Parts for your 2010 Holden Commodore-Thrust bearing

2010 Holden Commodore Thrust Bearing

Based on technical sources, a thrust bearing is used on manual variants of the 2010 Holden Commodore. The Holden VE Commodore Service Manual describes a concentric slave cylinder (CSC) with an integral clutch release (thrust) bearing for the Aisin AY6 (V6) and Tremec TR-6060 (V8) manuals. Major clutch suppliers’ catalogues for VE models, including Exedy and Sachs, list kits that include the release/thrust bearing. GM/ACDelco parts listings for VE manual transmissions likewise show the CSC with integrated bearing as a service item. Automatic VE models do not have a separate, user-serviceable thrust bearing in the driveline, although the engine’s crankshaft does use internal thrust bearings within the main bearing set.

On a 2010 Holden Commodore with a manual gearbox, the thrust bearing’s job is simple but critical: it transfers the driver’s pedal effort via the hydraulic CSC to smoothly disengage the clutch. Because the VE uses a concentric slave cylinder, the release (thrust) bearing sits around the input shaft inside the bellhousing, pushing directly on the clutch diaphragm for smooth shifts and a lighter pedal feel.

There’s no fixed service interval for the thrust bearing, but smart servicing practice keeps it sweet for the long haul. Fluid quality matters—old, moisture-laden brake/clutch fluid can corrode the CSC and shorten bearing life. A periodic clutch fluid flush with quality DOT 4 helps. When the clutch is out for any reason (slip, shudder, or a flywheel resurface), replacing the CSC/release bearing at the same time is strongly recommended. It saves a second gearbox removal and avoids dramas down the track.

• Typical symptoms of a tired thrust bearing include: a chirp or rumble with the pedal depressed, notchy engagement, or a change in pedal feel.
• Best practice during clutch jobs: replace the clutch kit and CSC together, inspect or replace the pilot bearing, check the rear main seal, and bleed the system thoroughly.
• Driving tips that help: avoid riding the clutch at the lights, give the pedal a clean full press for gear changes, and be mindful when towing or driving spiritedly.

Replacement requires removal of the transmission. Correct alignment of the clutch, inspection of the guide tube, and a careful bleed (following Holden/GM procedure for VE hydraulics) keep pedal feel consistent and engagement crisp. Done right with quality parts matched to the specific gearbox (AY6 or TR-6060), the Commodore’s thrust bearing will deliver quiet, reliable service for many kilometres.

Popular questions about the 2010 Holden Commodore thrust bearing

Is the thrust bearing the same thing as a throwout bearing on a VE?
Yes. On VE manual models the release or “throwout” bearing is integrated with the concentric slave cylinder, and it’s commonly called a thrust bearing. Different names, same function—disengaging the clutch smoothly when the pedal is pressed.

When should the thrust bearing be replaced?
It’s typically replaced when the clutch is serviced, or if there are clear symptoms like noise when the pedal is depressed or a rough, notchy feel. Because the gearbox must come out, it’s cost-effective to fit a new CSC/release bearing whenever a new clutch goes in.

Do automatics have a thrust bearing to service?
Not as a separate service item. Automatic VE Commodores use a torque converter and internal transmission components. While the engine has internal crankshaft thrust bearings, these aren’t part of routine servicing and aren’t related to clutch operation.