Parts for your 2014 Holden Commodore-Thrust bearing

2014 Holden Commodore thrust-bearing — what it is, where it lives, and when it needs attention

Technical references confirm a thrust-bearing is relevant and fitted to the 2014 Holden Commodore. The VF Series workshop literature (Clutch Controls — Concentric Slave Cylinder/Release Bearing) specifies a hydraulic release bearing on manual models, the Tremec TR‑6060 and Aisin AY6 service manuals detail this release/thrust bearing arrangement for the 6‑speed manuals, and GM Engine Mechanical documentation for the LFX V6 and L77 V8 notes integrated crankshaft thrust bearings in the main bearing set. Automatic variants don’t use a clutch release bearing, but all VF engines have crankshaft thrust bearings controlling crank end‑float.

On manual Commodores (SV6 and SS/SS V), the thrust-bearing most owners talk about is the clutch release bearing. It sits inside the bellhousing as part of the concentric slave cylinder (CSC), riding the clutch diaphragm spring to disengage the clutch smoothly. Its job is to handle axial load and spin quietly while the pedal’s pressed — no chatter, no graunching, just clean take‑up.

The engine’s crankshaft thrust bearing is a different piece altogether. Built into the main bearings, it limits fore‑and‑aft crank movement under clutch loads (manual) or driveline/auxiliary loads (auto). It isn’t a routine service item and is usually only replaced during an engine rebuild or when end‑float is out of spec per GM measurements.

For servicing, the clutch thrust-bearing is typically replaced whenever a clutch kit is fitted. Because the VF’s CSC and bearing are integrated, shops generally install a complete new unit, bleed the hydraulics, and check pedal feel. Skipping the bearing during a clutch job risks coming back later for the same labour twice. Fresh brake/clutch fluid (as specified by Holden) and proper bleeding go a long way to quiet, consistent operation.

• Common clutch thrust-bearing symptoms: noise with the pedal depressed, a rough/gritty feel, fluid weep from the bellhousing, or inconsistent engagement.
• Good habits: avoid riding the clutch, don’t hold the car on hills with the pedal, and report any new noises early.
• Engine thrust-bearing warning signs (less common): excessive crank end‑float, movement in the crank pulley, or clutch pedal behaviour changing under engine load, diagnose against GM specs.

Technicians lean on Holden/GM VF Service Information, Tremec TR‑6060, Aisin AY6, and GM Engine Mechanical procedures for inspection, end‑float checks, torque specs and replacement steps.

Does a 2014 VF Commodore have a thrust-bearing?

Yes. Manual models have a clutch release (thrust) bearing integrated with the concentric slave cylinder, and all VF engines (V6 LFX and V8 L77) use crankshaft thrust bearings within the main bearing set.

When should the clutch thrust-bearing be replaced?

It’s best practice to replace it whenever a clutch kit is fitted, or sooner if there’s noise with the pedal depressed, roughness, or hydraulic leaks. The VF’s internal CSC/bearing assembly is commonly renewed as a unit.

Is the engine thrust-bearing a regular service item?

No. It’s inspected by measuring crankshaft end‑float against GM specs and is normally addressed only during repair or overhaul if out of tolerance.