Parts for your 2013 Holden Colorado-Thrust bearing

2013 Holden Colorado thrust-bearing — what it is and when to sort it

Based on the Holden RG Colorado Service Manual (2012–2016, Clutch section), GM Global Service Information for the manual gearbox, and Australian clutch catalogues (e.g., EXEDY for RG Colorado 2.8 from 6/2012), the 2013 Holden Colorado with a manual transmission uses a concentric slave cylinder that integrates the clutch release (thrust) bearing. Automatic models don’t use a clutch thrust bearing at all. The engine itself also has crankshaft thrust surfaces in the main bearings to control end-float, but that’s a different component to the clutch thrust/release bearing most owners ask about.

On manual Colorados, the thrust-bearing sits around the gearbox input shaft inside the bellhousing. When the clutch pedal’s pressed, hydraulic pressure moves the concentric slave cylinder forward, and the integrated bearing pushes on the clutch diaphragm spring to disengage drive. It keeps everything smooth, reduces friction, and prevents nasty noises when changing gears — pretty important for a hard-working ute.

There’s no scheduled replacement interval for the thrust-bearing, it’s generally replaced whenever the clutch is done because labour overlaps. Many 2013 Colorados run a dual‑mass flywheel, so it pays to check for excess play or hot spots while you’re in there. A proper clutch kit typically includes the disc, pressure plate, and a new concentric slave/release bearing — that’s the tidy way to go.

Signs it’s time:

• Whirring or growling with the pedal depressed that stops when you release it
• Notchy pedal feel, inconsistent bite point, or fluid leaks at the bellhousing
• Difficult shifts or clutch drag after a few kilometres of driving

Good practice during service:

• Inspect the CSC for seepage and bearing roughness, replace if there’s any doubt
• Bleed the clutch hydraulics and renew fluid with the spec listed in the Holden manual
• Check the pilot bearing/bush and rear main seal, replace as needed
• Torque fasteners to spec and align the clutch properly to protect the new bearing

For automatics, a clutch thrust-bearing simply isn’t fitted. If someone’s chasing end‑float or axial noise on any variant, that’s an engine bottom‑end job involving the crankshaft thrust bearing within the main bearing set — a separate diagnostic path from the clutch gear.

FAQs

How can someone tell if the thrust-bearing is failing on a 2013 Colorado?
Typically there’s a whirring, chirping, or grinding noise that appears when the clutch pedal is pressed and disappears when it’s released. If it’s combined with a low or inconsistent bite point, hard shifts, or fluid at the bellhousing, the concentric slave/release bearing is likely on the way out and should be replaced with the clutch.

Should the concentric slave cylinder be replaced whenever the clutch is done?
Yes, it’s smart money. The CSC and release bearing are one unit on manual Colorados, and the gearbox has to come out to get to it. Replacing it with the clutch kit avoids paying for the same labour twice and reduces the risk of a fresh clutch being let down by an old hydraulic bearing.

Does an automatic 2013 Colorado have a thrust-bearing?
Not a clutch thrust-bearing. Automatics don’t use one. They do, like all engines, have crankshaft thrust surfaces in the main bearings, but that’s unrelated to clutch operation. If there’s axial knock or end‑float concerns on an auto, that’s an engine inspection item, not a clutch job.