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[Web Creator] [LMSOFT]
VL Commodore Electrical Issues
Phoenix Mechanical
Soaring

Tail lamps - Many tail lamps suffer from a bad electrical earth connection, which results in erratic globe operation. E.g.; indicators coming on with the brakes, brakes going off during indicating etc. This problem can be rectified by soldering in a fresh earth to the tail lamp wiring loom. Other problems also arise due to corroded or rusted globe holder terminals. Cleaning these terminals with some sand paper or steel wool can help, or second hand holders may be needed.

Indicator stalk - Commodore indicator stalks are a common downfall. The high beam circuit is activated through the indicator stalk, which has a habit of failing. The main part of the stalk is flimsy cast metal which is crimped over a steel plate to hold the high/low switch in place. Because of continuous indicator use, the steel plate often breaks away from the cast, and this can result in no low beam lights, although high beam and parkers will still operate.

Distributor 6cyld - The 6cyld VL distributor contains a crank angle sensor which is responsible for the ignition signal, and sends references to the ECU for injector timing. There are 2 inherent problems with the crank angle sensor. The first is the wiring connecter from the engine wiring harness, which has a rubber insulating boot over it to prevent moisture from entering the connecter. The rubber boot perishes and allows moisture to enter the connecter and cause contact problems, which can prevent the engine from starting. The second problem is crank angle sensor failure which also prevents engine starting. The distributor also has an ignition module bolted to the front edge, which can fail generally or through excessive heat.

Oil sender unit - The oil sender unit is responsible for a variable earth signal to the oil light, to warn of low oil pressure. The oil sender unit is bolted into an oil gallery on the right side of the engine block, and receives full engine oil pressure. Over time, the switch unit can separate and leak oil, and under full oil pressure they leak severely.

Air mass meter - The air mass meter uses a hot wire (like a light globe element) to register the amount of air entering the engine intake. Backfiring can damage this hotwire and prevent the engine from starting. The internal electrical components of the air flow meter can fail, which also prevents the engine from starting. The air mass meter also has an adjuster to alter the air/fuel ratio. This adjuster is preset from the factory and should not be altered. If this adjuster has been tampered with it should be specifically adjusted back to factory specs to ensure correct mixtures.

ECU - The Engine Control Unit governs the majority of the engine electrical operation, and is subject to failure like any electrical component. Onboard diagnostic procedures allow testing of the ECU and engine components to help with fault diagnosis. Care should be taken with any vehicle that has an ECU, as voltage spikes or electrical failures can cause irreversible damage. Jump starting is a common cause of damage, and should only be performed with quality surge protected leads.

Temperature sender unit - The temperature sender unit provides the ECU with a varying voltage, which is used to calculate fuel delivery depending on engine temperature. If the sender unit fails, and the wrong voltage is sent to the ECU, the ECU fuel delivery calculations will be incorrect, and this can lead to excessive fuel consumption.

Oxygen sensor - The Oxygen (O2) sensor is an exhaust probe that measures the amount of unburnt fuel in the exhaust gases. The ECU uses this sensor to trim fuel delivery and maximize efficiency. O2 sensors are a common item to fail and can cause erratic engine idle and performance.

Starter motor - Noisy starter motor engagement is usually the first sign of starter motor failure, and as VL's age, starter motor noise is becoming more appartent.

Oil gauge - Commodores with an oil pressure gauge require a different sender unit than those with only a light. If the wrong sender unit is used, the oil gauge will show maximum pressure with the ignition on, and without the engine running.

Fuse rail - Plastic fuse rails can melt from excessive current draw. Headlamp fuses (#2 high beam and #3 low beam) and heater fan fuse (#5) are common because of their inherent current draw. Fuse rails can be replaced, but it is advisable to look beyond the visible damage and install relays where required to reduce the current draw through the fuse rail.

Calais eyelid operation - The pop-up headlight covers on VL Calais are mechanically operated by a central motor. The motor is powered by a relay, which is triggered by the headlight switch. The relay can be faulty and is a good place to check first. The mechanisms of the headlight lids can become seized, and will prevent the lids from lifting, or even break some mounting points. Another problem that I have found, is the wires going into the motor become dry at the soldering joint, and wires can either fall off, or not be contacting at all! If the eyelids don't sit correctly or evenly, they can be adjusted.

6cyld Fuel pumps - The internal primer fuel pump and the external high pressure pump both require adequate fuel for lubrication. Continuously running with very little fuel or running out of fuel can damage the pumps, as there is no fuel for lubrication. If the pumps are run without fuel, the heat generated can seize the pumps and no fuel will be delivered to the injection system. The EFI (Electronic Fuel Injection) system requires approximately 30-40 PSI to operate effectively.