Buying a used Holden Jackaroo (1992-2004)

In April 1992, Holden released a larger, more powerful Jackaroo with a V6 petrol engine as its base powerplant with a choice of a diesel. Although it was listed as 1745mm wide, it featured a narrow Japanese sub-1700mm body boosted like others at the time by wheelarch flares. Front independent suspension was by double wishbone with torsion bars typical of the era and the live rear axle featured coil springs and various locating arms and links including a Panhard rod. 

It was an efficient, boxy, separate-chassis design with short overhangs, a basic dual range part-time four-wheel-drive system that spent its time on the road in rear-drive and the choice of a five-speed manual or a GM Turbo-Hydramatic four-speed auto. The auto was a later electronic type with three modes and lock-up torque-converter. The only drawback was an 11.6 metre turning circle, a product of its relatively long 2760mm wheelbase and front drive shafts. Performance and fuel economy were limited by a starting weight of around 1900kg so expect even the diesel to be thirstier than today's Falcon or Commodore.

There was a short wheelbase two-door version that is relatively rare.

Although this Jackaroo series looked the same for most of its life, there were several grille and bonnet changes along with many under the skin before it was withdrawn in 2004. There was also a short-lived HSV version. Although the Jackaroo was built on a separate chassis, it was not a cheaper or smaller heavy-duty Toyota LandCruiser substitute. More rugged than typical cross-over models, the Jackaroo was biased towards all road use and occasional offroad trips. It was replaced by Holden's own Adventra, a soft-road all-wheel drive version of its Commodore wagon. 

This Jackaroo series was sold elsewhere as the Isuzu and Chevrolet Trooper, Honda Horizon/Acura SLX, Isuzu Big Horn and Opel/Vauxhall Monterey.

Model History

April 1992 Local release of new model first seen overseas in 1991 as SWB hardtop or LWB Wagon in S, XS and LS levels. Single chain-driven cam 3.2-litre V6 delivered 130kW/5200 and 260Nm/3750. Diesel was 4JG2 TC pushrod in-line 3.1-litre four cylinder with 84kW/3600 and 260Nm/2000.
Nov 1992 Minor upgrade with centre stop light and stainless steel exhaust. Third row seat becomes delete option for all LWB models but later returns as a full cost option.
Jun 1993 HSV Jackaroo based on S level with V6 only and dress-up items. Mechanically unchanged.
Nov 1993 Euro-spec Monterey replaces LS with V6 auto only. New SE is based on XS with some dress-up items from discontinued HSV model. All models changed with extra tail lights and Holden badge moved from grille to bonnet. Several model and engine combinations dropped.
Oct 1994 All white limited edition based on S with bull bar, driving lights and extra features.
July 1995 First major upgrade. New two door SR model replaces XS. Third row seat now standard on SE.  Monterey gains electric front seats with leather, walnut cabin highlights. Restyled dash on all models. New recessed mesh grille and alloy wheel styles. Mechanically unchanged.
Sept 1996 Upgraded side impact protection, revised transfer case gearing. Price-cut Monterey loses leather, sunroof and electric seats but gains twin airbags.
Feb 1998 Second major upgrade. SWB models dropped. Monterey gains automatic 4WD engagement system. New V-shaped grille. Manual transmission and rear axle upgraded for new belt-drive twin overhead cam petrol and turbo-diesel engines. Petrol V6 boosted to 3.5-litres with 158kW/5400 and 310Nm/3100. New high-pressure direct injection 4JX1 TC diesel is four cylinder twin overhead cam design compared to previous pushrod engine with 118kW/3900 and 333Nm/2200 from slightly smaller 3.0-litre capacity.
Sept 1999 Olympic Edition based on S.  Four-speed electronic auto optional on Turbo-Diesel S and SE. New SE push button 4WD system leaves base S, SE and Monterey with three different methods of 4WD engagement. Leather luxury pack option for Monterey.
March 2001 Major final wide track upgrade. Body is unchanged but width boosted by wider wheelarch flares to cover 60mm track increase. Suspension retuned for local conditions. Base model gains SE push button 4WD engagement. Feature upgrade on all models includes electric seat adjustment in SE and return of standard leather to Monterey. Diesel now offered on Monterey.
Jan 2003 Nullarbor limited edition.
Sep 2004 Final examples cleared. Most had earlier Build plates.

Checkpoints

Make sure you can live with oddball rear door opening with vertical split on driver's side and heavy spare on kerbside.

Most examples were long-lived and reliable but occasional quality lapses led to problems for others. Model is now old enough for most early examples to be approaching 300,000km so problems can be age and wear-related after a hard life. Find a fresh, well-maintained example and it can be a seriously hard working long life vehicle.

Early petrol engine was simple and long-lived. Timing chain and tensioner are main wear points as the kilometres mount up. Age and heat hardened valve stem seals will boost oil consumption typical of most Japanese overhead cam engines of this period.  Early diesel engine was relatively straightforward with expected wear issues as for any high mileage diesel.

Later quad-camshaft V6 brings regular cam belt replacements with occasional tensioner replacement. Some of these later V6 engines displayed heavy oil consumption from relatively low mileage while others developed it suddenly as kms hit 150,000 plus. Engine is sensitive to having exactly the right oil specified by Holden/Isuzu. Hydraulic lifter rattle is not uncommon with poorly serviced Japanese engines but in later Jackaroo engine designs these ticking sounds are usually an indicator that the shim adjusted tappets are due for attention which is much cheaper than replacing failed lifters. Beware of engines that have been run without oil by owners who didn't check oil level then doctored it up with heavy oil to hide damage. If poor piston ring tension or excessive wear are causing heavy oil consumption look for blue smoke under load. If worn valve stem seals are at fault, look for blue smoke after prolonged idling and on the overrun when foot is lifted off the accelerator. A compression test is a must with an older petrol engine. These oil burning indicators also apply to diesel engines.

Later V6 alloy heads had little excess metal in them to cope with extra combustion heat of LPG conversion. Cooling system pressure and cylinder compression test essential to eliminate possibility of cracked heads. Later EFI system was more complex and needed more sophisticated conversion to LPG for optimum running. LPG conversions that inject petrol under heavy loads can extend cylinder head life. All cooling system components must be in good shape.

Occasional petrol engine idle problems can be traced to faulty computer and injection components. On high mileage engines, it might be time for a full injector clean along with cleaning of the air-flow meter and idle control electronics.

Later 3-litre Turbo-diesel can run perfectly or bring a nightmare sequence of problems. Alloy heads can crack. Major recall for 1998-2000 models involved new injector seals that could now be ready for replacement again. Some service specialists suggest even for post-2000 diesel engines, these seals should be changed with each cam belt replacement as required for this engine.  High-pressure direct diesel injection was known to bypass early injector seal design and fill sump with diesel and/or allow engine oil to bypass injectors into cylinders. In both cases, this could enable the engine to run on its own lubricating oil without control over engine speed hence the recall. Any increase in sump oil level or hint of involuntary running should be addressed immediately.

Diesel tappet adjustment is a routine maintenance requirement so make sure it has been done. Black or white smoke from diesel engines can indicate faulty injectors. Glow plug seals can leak or become seized as steel thread reacts with aluminium head. Botched repairs can lead to expensive head replacement. Make sure they are all present and operating with same depth of thread.

Clutch shudder on manual models is not uncommon with heavy weight and relatively peaky V6. It can be caused by uneven diaphragm pressure caused by pressure plate distortion or uneven spring pressure but before removing clutch make sure that hydraulic circuit is operating smoothly with full pressure and clutch master cylinder pushrod is not binding.  Engine mounts can shear with age and heat and also cause shudder and excessive engine rock.

Automatics can show normal wear and tear as evidenced by sluggish engagement from rest, flaring during changes and unwillingness to lock into overdrive.

There are parts in the steering that wear with age but more alarming is the occasional chassis crack. Neither is necessarily a product of offroad use but extended inner city work where drivers constantly steer front wheels while stationary. Look for odd wear on inside front tyres. Check chassis for cracks around all front suspension mounting points. It is not a big concern if repaired expertly with a sleeve.

Like all Japanese imports reaching this age, switchgear and electronics will start to fail. Check all accessories and operation of all switchgear as they can be expensive.  Check wear and tear on all cabin trim as unprotected seats can be worn through so lift seat covers if necessary.

There is a wide range of replica parts which are fine for trim items but be wary of non-original headlights and tail lights. Body is generally long lasting but watch out for examples that have been abused offroad, rolled and repaired or submerged. This is one vehicle that needs to be raised on a hoist and inspected underneath.