Parts for your 2013 Holden Commodore-Thrust bearing

2013 Holden Commodore thrust-bearing — what’s fitted and how it matters

Yes, a thrust-bearing is relevant to many 2013 Holden Commodore models — but only the manuals. On 2013 VE Series II and VF Commodore variants with 6‑speed manual gearboxes (Aisin AY6 on V6, Tremec TR‑6060 on V8), the clutch release bearing (commonly called the thrust-bearing) is used and is typically integrated with the concentric slave cylinder. Automatic models (GM Hydra‑Matic 6L45/6L50/6L80) don’t use a clutch thrust-bearing because they run a torque converter. All engines do have crankshaft thrust bearings built into the main bearings, but these aren’t routine service items. This position aligns with the Holden VF Commodore Service Manual (Clutch – Manual Transmission), Tremec TR‑6060 service information, Aisin AY6 service information, and GM Hydra‑Matic technical guides.

On a manual 2013 Commodore, the thrust-bearing’s job is to let the clutch disengage smoothly when the pedal’s pressed. It rides the pressure plate fingers while the pedal force is applied, managing the axial load without chewing through components. When it’s in good nick, gear changes feel clean and quiet. When it’s tired, the pedal can feel rough, and the car may chirp or squeal with the pedal depressed.

Because it sits inside the bellhousing, the thrust-bearing is a gearbox‑out job. That’s why it’s best practice to replace it whenever the clutch disc and pressure plate are done. Most reputable clutch kits for AY6 and TR‑6060 include a new concentric slave/release bearing assembly — the smart, time‑saving way to go. Labour time varies by model and workshop gear, but budgeting for a full clutch service is sensible.

Maintenance is mostly about prevention. The clutch hydraulic system shares brake fluid on these cars, old, moisture‑laden fluid can shorten the life of seals in the concentric slave. Bleeding the clutch circuit during routine brake fluid changes (about every 2 years or 40,000 km, as many workshops recommend) helps keep the thrust-bearing’s operating environment clean and consistent. If there’s any weeping at the gearbox bellhousing, get it inspected early — a leaking concentric slave can contaminate the clutch and accelerate wear.

• Common symptoms: noise with the clutch pedal depressed, a notchy pedal, difficulty selecting gears at a standstill, or visible hydraulic leaks.
• Replacement tips: use quality OEM‑equivalent parts, check/skim the flywheel if needed, torque fasteners to spec, and bed the new clutch in gently for a few hundred kilometres.
• Autos: no clutch thrust-bearing — if there’s driveline noise, look elsewhere (e.g., torque converter or accessory bearings).

Done right, a fresh thrust-bearing keeps the 2013 Commodore shifting sweetly and reliably for the long haul.

Popular questions about 2013 Holden Commodore thrust-bearing

What are the signs my thrust-bearing is failing?
Owners typically report a chirp, squeal, or grinding noise with the clutch pedal pressed, plus a rough or pulsating pedal feel. Gear selection at a stop can get harder, too. If fluid is seen weeping from the bellhousing area, the concentric slave/release bearing assembly may be on the way out.

Do automatic 2013 Commodores have a thrust-bearing?
No. The 6‑speed autos use a torque converter, so there’s no clutch thrust-bearing to service. If there’s a whine or rattle on an auto, it’s likely from another component — not a clutch release bearing.

Should the thrust-bearing be replaced with the clutch?
Yes, it’s strongly recommended. Access requires removing the gearbox, so replacing the thrust-bearing (and the concentric slave if integrated) along with the clutch kit saves on future labour and helps ensure smooth, quiet operation.