Holden Caprice: common faults & what to check

Which Holden Caprice are you looking at?

3 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Engine not documented

3 variants documented

1990–2000VS1990–2000VSEngine not documented for this generationEngine not documentedDocumented issues1 knownSee faults & what to checkPhoto: OSX via Wikimedia Commons, Public domain.

2000–2006WH2000–2006WHEngine not documented for this generationEngine not documentedDocumented issues4 knownSee faults & what to checkPhoto: OSX via Wikimedia Commons, Public domain.

2006–2017WM2006–2017WMEngine not documented for this generationEngine not documentedDocumented issues2 knownSee faults & what to checkPhoto: OSX via Wikimedia Commons, Public domain.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Holden Caprice

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

The checks worth doing on a Holden Caprice before you hand over any money. Every documented fault is listed below, each with its own page.

• Serious issue

  Check for oil leaks around valve covers, sump and gaskets.

  See why

  L76 AFM Hydraulic Lifter Collapse

  The L76 6.0L V8 fitted to WL Statesman and Caprice uses Active Fuel Management (AFM/DoD), which relies on hollow hydraulic lifters to deactivate cylinders 1, 4, 6 and 7 under light load. These lifters are prone to hydraulic collapse, typically between 80,000 and 140,000 km. When a lifter fails catastrophically it sheds metal fragments that circulate through the oiling system, contaminating rod and main bearings, scoring cam lobes and cylinder walls. Engines that have ingested debris almost always require a full bottom-end rebuild or engine replacement in addition to the AFM delete. The definitive repair is a preventive or reactive AFM delete: solid replacement lifters, a non-AFM camshaft, a block-off plate over the AFM valley solenoids, and an ECU retune to remove cylinder-deactivation logic. Engines with no evidence of prior debris contamination can be deleted without a rebuild; those with metal in the sump invariably cannot.

  What you would notice

  • Evidence of engine wear or deterioration
  • Warning light or abnormal behaviour noted during operation

  Typically $5,950–$11,900 to put right.

• Serious issue

  During test drive at highway speed, confirm smooth and positive 3-4 upshift.

  See why

  4L60E Automatic 3-4 Clutch Pack Failure

  The 4L60E four-speed automatic transmission used in WH, WK, and WL Statesman is prone to 3-4 clutch pack wear and failure. The 3-4 clutch pack engages third and fourth gear; when worn, the transmission slips between these gears or drops out of fourth entirely under load. Overheating from sustained highway driving or occasional towing accelerates failure. A full rebuild or replacement transmission is typically required.

  What you would notice

  • Slipping or flaring when shifting from 3rd to 4th gear at highway speeds
  • Transmission dropping out of 4th gear under moderate throttle
  • Delayed or harsh engagement from rest when cold
  • Burnt transmission fluid odour
  • Transmission fault codes P0732 or P0733

  Typically $2,500–$5,000 to put right.

• Costly issue

  Check rear ride height visually — should sit level or near-level with the front.

  See why

  Rear Air Suspension Compressor and Air Bag Failure

  WK and WL Statesman models fitted with optional rear self-levelling air suspension suffer from rubber air bag perishing and compressor motor burnout. The rubber bags crack at fold lines with age, causing the rear to sag. When the compressor runs continuously to compensate, the motor overheats and fails. Replacement is available but the proprietary system involves significant workshop time, and many owners convert to coilover springs.

  What you would notice

  • Rear of vehicle sitting visibly lower than the front
  • Vehicle rising slowly after start then sagging again within minutes
  • Air compressor motor running audibly and continuously from boot or underfloor
  • Rear suspension bottoming out over bumps
  • Ride height or suspension warning light on instrument cluster

  Typically $1,200–$3,000 to put right.

• Costly issue

  Cold-start the engine and watch exhaust for blue smoke.

  See why

  LS1 5.7L V8 Valve Stem Seal Oil Consumption

  The LS1 5.7L V8 fitted to WH, WK, and WL Statesman suffers from hardening valve stem seals with age. Hardened seals fail to contain oil at the valve stem, allowing oil to be drawn into the combustion chamber, particularly on overrun. Oil consumption is progressive and can exceed 1L per 1000km on high-mileage examples. Replacement requires the engine to be in-situ with valve springs compressed individually.

  What you would notice

  • Blue-grey smoke from exhaust on overrun after sustained highway driving
  • Blue smoke on cold start that clears after warm-up
  • Oil consumption above 500ml per 1000km
  • Fouled spark plugs with oil deposits on inspection
  • Oil smell from exhaust at operating temperature

  Typically $800–$2,000 to put right.

• Costly issue

  Inspect coolant colour and level.

  See why

  Plastic Radiator End-Tank Failure and Coolant Loss

  The WH and WK Statesman and Caprice radiators use aluminium core construction with crimped plastic end tanks. The plastic tanks are subject to long-term thermal cycling stress and become brittle with age, developing cracks at the crimp seams particularly at the lower tank. Failure results in rapid coolant loss and, if not caught immediately, engine overheating. The L76 6.0L in the WL is particularly intolerant of overheating due to its aluminium block and heads. Inspection of the tank-to-core crimp joint for weeping, staining, or visible cracking is recommended on any example over 130,000 km. Replacement with an all-aluminium radiator is preferred over OEM-specification plastic-tank units.

  What you would notice

  • Engine overheating under load
  • Coolant loss or steam from engine bay

  Typically $840–$1,680 to put right.

Holden Caprice service schedule

What falls due, and at what distance, for each generation of the Holden Caprice. These are the model’s intervals — the car’s own service book is the only thing that can tell you what has actually been done to it.

Other Holden models