Fu Manchu
We’ll get together. Have a few laughs.
- Joined
- Mar 18, 2006
- Messages
- 17,973
- Reaction score
- 22,703
- Points
- 113
- Location
- WA.
- Members Ride
- VZ Crewman, VZ Cross 8, & ya mum.
*An important edit:
Since writing this, the thread has become focused on HVAC faults and become a pinned thread. Now because no one ever reads things properly or ignores all the info at the start and posts a question about what was already posted and answered at the start, I’m putting this in here, at the start so people get the chance to ignore this information as well and post the question about what is outlined in this thread. You’re welcome.
Read this: https://forums.justcommodores.com.au/threads/hvac-actuator-issues-with-details.303594/
…Now back to the thread most will skim through and ignore, then post a question about what is already answered in the info below. Well done.
Found this on Carsales.
Thought it might be interesting for some.
Also sometimes stuff like this is deleted and lost so handy info to save for prosperity.
Source:
https://www.carsales.com.au/editorial/details/ve-under-the-skin-keeping-its-cool-1341/
VE under the skin: keeping its cool
Holden has built a VE Commodore for all climes -- from the Sahara to the Arctic Circle
*** My edit *** note the under seat ducts. I don't think any Aussie cars have these. This is not a Statesman HVAC system with the facia fitted to the the setup. These ports are there, but blanked off.
Interesting none the less.
The new VE Commodore gave Holden engineers the opportunity to start again with the Commodore's underbonnet cooling and air-conditioning hardware and the cabin's heating, ventilation and air-conditioning system (HVAC) it supports.
Holden compares the interior packaging of VE HVAC components to a Swiss watch after they played a key role in freeing-up space. Underbonnet advances have not only boosted cooling but reduced weight, improved efficiency and slashed heater warm-up times.
After becoming the leader in the GM world with its pioneering high temperature work in the Middle East, Holden has consolidated this achievement (via intensive development in no less than eight different climatic tunnels in Australia, North America and Japan) to include extreme cold. Unlike previous Holden validation programs which wre limited to -5 degrees C, the VE meets GM's global standard of -20.
The program has already included a 6000km climate control validation trip in the USA that covered the full range of North American climate extremes. Two extended desert proving ground tests at GM proving ground at Mesa, Arizona involved sustained cruising at 250km/h under extreme (high) temperatures.
The improvements in the VE include:
Cooling System
• Holden has switched from the traditional Commodore cross-flow radiator to down flow. The top and bottom radiator tanks now match the full width of the radiator and are no longer restricted to radiator height as previously. The transmission cooler in the bottom tank grows from the VZ's 290mm to 450mm for a huge lift in cooling capacity.
• A new power steering cooler is installed in the bottom row of the air-conditioning condenser for a similar boost in cooling capacity and a 20 per cent reduction in fluid temperatures during power-steering abuse testing.
• The V6 models have a 24mm radiator core while the V8 is boosted to 40mm.
• Twin puller fans with new blade designs provide 70 per cent coverage of the radiator core compared to 55 per cent for the VZ. These new fans exploit new airflow distribution based on computational fluid dynamics that optimize a path into the engine bay then under.
• Radiator cooling fans for the V6 models now have three speeds. Although the V8 continues with two speeds, the fan design is all new.
• A new radiator cap design with two O-ring seals separates the sealing function from the pressure relief valve so that sealing is not disturbed when the pressure relief valve opens and shuts.
• The new Condenser Radiator Fan Module (radiator, condenser and fans) is supplied by Behr, South Africa, a manufacturer which also supplies BMW.
• Coolant is a new premium long life specification. A large and easily accessed radiator drain plug allows fast draining and capture of the coolant without contamination during repairs for re-use and environmental safety.
• The standard cooling system does not require any upgrades for the 2100kg tow pack, highlighting the big margin for everyday usage.
Air-conditioning
• An all-new air-conditioning condenser features an integrated receiver-drier that forms one of the vertical ends of the condenser. A novel radiator tilt function allows access to the internals of this fixed receiver-drier for easy periodic replacement. Previous systems rely on a separate throwaway part hanging-off fragile plumbing that can fatigue and leak. This breakthrough along with other efficiencies cut the amount of refrigerant charge by 27 per cent compared to VZ with environmental and cost benefits.
• A new light weight air-conditioning compressor features clutchless operation usually only seen on European luxury cars. Unlike a clutch-type which is on or off, this latest compressor design has seamless operation with infinitely variable displacement. It can ramp up or down tailoring the exact refrigerant flow for conditions thus requiring 10-30 per cent less fuel at lower temperatures. Holden claims these are real world fuel savings which won't show up in current fuel consumption standards when they do not factor in air-conditioner usage.
• Cabin controls now activate electric HVAC operation to change modes compared to vacuum servos in the VZ. These are quieter and more reliable.
• A straight airflow path from the evaporator reduces noise, increases airflow and delivers more effective dual zone performance where fitted.
• Owners can now specify a dealer-fit pollen filter.
Heating/Ducting
• New Alloytec V6 engines reduced warm-up times significantly in VZ. The latest VE heater core design improves warm-up rate by a further 15-20 per cent.
• The base VE Omega features nine ducts compared to five in the base VZ.
• Previous VZ centre rear vents supplied cool air only but new VE ducting can now supply warm air as well. Caprice has additional foot level vents for rear passengers.
• Face level and lower heating modes when engaged together will split into upper cooling air/lower warmer air automatically once the cabin reaches the pre-set temperature.
• Side window demist has individual ducts for the first time.
• Cold climate heating and demisting has been optimized with a 38 per cent boost in airflow while in defrost/demist mode.
• Linear fan control delivers 20 fan speeds compared to four in base VZ air-conditioning or five in VZ climate control systems.
For info relating to function problems see the following:
Replacing actuators:
https://www.autoinstruct.com.au/man...dore/replacing-air-conditioner-actuator-hvac/
Or
For replacement of the AC evaporator, complete removal of the HVAC is now no longer required, with the non factory workaround outlined here by @J_D 2.0
VE Interior Design
https://www.goauto.com.au/future-models/holden/commodore/ve/ve-the-inside-story/2006-07-19/7776.html
Edit: Valid points made here.
There should be better focus on design that compliments simpler repairs of consumable parts.
Since writing this, the thread has become focused on HVAC faults and become a pinned thread. Now because no one ever reads things properly or ignores all the info at the start and posts a question about what was already posted and answered at the start, I’m putting this in here, at the start so people get the chance to ignore this information as well and post the question about what is outlined in this thread. You’re welcome.
Read this: https://forums.justcommodores.com.au/threads/hvac-actuator-issues-with-details.303594/
…Now back to the thread most will skim through and ignore, then post a question about what is already answered in the info below. Well done.
Found this on Carsales.
Thought it might be interesting for some.
Also sometimes stuff like this is deleted and lost so handy info to save for prosperity.
Source:
https://www.carsales.com.au/editorial/details/ve-under-the-skin-keeping-its-cool-1341/
VE under the skin: keeping its cool
Holden has built a VE Commodore for all climes -- from the Sahara to the Arctic Circle
*** My edit *** note the under seat ducts. I don't think any Aussie cars have these. This is not a Statesman HVAC system with the facia fitted to the the setup. These ports are there, but blanked off.
Interesting none the less.
The new VE Commodore gave Holden engineers the opportunity to start again with the Commodore's underbonnet cooling and air-conditioning hardware and the cabin's heating, ventilation and air-conditioning system (HVAC) it supports.
Holden compares the interior packaging of VE HVAC components to a Swiss watch after they played a key role in freeing-up space. Underbonnet advances have not only boosted cooling but reduced weight, improved efficiency and slashed heater warm-up times.
After becoming the leader in the GM world with its pioneering high temperature work in the Middle East, Holden has consolidated this achievement (via intensive development in no less than eight different climatic tunnels in Australia, North America and Japan) to include extreme cold. Unlike previous Holden validation programs which wre limited to -5 degrees C, the VE meets GM's global standard of -20.
The program has already included a 6000km climate control validation trip in the USA that covered the full range of North American climate extremes. Two extended desert proving ground tests at GM proving ground at Mesa, Arizona involved sustained cruising at 250km/h under extreme (high) temperatures.
The improvements in the VE include:
Cooling System
• Holden has switched from the traditional Commodore cross-flow radiator to down flow. The top and bottom radiator tanks now match the full width of the radiator and are no longer restricted to radiator height as previously. The transmission cooler in the bottom tank grows from the VZ's 290mm to 450mm for a huge lift in cooling capacity.
• A new power steering cooler is installed in the bottom row of the air-conditioning condenser for a similar boost in cooling capacity and a 20 per cent reduction in fluid temperatures during power-steering abuse testing.
• The V6 models have a 24mm radiator core while the V8 is boosted to 40mm.
• Twin puller fans with new blade designs provide 70 per cent coverage of the radiator core compared to 55 per cent for the VZ. These new fans exploit new airflow distribution based on computational fluid dynamics that optimize a path into the engine bay then under.
• Radiator cooling fans for the V6 models now have three speeds. Although the V8 continues with two speeds, the fan design is all new.
• A new radiator cap design with two O-ring seals separates the sealing function from the pressure relief valve so that sealing is not disturbed when the pressure relief valve opens and shuts.
• The new Condenser Radiator Fan Module (radiator, condenser and fans) is supplied by Behr, South Africa, a manufacturer which also supplies BMW.
• Coolant is a new premium long life specification. A large and easily accessed radiator drain plug allows fast draining and capture of the coolant without contamination during repairs for re-use and environmental safety.
• The standard cooling system does not require any upgrades for the 2100kg tow pack, highlighting the big margin for everyday usage.
Air-conditioning
• An all-new air-conditioning condenser features an integrated receiver-drier that forms one of the vertical ends of the condenser. A novel radiator tilt function allows access to the internals of this fixed receiver-drier for easy periodic replacement. Previous systems rely on a separate throwaway part hanging-off fragile plumbing that can fatigue and leak. This breakthrough along with other efficiencies cut the amount of refrigerant charge by 27 per cent compared to VZ with environmental and cost benefits.
• A new light weight air-conditioning compressor features clutchless operation usually only seen on European luxury cars. Unlike a clutch-type which is on or off, this latest compressor design has seamless operation with infinitely variable displacement. It can ramp up or down tailoring the exact refrigerant flow for conditions thus requiring 10-30 per cent less fuel at lower temperatures. Holden claims these are real world fuel savings which won't show up in current fuel consumption standards when they do not factor in air-conditioner usage.
• Cabin controls now activate electric HVAC operation to change modes compared to vacuum servos in the VZ. These are quieter and more reliable.
• A straight airflow path from the evaporator reduces noise, increases airflow and delivers more effective dual zone performance where fitted.
• Owners can now specify a dealer-fit pollen filter.
Heating/Ducting
• New Alloytec V6 engines reduced warm-up times significantly in VZ. The latest VE heater core design improves warm-up rate by a further 15-20 per cent.
• The base VE Omega features nine ducts compared to five in the base VZ.
• Previous VZ centre rear vents supplied cool air only but new VE ducting can now supply warm air as well. Caprice has additional foot level vents for rear passengers.
• Face level and lower heating modes when engaged together will split into upper cooling air/lower warmer air automatically once the cabin reaches the pre-set temperature.
• Side window demist has individual ducts for the first time.
• Cold climate heating and demisting has been optimized with a 38 per cent boost in airflow while in defrost/demist mode.
• Linear fan control delivers 20 fan speeds compared to four in base VZ air-conditioning or five in VZ climate control systems.
For info relating to function problems see the following:
Replacing actuators:
https://www.autoinstruct.com.au/man...dore/replacing-air-conditioner-actuator-hvac/
Or
For replacement of the AC evaporator, complete removal of the HVAC is now no longer required, with the non factory workaround outlined here by @J_D 2.0
VE Interior Design
https://www.goauto.com.au/future-models/holden/commodore/ve/ve-the-inside-story/2006-07-19/7776.html
Edit: Valid points made here.
There should be better focus on design that compliments simpler repairs of consumable parts.
Last edited:
