Parts for your 2017 Holden Commodore-Thrust bearing

2017 Holden Commodore thrust-bearing

Technical documentation confirms a thrust-bearing (clutch release bearing) is fitted to 2017 Holden Commodore models with a manual gearbox, and not used on automatic variants. The Holden VF Series II Service Manual/GM Service Information identifies a hydraulic concentric slave cylinder (CSC) with an integrated release/thrust bearing on manual SS/SS V Redline models using the Tremec TR-6060 6‑speed transmission, the auto (6L50/6L80) uses a torque converter and has no clutch release bearing. Tremec TR‑6060 service literature and GM/ACDelco parts catalogues also reference the release-bearing/CSC assembly for these manual cars.

For manual VF II Commodores, the thrust-bearing is the heart of smooth clutch operation. It sits around the gearbox input shaft, riding against the clutch pressure plate fingers to disengage the clutch when the pedal’s pressed. Because Holden specified a concentric slave cylinder, the hydraulic actuator and bearing are one assembly, which keeps pedal feel consistent and packaging tidy behind the bellhousing.

What owners care about is how it behaves and when to replace it. Typical warning signs include a whirring or chirping noise with the clutch pedal depressed, a notchier or inconsistent pedal, difficulty selecting gears at a standstill, or fluid loss from the bellhousing (pointing to a CSC seal leak). If any of that shows up, it’s time for an inspection.

Replacement is a gearbox-out job. That’s why most workshops follow Holden/GMSi guidance and replace the CSC/release bearing whenever the clutch is renewed. It’s smart to do the lot together: clutch disc, pressure plate, CSC/release bearing, and spigot/pilot bearing, with the flywheel inspected and machined or replaced if heat-spotted or cracked. Using quality parts matched to the TR‑6060 keeps pedal effort and bite point where they should be.

Day-to-day, there isn’t much to “service” on the bearing itself, but the hydraulic fluid matters. Clutch fluid shares characteristics with brake fluid and absorbs moisture over time. A bleed and fluid refresh every 2 years or around 40,000–50,000 kilometres helps protect the CSC seals and keeps the pedal feel crisp. Good driving habits also extend life: avoid riding the clutch at lights, don’t rest a foot on the pedal while cruising, and use smooth engagements instead of slipping it on hills.

If the car is automatic, there’s no thrust-bearing in the clutch sense. Autos rely on the torque converter and internal clutches, so any “bearing” queries there relate to transmission internals, not a serviceable release bearing.

• Fitted on: 2017 VF II manual (e.g., SS, SS V Redline) with Tremec TR‑6060
• Not fitted on: 2017 VF II automatic models (6L50/6L80)

Popular questions about 2017 Holden Commodore thrust-bearing

How long should a 2017 VF II Commodore thrust-bearing last?
With sensible driving and regular clutch fluid changes, many see well over 120,000–180,000 kilometres. It often gets replaced when the clutch wears out, since the gearbox is already out and the CSC/bearing is integrated.

What noise points to a failing thrust-bearing on a VF II manual?
A light whirr, chirp, or growl that appears when the clutch pedal is pressed and fades when it’s released is classic release-bearing noise. If there’s fluid weeping from the bellhousing, the CSC seal may also be leaking, which needs prompt attention.

Should the thrust-bearing be replaced on its own?
It can be, but it’s more cost‑effective to replace it with the clutch kit. Labour overlaps heavily because the gearbox must come out. Most workshops recommend doing the clutch disc, pressure plate, CSC/release bearing, and spigot bearing together, then bleeding fresh fluid.