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I've never done this on a Holden but on other , more modern cars , I change the oil with a vacuum pump/ used oil tank suction tool using a nylon tube down the dipstick. If you have one of these , and can make an airtight connection somewhere in the oil pump discharge line (like say the...

Crap thing to get at , but the oil pick up screen could be blocked.

You don't have to remove the door card, the up/down switch just clips into the door and can be easily pulled out. The green and blue wires are connected to the back of it. The problem won't be a faulty wire- if the window isn't stuck in the guide rails, it will be bad plugs/switches and dry...

Yes. And the channels go below the bottom of the window opening. Check the voltage available to the green and blue wires at that switch. The green wire powers the actuator up. GMH require that 10V be available when measured to earth at this switch to power the actuators.

The back passenger window has the longest cable runs, lowest supply voltage and generally fails first. I lube my window tracks regularly with silicon and try to exercise them often to stop them sticking. If it's stuck you can try and force it by carefully applying a solid 12V supply to the...

Interesting, there's a way around the cluster old burn out problem : https://forums.justcommodores.com.au/threads/tripin.994/page-2

The VN cluster won't work with some VS inputs like the VSS speed input. Basically GMH moved their car control systems forward a generation between VN/VP and VR/VS.

Yep. vq rat was last here in July 2014.

The V6 cylinder configuration is inherently unbalanced. The three cylinders in a row causes a primary imbalance- balancing the rotating assembly won't fix that.. The V6 wasn't used in the days before balance shafts- leave it out and the engine will want to rock end to end as each piston...

Make sure the throttle butterfly returns quickly to the stop when you take your foot off the pedal. Could be a sticking throttle cable.

The final model of the Holden Engine Company VN to VS 304, before the GMH switch to the Gen III.

If you're real lucky the build sheet will still be under the carpet: https://forums.justcommodores.com.au/threads/build-sheets-under-carpet.45135/

The poster was last here in 2015. I'm pretty sure my VQ sender/pump unit is mounted on the side of the tank.

Have a look at this: https://www.motorbookworld.com.au/product/commodore-vp-vq-vol6-calais-statesman-electrical-repair-manual/

The VSS feeds a signal to the speedo and trip computer. The computer needs that to calculate distance- that's why the fuel consumption readings have stopped- unless the trip computer LCD's have also coincidentally failed as well. Check fuse 12 in the dashboard fuse panel is OK. Make sure your...

Time for an exhaust decat?

My GMH recommended A/C belt wouldn't fit. I replaced it with a Gates 13A0850. If I replace it again I'd look for a belt in the Gates Fleetrunner series. The amount of 134 A used to recharge my system was on a sticker on the filter/dryer/accumulator just after the conversion. Unfortunately I've...

Thanks. My car A/C was rebuilt to run on 134 A in the late 1990's, but it was never as cold as it was on the original R12- that rebuild included a new compressor and condense but not evaporator. When the evaporator started leaking I had it regassed each year. There were slight leaks in the...

Aftermarket is easier, you don't have to pull the dashboard apart and integrate the system components. For a VP/VQ I had no problems finding a condenser, compressors were available but limited to Sandon (which I wanted anyway) but evaporators are unobtainable- even when I found them in on line...

No worries, installing an original factory airconditioner in an old car would be one of the most difficult jobs possible . The early Commodores had no cabin air filter and a horizontal evaporator- this forms a natural litter trap which turns into a compost heap when wetted by the...

You will need a compressor, compressor HP and LP switches, evaporator, orifice tube or TX valve, accumulator and condenser with a HP switch, electrical condenser fan, new liquid and suction lines,accumulator/drier plus the control system in the cabin. I'd make sure I could source all the parts...

My VQII came from the factory equipped with an R12 A/C system in 1993. You have the bracket- what other AC system parts do you have? Many parts are unobtainable- I had to make a VQ evaporator out of a VS unit by modifying the flanges and hoping it would work with the VP/VQ orifice tube...

What engine?

Sorry I misunderstood. The cruise control module gets its signal directly from the trip computer. From memory the VSS signals into the trip computer and the signals out are very different between the VN/VP and VR/VS, but I might be wrong. I have swapped over CC modules with very different part...

Ok, you know the VR/VS cluster is a generation later than the VN/VP even though they look the same. There's a heap of electronic stuff in that switch but the chances are if the plugs are the same then good old GMH used the same switch for both series. Are there any part numbers on the...

The cruise control gets it's speed signal through the cluster- I don't believe the VN/VP speed signal from the cluster is the same as the VR/VS.

Probably not a volts jump but over advance of spark timing or over lean mixture. If these lead to heavy detonation under load piston life is measured in seconds.

You won't see any sign of heat damage or arcing for most VN/VP electrical faults the days. The most common faults are dry solder joints and corroded contacts- both due to age. For starters I break, clean and remake every connector and earth associated with the heater high speed operation. If...

Fusible link FY OK ?

No trick as far as I know. I had to replace an engine compartment relay recently and it was pretty stuck after 30 years unmoved.

In Melbourne I use Viponds Tautflex for plastic and vinyl parts- they will colour match at their factory in Tullamarine. For most parts I find the paint is best applied with a sponge- to preserve the plastic's rippled surface effect.

Yep, in particular the hose that connects the fuel return line to the swirl pot might have come off , leaving the swirl pot empty when the tank is low.

The anti theft systems in my VQ II Stato's BCM disable engine operation while they are armed or triggered. If you use a Stato II ECU you should have a BCM to enable the ECU to start the engine . I agree with your idea of fitting a 5 litre ECU from a Holden model that doesn't have a BCM fitted.

Check your timing. Cylinders in the LH bank looking from the front are 1,3,5,7 and the RH bank are 2,4,6 and 8. Firing order is 1,2,7,8,4,5,6 and3.

Ok. Obviously there's the problem. I don't own a V6 but I'd start by checking the security system next.

Are you getting a spark?

Both my original GMH keys I got with the car eventually failed. I'm sure they were never designed to last 30 years. Pots were adjusted over the years but eventually the keys totally failed- I tried resoldering circuit board joints ( dry joints are a huge problem now with the VQ's electronics)...

OK. The frequency is right and the original key used for programming works. May be a new key learning issue. See what others say.

Did you adjust the pot before you programmed the new key? I had an old key like the one on the left that programmed two new keys no problems. delcowizzid used to be the forum expert on these things if he's still around.

Gregory's have pretty much the same procedure as the GMH factory manual.They say adjust the handbrake shoes to an OD of 159.3 to 159.7 mm then refit the discs. I'll guess I'll find out what's correct when I have to replace the handbrake shoes- but that may not be for another 20-30 years.