Parts for your 2009 Holden Commodore-Thrust bearing

2009 Holden Commodore thrust-bearing — what it is, where it’s used, and how to look after it

Referencing the Holden VE Commodore Service Manual (Clutch – Manual Transmission), GM Global EPC, the Tremec TR‑6060 Service Manual (V8 manual models), and the Aisin AY6 Service Guide (V6 manual models), the 2009 Holden Commodore does use a clutch thrust bearing — also called a release bearing — on manual-transmission variants. It’s integrated with the hydraulic concentric slave cylinder (CSC) inside the bellhousing. Automatic models don’t have a clutch thrust bearing because they use a torque converter instead of a manual clutch. Separately, all engines have internal crankshaft thrust washers as part of the main bearings, but those aren’t routine service items.

On a manual VE, the thrust bearing’s job is simple but critical: it presses on the diaphragm fingers of the pressure plate when the clutch pedal’s pushed, cleanly disengaging drive so gear changes are smooth and quiet. Because it’s built into the CSC, it runs with the same DOT 4 hydraulic fluid used in the clutch circuit, and it lives a hard life in a hot, dusty bellhousing.

Owners and workshops typically treat the thrust bearing as a “while you’re in there” replacement during a clutch job. That’s smart practice on a 2009 Commodore because gearbox removal is needed to access the CSC/bearing assembly. If the clutch is out, fitting a new CSC/release bearing alongside the disc and pressure plate avoids paying labour twice.

• Common signs it’s on the way out: chirping or squealing that changes with clutch pedal position, a rough “gravelly” feel through the pedal, weeping hydraulic fluid from the bellhousing, or difficulty selecting gears with the pedal down.
• Good servicing habits: keep the clutch hydraulic fluid fresh and clean (DOT 4 as specified), fix any pedal feel changes early, and check for leaks at the bellhousing and lines. Contamination or low fluid can cook the CSC and the bearing.
• Replacement tips: use quality parts that suit your specific gearbox (Aisin AY6 for most V6 manuals, Tremec TR‑6060 for V8 manuals). Always align the clutch properly, torque fasteners to spec, and bleed the hydraulic system thoroughly after refit.

Driven reasonably, a thrust bearing can last the distance of a clutch — often well past 150,000 km — but stop‑start traffic, riding the pedal, and heat will shorten its life. If the gearbox is coming out for any reason on a manual 2009 Commodore, renewing the CSC/release bearing is cheap insurance.

FAQs

Which 2009 Commodore models actually have a thrust bearing?
Any VE-series 2009 Commodore with a manual gearbox (Aisin AY6 V6 or Tremec TR‑6060 V8) has a hydraulic concentric slave cylinder with an integrated thrust/release bearing. Automatic variants don’t use one because they run a torque converter in place of a manual clutch.

What noises point to a failing thrust bearing?
Listen for a chirp, squeal, or rumble that changes with pedal movement — often quiet when the pedal is up, then noisy with light pedal pressure, or the reverse. A notchy pedal feel or fluid weep from the bellhousing are also red flags that the CSC/bearing is unhappy.

Is the VE thrust bearing separate or part of the slave cylinder?
On 2009 VE manuals it’s part of the concentric slave cylinder assembly. That means replacement involves removing the gearbox and fitting a new CSC unit, then bleeding the clutch hydraulics. Most workshops pair it with a new clutch kit to avoid double labour.