fuel Pump fuse. ("F/PMP" fuse F28 in

engine compartment fuse and relay centre) Is the Fuel Pump fuse blown ?

Go to step 3 Go to step 8

3. 1. Ignition "OFF". 2. Disconnect Fuel Pump electrical connector to pump. 3. Backprobe Fuel Pump Relay harness connector for Fuel Pump power feed circuit with a test light connected to + battery terminal. Is the test light "ON" ?

Go to Step 15 Go to step 4

4. 1. Ignition "OFF". 2. Reconnect Fuel Pump electrical connector. 3. Replace Fuel Pump fuse F28 ("F/PMP"). 4. Ignition "ON". 5. Recheck fuse. Is Fuel Pump fuse OK ?

Problem was an intermittent short

to earth.

Go to step 5

5. Check for short to earth in Fuel Pump power feed circuit. Was a problem found?

Verify Repair Go to step 6

6. Check for shorted to earth Fuel Pump . Was Fuel Pump shorted to earth ?

Verify Repair Go to step 7

7. Replace Fuel Pump Relay. Is action complete?

Verify Repair

8. 1. Ignition "OFF" for 10 seconds: 2. Disconnect Fuel Pump Relay connector from relay housing bracket. 3. With Fuel Pump Relay connected, probe relay connector terminal "5" with test light connected to

earth. 4. Using TECH 2 scan tool, Select FUEL PUMP . 5. Turn Fuel Pump "ON" and "OFF" Is test light "ON" and "OFF" when Fuel Pump is "ON" and "OFF" ?

Go to Step 9 If Test Light stays

"OFF", Go to Chart A-4.2 in this Section

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

If Test Light stays "ON", Go

to Step 16 9. 1. Ignition "OFF".

2. Disconnect Fuel Pump Relay. 3. Apply +12 volts to Fuel Pump Relay terminal "5". 4. Check that the Fuel Pump is running, check by listening for Fuel Pump operation in fuel tank. Is Fuel Pump running ?

Go to Step 10 Go to Step 11

10. 1. Fuel Pump electrical circuits are OK. 2. Reconnect Fuel Pump Relay. To complete testing of the fuel delivery pressure system, continue to Chart A-4.3

Go to Chart A-4.3 in this

Section

11. Check for faulty connection at Fuel Pump and relay. Is connection faulty?

Verify Repair Go to Step 12

12 Check for open in Fuel Pump power feed circuit. Was a problem found?


13. Check for open in Fuel Pump . Is Fuel Pump open?


14. If both circuits check OK, replace Fuel Pump . Is action complete?

Verify Repair

15. Check for and repair short to earth in Fuel Pump power feed circuit. Is repair complete?

Verify Repair

16. 1. Ignition "OFF". 2. Disconnect Fuel Pump Relay. Is the test light "OFF"?

Go to Step 17 Go to Step 18

17. Repair short to voltage in circuit 465. Is action complete ?

Verify Repair

18. Repair short to voltage in circuit 120. Is action complete ?

Verify Repair

Page 35 (Nov,. 2000 Techline)


36

WH UPGRADE (OPTION A8A) WH (GROUP OB)

The following information is repeated from All Dealer Letter: DL 46/00, and is repeated in this Techline only to ensure that all Dealership Service personnel are aware of the information noted. Please also circulate this bulletin to Pre-Delivery personnel and any technicians involved in accessory fitting (tow bar heat shield information). This is to advise dealerships of changes being introduced into WH Statesman models with Gen 3 V8 engines under production option code A8A. These changes commenced in vehicle production:

ISOVIN: Build Date: 6H8WHY19FXL626038 09/08/00

Some of the more significant changes are as follows: Upgraded Gen 3 V8 Engine Includes revised inlet manifold, injectors, fuel rail, flexplate, etc. Powertrain Control Module The Powertrain Control Module (PCM) and its calibration are both new and are not interchangeable with earlier (MY2000) engine. The new PCM calibration software is in TIS version 13B. Dual Coupling propshaft The propshaft is a new design which helps reduce driveline disturbances. Holden’s warranty policy on this new propshaft is the same as for current model, IE: if a propshaft develops a fault within warranty it is to be replaced with a complete new propshaft assembly ex HSPO. Note that the rubber couplings are included as part of the assembly. Replaced propshafts are to be tagged and held until called back via the REPAC report.

For retail repairs, a limited range of component parts are replaceable with parts obtained from HSPO or if required, changeover propshaft assemblies may be obtained from Hardy Spicer outlets - as shown on page 38 of this Bulletin. FITMENT OF 1600 & 2100KG TOW BAR PACKAGES NOTE: When fitting 1600 kg or 2100 kg tow bar packages to WH with A8A upgrade, a new centre bearing heat shield p/n 92143924 must also be fitted as shown on the instruction drawing on the next page of this bulletin. HSPO tow bar packages are currently being updated with the new heat shield and revised instruction drawings. Should you require further information or clarification on tow bar packages please call Alan Baker on telephone number (03) 9797 7094. NOTE: A further package of changes known as production option code U4B will be introduced into WH models at the same time as VX commences production. Please ensure your pre-delivery and service staff are made aware of the contents of this letter.


37

37


38

HARDY SPICER BRANCHES

Information current as at August 2000 QLD

259 Cullen Avenue EAGLE FARM 4009

PH: (07) 3868 2344 FAX: (07) 3868 2110

319 Nebo Road, MACKAY 4740

PH: (07) 4952 3488 FAX: (07) 4952 2048

728 Ingham Road BOHLE 4818

PH: (07) 4774 5399 FAX: (07) 4774 4200

388 Newbridge Road MOOREBANK 2170

PH: (02) 9600 6333 FAX: (02) 9602 1947

NSW

METROPOLITAN DRIVESHAFTS 11 James Ruse Drive GRANVILLE 2142

PH: (02) 9637 7933 FAX: (02) 9682 6105

NEWCASTLE

Lot 30 Rural Drive SANDGATE 2304

PH: (02) 4968 0400 FAX: (02) 4968 0407

1/9 Monterey Road DANDENONG STH. 3175

PH: (03) 9792 4744 FAX: (03) 9792 3911

VIC

1488 Hume Highway CAMPBELLFIELD 3061

PH: (03) 9357 1675 FAX: (03) 9357 2400

TAS

Duncan Street, MONTROSE 7010

PH: (03) 6272 6907 FAX: (03) 6272 0671

SA

56-58 Churchill Rd. North DRY CREEK 5094

PH: (08) 8349 6400 FAX: (08) 8349 5264

493 Great Eastern Highway REDCLIFFE 6104

PH: (08) 9277 2966 FAX: (08) 9478 2945

WA

7 Keogh Way, KALGOORLIE 6430

PH: (08) 9091 1443 FAX: (08) 9091 1463

HOLDEN SERVICE TECHLINE ___________________________________________________________DECEMBER 1, 2000

8 8

FRONT SEAT LUMBAR SUPPORT ASM. – REPLACEMENT PROCEDURE VT, VX, WH (with Lumbar Adjuster) (GROUP 1) TL011-0105

PROBLEM DESCRIPTION The front seat lumbar support has recently been made available as a replacement part. Prior to this, the complete front seat back had to be replaced for any lumbar support failure. Some common complaints are: - Lumbar support does not operate (due to

deformation of the lumbar support upper bracket).

- An audible “click” noise due to contact between front seat back cover and lumbar support assembly.

SERVICE RECTIFICATION The following procedures describe replacement of the lumbar support assembly. Removal of seat from vehicle is NOT required. Removal of lumbar support asm.: 1. Disconnect the battery earth and positive leads. NOTE: If the vehicle is equipped with side impact air bags (SIAB), wait at least 10 seconds before performing any work on the vehicle. 2a. For all VT vehicles without SIAB: Remove the lumbar support knob by pushing seat back cover in far enough to expose circlip, remove circlip and remove lumbar support adjusting knob - Refer Figure 1a.

Figure 1a.

2a. For all VT with SIAB, all WH and all VX vehicles Pull the seat side cover away from seat cushion, forward of the lumbar support adjuster knob - the lumbar support adjuster knob is part of the side cover assembly and will come off with the seat back cover when the sides are pulled apart. Refer Figure 1b (without deflector ring) or Figure 1c (with deflector ring).

T12M137

Figure 1b.

Figure 1c

3. Insert a screwdriver between the front seat back cover and seat back and push up on the retaining clip (2 places) while pulling the bottom of the back cover out, away from seat, to release lower retaining clips, and then pull back cover down to release top retainers. Remove front seat back cover. Refer Figure 2 below.


9 9

Figure 2. 4. While holding head restraint height adjuster lock in, pull head restraint completely out of guide. Refer Figure 3 below. 5. From the back of the seat, squeeze the locking prongs of head restraint guide together while pulling top of guide out of seat back assembly. Refer Figure 3 below.

T12M110

Figure 3.

6. Pull the four ‘J’ strips away from the seat frame, then move cover and pad assembly forward, well clear of seat back frame. Refer Figure 4 below.

Figure 4.

7. Release the tie strap on the lumbar support actuator cable by squeezing the tangs on the cable tie retaining clip (“3” in Figure 5 below) together and pushing tie strap retaining clip through seat back frame hole. 8. Push down the top of the lumbar support to disengage the two friction guides/retainers (“2” in Figure 5 below) from the guide rails (“4” in Figure 5 below) on the seat back, allowing lumbar support to swing freely. 9. Move the lumbar support forward and push the lumbar support downward on each side, in turn, to release the bottom hooks from the seat frame. 10. While slightly compressing lumbar support assembly by hand to release cable (“5” in Figure 5 below) tension, disengage cable from the top of the lumbar support.


10 10

T21A7004

4 2

31

5

Figure 5. 11. Remove adjusting cable (1) from adjuster (2) by unclipping outer casing (3) of cable from adjuster and removing cable assembly. Refer Figure 6 below.

Figure 6.

12. Remove lumbar support unit from seat.

Replacing lumbar support asm.:

1. Attach new lumbar support (p/n 92143625) to the lumbar support actuator (knob end) and lumbar adjusting cable (Refer to Figure 5 above for locations). 2. Locate the bottom hooks of the lumbar support to the bar on the seat frame. Pull each side upwards, in turn, to “click” into the position on the bar. 3. Ensure plastic friction guide/retainers are installed (supplied with new lumbar support) at the two points (“2” in figure 5) at the top of the lumbar support assembly. Push the top of the lumbar support to engage the two retainers with the guide rails (“4” in figure 5) 4. Locate cable tie (supplied with new lumbar support assembly) to the hole in the brace panel (“3” in figure 5) and close the tie around the actuator cable, tighten strap to secure, and cut off excess length of the strap. (Refer to Figure 5 for locations). 5. Reinstall the seat back foam to the seat frame, and attach with the four “J” strips. (Refer to Figure 4 above.) 6. Replace the two head restraint guides by pushing them through the holes in the top of the (refer to figure 3 above) and reinstall the head retraint. 7. Replace the seat back cover to the seat frame using the original seat back cover clips. If these clips are damaged replace with new clips 92140918. (Refer to figure 2 above) 8a. For all VT vehicles without SIAB: Reinstall the lumbar support spacer and adjuster knob to the splined shaft and refit circlip. Refer Figure 1a. 8b. For all VT with SIAB, all WH and all VX vehicles. Carefully align and reinstall the lumbar adjusting knob (part of seat back cover/side cover assembly) back onto the splined adjuster shaft. Refer Figures 1b or 1c. Reinstallation Precautions: 1. Ensure the head restraint guide with adjusting lock is installed on the correct side, ie. side with notches on the head restraint. 2. Reconnect battery earth and positive leads, switch ignition on, and observe the SRS warning


11 11

lamp in the instrument cluster. The warning lamp should be illuminated for approximately five seconds. During this period the SDM performs a wiring and system self check. PARTS INFORMATION Part No.: Description: Qty 92143625 Lumbar Support Asm. 1


Description Lumbar Support - Replace Labour Op. No. C502750 Time 0.6 hr Failure Code As applicable

INSTRUMENT CLUSTER LENS REPLACEMENT TS (GROUP 12) TL011-1207

PROBLEM DESCRIPTION

Some technicians are not aware that the instrument cluster lens is replaceable, as TIS instructions and a Warranty Labour Operation Number have not been available – to date.

SERVICE RECTIFICATION If an instrument cluster requires a lens replacement: - Remove the instrument cluster as per TIS

2000 instructions, - Depress the nine retaining lugs around the

outside of the lens and remove the lens from the cluster,

- Fit a new lens – taking care to insert the odometer reset button through the hole in the lens, then evenly push the lens lugs into the cluster receptacles until they “snap” into place.

- Refit the cluster to the vehicle. PARTS INFORMATION The instrument cluster lens is available from HSPO – refer PartFinder for part number. WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual as follows – this new labour time for TS will be added to a future SIP CD release:

Description Lens, Inst. Cluster - Replace

Labour Op. No. N300600 Time 0.7 hr


12 12

ELECTRONIC CLIMATE CONTROL ILLUMINATION GLOBE REPLACEMENT VT, VX, WH (GROUP 2 & 12) TL011-0203 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. As

reqd92140514 Globe and holder

illumination – green. As

reqd WARRANTY CLAIM INFORMATION: Use information as shown:

Description Globe Heater & A/C Control - Replace 1 or all



13 13

LOWER DÉCOR PANEL CONTACTS REAR BUMPER FASCIA VT SEDAN (GROUP 1) TL011-0103

PROBLEM DESCRIPTION The lower décor panel contacts the rear bumper fascia when the decklid is closed which can result in damage to the paint finish. Damage usually occurs at corners. This condition can be caused by a number of factors: e.g. Slamming the decklid shut (overtravel); incorrectly adjusted striker; incorrectly adjusted decklid bumpers; or clearance between décor panel and rear fascia is below assembly specification.

PRODUCTION RECTIFICATION Revised lower décor panels which provide increased clearance have been fitted to vehicles from:


SERVICE RECTIFICATION On complaint vehicles do the following. Adjust decklid striker and bumpers up as high as possible whilst ensuring that decklid is not overflush to rear quarter panels. Now recheck if décor panel still contacts rear fascia on closure:

• If not contacting: check that decklid still seals okay. Repair any paint damage� on fascia prior to return to customer.

• If still contacting: fit a new lower décor panel. Revised lower décor panels are identifiable by their chamfered corners. Repair any paint damage� on fascia prior to return to customer.

�Obtain zone approval prior to paint repair. PARTS INFORMATION

Part No.: Description: Qty:92094365 Panel asm lower

decor 1

WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual in SIP, as shown. Claim for paint repairs in usual manner.

Description Lower décor panel asm Replace



14 14

FRONT CUP HOLDER LATCH REPLACEMENT WH, VX (GROUP 1) TL011-0106 PROBLEM DESCRIPTION The front (console mounted) cup holder cover latch mechanism may fail to latch properly (cover may not ‘latch’ open or ‘latch’ closed). Technicians are replacing the whole cup holder assembly – when only the latch requires replacement. SERVICE RECTIFICATION If you have a cup holder where the latch only has failed (it does not open properly, or will not hold the cup holder closed, etc,) fit ONLY a new latch assembly – DO NOT replace the whole cup holder! The following advance copy of cup holder/latch removal and installation procedures should be used for replacements. This information will be added to future versions of SIP. 1.4 CUP HOLDER Remove 1. Open the cupholder lid (2). 2. Grasp the rear of the cupholder assembly (1)

and press forward to disengage the rear retaining tang (3) from the centre console.

3. Withdraw the cup holder from the centre console, taking care not to damage the front locating tab (4). (Refer to Figure 1A3-5)

Figure 1A3-5

LATCH REPLACE 1. With the cup holder removed from the centre

console and the lid (2) open, grasp with both hands and press the latch (1) firmly up out of cup holder with thumb.

2. Carefully press replacement latch into place by hand, ensuring the latch locking tabs are correctly engaged.

CAUTION: Do not press directly on the latch jaws. Reinstall 1. Engage the cup holder front locating tab in

the slot in the centre console and press the rear edge firmly into place until rear locking tab is correctly engaged. NOTE: If the rear locking tab on the cup holder does not correctly engage, open the cup holder lid to gain access. (Refer to Figure 1A3-6 below)


15 15

Figure 1A3-6

PARTS INFORMATION Order a new latch from HSPO using the following part number (which will be added to future Part Finder information).

Part No.: Description: Qty: 92103515 Latch Asm. – Cup

Holder 1

WARRANTY CLAIM INFORMATION Use existing Labour Time information in SIP “Warranty Information” as follows:

Description Cup Holder - Replace Labour Op. No. C457300 Time 0.2 hr Failure Code 37

Note: Replacement of cup holder assemblies where only the latch is at fault will not be accepted under warranty.

INTERIOR REAR VIEW MIRROR LOOSE OR DISLODGES FROM PIVOT JS, TS (GROUP 1) TL011-0101

PROBLEM DESCRIPTION Interior rear view mirror becomes loose (will not retain adjustment) in its mounting ball socket. PRODUCTION RECTIFICATION Revised rear vision mirror assemblies with revised mounting ball socket material have been fitted to vehicles from: For JS 5-Door Hatch Models:

ISOVIN: Build Date: W0L0JBF68Y7097903 22/06/00

For JS Sedan/Wagon (Local Built):

ISOVIN: Build Date: WOLOJBF19YL633325 07/09/00

TS Model: No breakpoint information is available. SERVICE RECTIFICATION If a rear vision mirror is presented which will not hold its adjusted position, replace the mirror with a new part from HSPO. PARTS INFORMATION

Part No.: Description: Qty:90541140 Rear View Mirror Asm.. 1

All parts in stock at HSPO, at time of bulletin printing, have been manufactured after a “revised material” breakpoint date as advised by our supplier (not visible on part). WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual in SIP.


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CRUISE CONTROL “CLUNK” NOISE ON ENGAGE/DISENGAGE WH, VT, VX (GROUP 12) TL011-1209

PROBLEM DESCRIPTION Some critical customers may be concerned about a very light “clunk” noise when cruise control is engaged or disengaged. Disengagement noise is generally louder than engagement noise. SERVICE RECTIFICATION When customers complain of a “clunk” noise on cruise control engagement or disengagement, carry out the following procedure: 1. Remove the three cruise control module

mounting grommets and screws (located on the RHF fender skirt in the engine compartment).

2. Fit three new mounting grommets (p/n 25074502) and screws (p/n 92138227).

3. Torque screws to 2-5Nm ONLY. Note: over-torque of the screws will result in

greater noise transfer. 4. Road test to confirm reduced

engagement/disengagement clunk noise. After application of this procedure, there may be a minimal engage/disengage noise that may be noticed by very critical customers only. Should this occur – please advise by PIR. PARTS INFORMATION

Part No.: Description: Qty:25074502 Grommet, Cruise

Control Mounting 3

92138227 Screw, Cruise Control Mounting

3

WARRANTY CLAIM INFORMATION: Use the following information to claim for the above procedure:

Description Fit Revised Cruise Control Module Mountings


BLAUPUNKT SECURITY CARD – REPLACEMENT CARDS JS, TS, SB (GROUP 12) TL011-1202 PROBLEM DESCRIPTION Until release of this Techline bulletin, replacement Blaupunkt audio unit security cards have not been available. No replacement card could be supplied to owners who lost cards. SERVICE RECTIFICATION Replacement Blaupunkt audio unit security cards are now available from HSPO. PARTS INFORMATION

Part No.: Description: Qty: 92057960 Security Card 1


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ENGINE STALL ON DECELERATION OR HIGH ENGINE IDLE JR, JS, with C20SEL or C22SEL Engine (GROUP 6M) T011-6M01

This Service Techline must be used in conjunction with the previous Techline on this same subject, in Issue 10/99, page 15. This Techline provides an additional procedure (Base idle adjustment) as an interim action prior to availability of a revised IACV and software, planned for introduction in 2001. PROBLEM DESCRIPTION With vehicle stationary, the engine idle is too high; EG: 1000 RPM+, and engine may later stall or the idle may remain high. This is caused by a build-up of engine by-pass 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 PCV oil separators have been fitted to vehicles from the following breakpoints: JS: Engine Number: C22SEL25013594 ISOVIN: W0L0JBF19YL518348 Build date: 30/08/99

C20SEL Engines: Engine Number: C20SEL25031355 Engine build date. 15/09/99

SERVICE RECTIFICATION Part 1: FOR COMPLAINT VEHICLES WITH C20SEL & C22SEL ENGINES BUILT PRIOR TO THE ABOVE BREAKPOINTS, These vehicles should have an oil separator fitted as per the instructions provided in Techline Issue 10, 1999, Page 15 (same title) which is readily available on the SIP CD.

NOTE: A revised PCV system routing that enabled deletion of the PCV oil separator was introduced from the following breakpoint: (For more details refer Issue 5/2000, page 10) ISOVIN: W0L0JBF19YL557427 Build date: 16/02/00

SERVICE RECTIFICATION Part 2: BASE IDLE SETTING FOR ALL VEHICLES: Before carrying out the following procedure, with engine stopped and ignition ON, connect Tech 2 and check for DTC’s. If any are stored, correct the fault defined before progressing. This procedure provides a “base idle” to prevent stalling in case of a sticking IACV, however, the potential exists for other idle quality problems – EG: “hunting” high idle speed, etc, but these generally will be ‘transparent’ to the customer. If complaints arise regarding hunting or high idle speed, the above (complete) procedure can be repeated. DO NOT clean the throttle blade or throttle body internally during this procedure! After a PCV oil separator has been fitted: 1. Install a new IACV and gasket. If gasket has a

“vee” notch on outer edge, it must face the top of the IACV flange on assembly.

2. Start engine and warm up to operating temperature.

3. With Tech 2 connected, engine running (coolant temp. greater than 85°), A/C (if fitted) ON and active – loosen the idle stop screw lock nut and wind up the idle screw (throttle stop) until the engine idles at approx. 1400RPM.

4. With one hand on the throttle cable, disconnect the IACV connector and modulate the engine RPM with the cable so that the engine does not stall.

5. With the IACV now disconnected, and the throttle resting against the stop, the engine should idle at approx. 500-600RPM. Fine tune the idle speed using the throttle stop screw – to 512RPM (as near as possible), make sure the A/C is active to allow for maximum load.

6. Tighten throttle stop screw lock nut and confirm that idle RPM is still 512RPM. Re-adjust if required to maintain 512RPM.

7. Apply a spot of yellow paint on interface of throttle stop screw/lock nut/throttle body (as per original seal) for identification of retention of adjustment.

8. Turn the engine OFF. Reinstall IACV connector then turn the ignition ON & OFF (removing the key from ignition) – seven


18 18

times with a five second pause after removing the key from the ignition. This teaches the engine management system its new idle software switch position.

9. Start the engine and check, using Tech 2, scroll through the Engine Data List to Simulated Idle Switch. Ensure that this parameter reads “Active” and that the IAC integrator steps are no less than 25, once idle has been established. (Note: A/C OFF, no load on engine, and in Neutral).

10. Check with Tech 2 that idle speed is correct, IE: engine idle speed is within ± 80RPM of “Desired Idle Speed”.

11. Using Tech 2 – still in the Engine Diagnostics area, select Programming/Reset init. ECU Code - this will reset the IACV learnt values.

12. Road test vehicle and confirm original complaint does not exist.

PARTS INFORMATION

For Part 2, Base Idle Procedure ONLY:

Part No.: Description: Qty 90411546 Valve – Idle Air Control (IAC). 1 90466220 Gasket - IACV 1

For Procedure I Part 1 & 2: where PCV Oil Separator is required:

Part No.: Description: Qty 90411546 Valve – Idle Air Control (IAC). 1 90466220 Gasket - IACV 1 09193502 Separator – PCV Oil 1 24421017 Hose – PCV Vent 2 90467971 Clamp – Vent Hose 2

WARRANTY CLAIM INFORMATION: Claiming for correction of any DTC’s that may be found on initial checks – refer to the relevant section of the Labour Time Manual that carries DTC claiming information at the end of the relevant section. Use the relevant Labour Operation Number for the DTC found. Claiming for replacement of any component found faulty during that DTC diagnosis – use the relevant Labour Operation for remove and replace of the faulty part. For all Warranty Information, Labour Times in your latest version of the SIP CD. To claim for the rectification procedures detailed above, use the following information:

Part 2 – Base Idle ONLY: Description Reset Engine Idle Labour Op. No. J000610 Time 0.6 hr Failure Code 84

Part 1 & Part 2: Description Fit PCV Oil Separator Labour Op. No. J000631 Time 0.9 hr Failure Code 84

NOTE: the time allowance for this Labour Operation No. has been increased to allow for the additional Part 2: Base Idle Procedure.


19 19

REAR WIPER INOPERATIVE TS Hatch (GROUP 12) TL011-1203

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. 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



20 20

LSD CHATTER NOISE VT, VX, WH (V8 Engines only) (GROUP 4) TL011-0401

The following information is repeated from All Dealer Letter: DL 65/00, and is repeated in this Techline only to ensure that all Dealership Service personnel are aware of the information noted. Refer to DL 65/00 for all actions. PROBLEM DESCRIPTION This letter is to advise Holden Dealerships of a corrective fix for LSD (Limited Slip Differential) final drive units that exhibit a “chatter” noise when turning. This noise may be present in some VT, VX and WH vehicles with V8 engine. LSD chatter may be heard when the vehicle is turning left or right when travelling in a forward or reverse direction, and is most pronounced when negotiating sharp bends at low speeds and parking manoeuvres where differential action is initiated. The occupants of the vehicle typically hear a noise originating from the LSD drive unit (axle). Chatter can also be experienced by the driver as a “grabbing” feel during the operation of the LSD. The chatter noise is caused by diminished sliding lubrication qualities (using the existing oil) of the LSD cone friction surfaces within the final drive unit. Holdens supplier of LSD final drive units, Spicer Axle Australia (SAA) - previously named BTRE, has assisted in the definition of the cause of LSD chatter, and provided a rectification process, described below, for application to complaint vehicles. Affected Vehicles For reference, V8 LSD final drive units with the following codes/part numbers are affected: VT: EB 92053537, EH 92053542, EM

92078300, EP 92078301, ET 92082622. VX: FA 92085123, FC 92085125, FE

92085127, FH 92085129, FF 92085136. WH: EH 92053542, FH 92085129 (Refer to SIP Service Information, Group 0A for location of final drive unit identification label). Dealership Action A rectification procedure is to be carried out to add an approved friction modifier (supplied by SAA) to improve lubrication. As the friction modifier required is not compatible with the currently fitted Viton material pinion seal, a new, high performance, Polyacrylic material pinion

seal must be fitted to prevent possible future leaks through seal degradation. Both friction modifier and new seal will be supplied in a “Field Fix Kit” supplied by SAA. On examination of a customer complaint vehicle, and confirming LSD Chatter is evident – fill out all requested details on a photocopy of the SAA Rear Axle Assembly Diagnosis & Changeover Request Form (Attached to DL 65/00) and fax to SAA on Fax Number: (02) 9754 9310. On receipt of a fully completed SAA Rear Axle Assembly Diagnosis & Changeover Request Form, SAA will contact your Dealership by telephone to confirm acceptance of the request, advise that a “Field Fix Kit” is being sent by courier to your dealership, and the approximate delivery date/time. If diagnosis to confirm LSD chatter noise has not been carried out, a simple Diagnosis Procedure, provided below, must be carried out to confirm the noise cause, and ensure that the rectification procedure will correct the complaint. If any complaint vehicle is presented which carries a filler plug I.D. tag containing the words “FIELD FIX” or “& FRICTION MODIFIER” – the procedure has already been carried out to the unit and it must NOT have the procedure carried out again. In a case such as this, a fully completed SAA Rear Axle Assembly Diagnosis & Changeover Request Form should be faxed to SAA to request a replacement final drive unit. Parts Information To carry out the rectification procedure – the following parts are required: “Mobilube SHC ID” oil. Quantity: 1.5 litres – Dealership to procure. A Field Fix Kit - Supplied by SAA, which contains the following items: 1. One new Polyacrylic pinion seal. 2. One bottle (100 ml) of friction modifier. 3. A replacement I.D. tag. 4. An extract from the VX and VT SIP Service

Information, referring to seal replacement. (Also applies to WH. Copies are included as Attachments to DL 65/00).

5. The Material Safety Data Sheet for the friction modifier.

6. The diagnostic and rectification procedures detailed below.

Diagnosis Procedure to define LSD Chatter (if previously not able to confirm):


21 21

LSD chatter can be temperature dependent, so, prior to the following diagnosis, customer help should be sought to determine if the chatter occurs when the final drive is hot or cold, so the vehicle can be tested for confirmation in the same temperature range. Find a driving area large enough to allow the vehicle to be operated, in a safe manner, at near full lock, up to a speed of 20km/h in both forward and reverse direction. The driving surface of the area should be in good condition i.e.: free from dips, loose gravel, etc. Apply foot brake and place the vehicle on full left lock - without activating the power steering pump pressure relief valve. For A/T equipped vehicles, select “D”; for M/T equipped vehicles - select 1st gear. Release the foot brake and allow the vehicle to slowly roll forward/release the clutch. Increase the speed of the vehicle gradually up to 20km/h approx.. Listen for an audible rumble sound emanating from the final drive unit, as the vehicle starts to roll forward, this noise may change frequency to a chatter as the vehicle speed increases. When the vehicle reaches 20km/h put the A/T selector or M/T gear lever into neutral and allow the vehicle to coast down to a stop. LSD chatter, if present, will be noticed as the vehicle rolls to a stop. Other sources of driveline noise such as clutch shudder are isolated when using this method. Repeat the above procedure for full left lock in reverse, full right lock forward and full right lock in reverse. When chatter noise is confirmed: Fill out all requested details on a photocopy of the SAA Rear Axle Assembly Diagnosis & Changeover Request Form and fax to SAA on Fax Number: (02) 9754 9310. SAA will contact your Dealership by telephone to confirm acceptance of the request, advise that a “Field Fix Kit” is being sent by courier to your dealership, and the approximate delivery date/time. Rectification Procedure On receipt of a Field Fix Kit from SAA:

1. Remove the final drive unit drain plug and drain the oil from the final drive unit.

2. Change the pinion oil seal as per the instructions provided. CAUTION: The pinion shaft, pinion flange and pinion nut MUST be marked prior to removal, and realigned to these marks on re-assembly, as per Step 3 & Figure 4B-1, in each of the instructions provided, and as shown in SIP. It is recommended that Loctite 243 Nut Lock be used on re-assembly of pinion nut to pinion.

3. Reinstall the drain plug. 4. Remove the filler plug and add 1.5 litres of

“Mobilube SHC ID” oil. NOTE: this is the only oil validated through exhaustive testing, as compatible with the friction modifier required in this procedure – do NOT use any other oil.

5. Add the contents of bottle of friction modifier to the axle unit via the filler plug hole.

6. Fit the supplied I.D. tag to the filler plug and reinstall the filler plug.

7. Road test to confirm complaint is corrected. NOTE: The friction modifier requires a run-in to become effective. The friction modifier should reduce chatter severity significantly within a few kilometers of driving. Some vehicles may require at least 100 km of driving for the friction modifier to have maximum effect.

Warranty Claim Information Use the following information to claim for the above rectification procedure: Labour Operation No.: F000171 Description: Fit V8 LSD Chatter Fix Kit Time: 0.7 Hour Add For Dual Exhaust: 0.5 Hour Trouble Code: 41 SAA “Rear Axle Assembly Diagnosis & Changeover Request Form” A new copy of the SAA (previously BTRE) Rear Axle Assembly Diagnosis & Changeover Request Form is attached to DL 65/00 for use in requesting the Fix kit mentioned above. The form is also provided for future changeover final drive unit requests. Please retain a copy of this form in your files. The new form will be included in future SIP releases.


22 22

FUEL TANK/CAP REPLACEMENT REQUIREMENT TR (GROUP 8) TL011-0804

SERVICE REQUIREMENT Whenever a fuel tank is replaced on a TR Astra - the fuel tank filler cap should also be replaced with a revised design filler cap, as noted below in Parts Information. PARTS INFORMATION

Part No.: Description: Qty 92088959 Cap, Fuel Filler 1

To identify early and later filler caps fitted to vehicles – the following sketches are provided. Early Filler Cap

Do NOT re-fit when replacing a fuel tank

Later Filler Cap Fit when replacing fuel tank.


23 23

COOLING FAN FUSIBLE LINK HOLDER – REMOVAL OF ASSEMBLY TAPE VT VX WH (GROUP 12) TL011-1208

PROBLEM DESCRIPTION Assembly aid tape may be left on the cooling fan fusible link holder cover. As well as obscuring

the wording on the cover, the tape looks unsightly after a period of time. The location of the tape is shown in Figure 1 below. SERVICE RECTIFICATION Remove tape. Also ensure that the cover is secure.

Figure 1.


24 24

KNOCK NOISE FROM EXHAUST ON COLD START JR, JS (GROUP 8) TL011-0802

This Service Techline supersedes the previous Techlines on this topic (Issue 1, February, 1999 page 5, and Issue 10, November, 2000, page 23) by correcting the model/engine usage details. These previous Techlines should be destroyed. PROBLEM DESCRIPTION NOTE: The condition described below only affects: JR vehicles with C20SEL engine; JS vehicles with C20SEL engine up to breakpoint Y7054589 as noted in PartFinder. Customers may complain of a metallic knocking noise after engine is started from cold. Noise can be misdiagnosed easily as being an engine internal or drive belt related noise. Actual noise cause is a rattle noise from internal baffles in the intermediate silencer, which stops when the exhaust system reaches operating temperature. PRODUCTION RECTIFICATION The silencer has been revised internally from late 1998. Silencers are identified by date code of 99/04 or later (99/04 = April, 1999), - stamped on the identification/part number plate on the lower surface of the silencer body. No vehicle breakpoint was set for this change. SERVICE RECTIFICATION Fit a new Silencer – Intermediate & Centre Pipe. As part numbers and breakpoint information may be revised, always refer to current PartFinder information. Order the new part from HSPO - all parts at HSPO are of the latest specification. PARTS INFORMATION

Part No.: Description: Qty: 90500030 Silencer – Intermediate

& Centre Pipe 1

WARRANTY CLAIM INFORMATION: Use existing information in Labour Time Manual on SIP CD.

TECH 2 COMMUNICATION SB with C14NZ Engine (GROUP 6C) TL011-6C01

Previously there were some Tech 2 communication difficulties with early ’96 SB, C14NZ engine vehicles. To communicate with the engine ECU, Tech 1 and the mass storage cartridge from the Zone office was required. As from TIS 2000, CD 12b, the Tech 2 software version 9.400 is able to communicate with the engine ECU in these vehicles. PLEASE NOTE: This Tech 2 software is unable to communicate with 96 Model Year GSI X16XE vehicles. These vehicles will still require the Tech 1 mass storage cartridge available from individual Zone offices.

Documents

Holden VT 2000 Service Techlines