Holden Calais Engine Problems

Fault code P0014 is, indeed, a problem with the engine’s camshaft timing. It’s also a very common one on these late-model V6 Holdens. Your engine doesn’t have a timing belt, instead using a timing chain which, theoretically, should be good for the life of the car. Unfortunately, in this V6 engine, the timing chain was under-engineered and many owners have found out the hard way that the timing chain needs replacement at relatively low mileages.

The fault code shows up when the car’s computer can’t make sense of the relationship between the engine’s crankshaft and camshafts. That’s because when the timing chain stretches, that relationship varies and the engine’s valves are no longer opening and closing precisely when they should. At that point, the computer throws its hands in the air and triggers the fault code and check-engine light.

The only real fix is to replace the timing chains. The cost will vary depending on what else needs to be done and who carries out the work, but even at its cheapest, this job could easily run into the $2000 to $3000 region. Industry wisdom also suggests that you also replace the timing chain guide and oil pump at the same time.

The bad news, Andrea, is that your car is probably worth between $8000 and $11,000 and maybe even less as a trade-in. Certainly that figure will be less if you don’t fix the engine problem, so that’s your starting point for working out the mathematics of your situation.

The one thing you haven’t told me is whether the car is a V8 or a six-cylinder car. If it’s a V8, I reckon you’d be spot on the money with a lifter, rocker or valve-spring problem as these engines were notorious for these components wearing out in roughly the mileage you’ve noted (sometimes less). The good news is that it’s not a terribly involved or costly (relatively) fix.

If, however, the car is a V6, then you might be in a bit deeper. These engines were even more notorious for stretching their timing chains and that can lead to all sorts of engine noises as well as a check-engine light illuminating on the dashboard. This is a bigger, more expensive fix, too, and since a V6 Calais will be worth less in the first place, it might be better to simply replace the whole engine. There’s also the very strong possibility that the cost of repairs will simply not stack up against the value of the car.

I think there’s a bit of confusion sneaking in here. Your Calais doesn’t have a timing belt, its engine is fitted with a timing chain instead. However, if it’s a V6 engine, then there’s every chance the timing chain does need to be replaced.

This seems counter to conventional wisdom where a timing chain should last the entire life of the car. But in the case of the particular V6 we’re talking about, the chain was definitely a weak point and lots of Calais and Commodores have needed replacement chains. That was particularly true if the engine received less routine maintenance than the handbook stipulated.

The first sign can be a rattle when the engine is started; sometimes you’ll get a check-engine light on the dashboard because the chain has stretched sufficiently to allow the camshafts and the crankshaft to become out of phase with each other. Either way, it’s new-chain time and you can expect to pay something like $2000 to have the job done, possibly more.

Most workshops will be able to carry out this work and, when it comes to finding a local garage, word of mouth from friends and family is usually a good way to proceed.

There were two engines in the 2012 VE Calais Series 2. One was a 3.6-litre V6 Alloytec SIDI, the other a 6.0-litre Gen IV L76 V8.

If you want the V8 then you should have it. The economy will be good enough on highway work but remember it will suck fuel down on short trips or if you uncork the performance away from the traffic lights.

Years ago when you owned your Torana it was considered something of a performance car, as the Clubsport, SSV and Calais are today, but there are many other ways of getting your driving thrills today without having to go for a V8. Some of the hot hatches now available would give you all the thrills, and more, than the big-bangers of old. Take a test drive in a VW Golf GTi or one of the fast Ford Focuses and I'm sure you'd rethink your choice. All the cars you mention, the Clubsport, SSV and Calais are good cars with plenty of grunt, the V8 sound, and the comfort of a big car. For mine though I'd be going for a hot hatch.

I'm not aware that Holden has said there is a fault with the engine that causes the high oil consumption; the reaction from dealers is usually the one you got, i.e., to monitor it. Ask the dealer to monitor it themselves and if their results show high oil consumption it's much easier for you to request remedial action. I don't believe there is any difference with the VF.

It could well be a valve lifter that's draining while the car is standing and the engine not running. It might be a case of establishing which lifter is at fault and replacing it, but you need an experienced mechanic to listen to it to determine where it is coming from. If it only happens when the engine is started from cold it might be necessary to leave the car with the dealer overnight.

They do have problems; you are not alone. But you shouldn't be left with the problems, as you have reported the issues and they are being dealt with. I would keep the pressure up on the dealer and Holden to ensure they don't drop the ball.

The oil is probably coming from the rear main oil seal on the crankshaft. It's relatively common and shouldn't be of great concern providing it's not a large pool of oil. Check the engine oil level regularly and if you see it dropping rather quickly have a mechanic check the leak. There are anti-rattle washers in the brakes and they are sometimes lost or not replaced when the brakes are serviced, so have a brake specialist check them for you.