Recalls & faults: HSV E-Series GTS (2006-13)

Recalls: HSV E-Series GTS

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: HSV E-Series GTS

2006 HSV E-Series GTS: incorrectly manufactured fuel hose

In October 2006, a recall was issued for HSV E-Series GTS vehicles with 6.0-litre V8 petrol engines manufactured from July to August 2006 for an incorrectly manufactured fuel hose which connected the main fuel line and the injector rail in the engine bay (PRA 2006/8821).

2006 HSV E-Series GTS: incorrectly manufactured seatbelt buckle

In November 2006, a recall was issued for HSV E-Series GTS vehicles manufactured prior to 11 September 2006 due to an incorrectly manufactured rear seat belt buckle (PRA 2006/8869).

2013 HSV E-Series GTS: wiper motor failure

In June 2014, a recall was issued for HSV E-Series and Gen-F GTS vehicles that were manufactured between 27 February 2013 and 31 October 2013. In these vehicles, the driven gear in the windscreen wiper motor may fail due to incorrect grease application. If this occurred, the windscreen wipers may not work and visibility may be reduced. The recalled vehicles had VINs in the range 6G1EK8E49CL711575 to 6G1NP5E21EL946263 (PRA 2014/14168).

Problems and faults: HSV E-Series GTS

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

2006-13 HSV GTS with LS2/LS3 V8 engine: low oil pump pressure due to sticking oil pressure relief valve

In May 2013, General Motors issued Technical Service Bulletin PIP4158F for 2007-13 model year vehicles that had the following engines –

• L76: 6.0-litre V8 with AFM hardware;
• L77: 6.0-litre V8 with AFM hardware and flex-fuel capability;
• LS2: 6.0-litre V8 for HSV models;
• LS3: 6.2-litre V8 for HSV and, subsequently, Holden models; and,
• LS7: 7.0-litre V8 for the Chevrolet Corvette and HSV W427.

Due to the oil pump pressure relief valve sticking, these engines may experience low oil pressure, no oil pressure and/or engine noise. In some cases, these symptoms would occur intermittently if the valve freed up when the engine cooled down.

If GM’s Service Information (SI) diagnosis isolated low mechanical oil pressure at the oil filter housing and oil pressure sensor, the oil pump was to be replaced, the oil cooler lines flushed (if fitted), the inside of the oil pan cleaned, the oil changed and the oil filter replaced.

2006-08 HSV GTS with LS2 V8: clutch and slave cylinder

For HSV E-Series LS2 V8 manual models, the slave cylinder was made from plastic and could develop leaks such that the clutch pedal would stay down when the car was driven under repeated high loads; the clutch would also slip at high rpm and wear prematurely.

To fix, the clutch and slave cylinder had to be replaced. A common improvement (often performed under warranty) was to fit the higher-rated LS7 clutch and improved slave cylinder that was introduced in the HSV E-Series range in April 2008 for the 6.2-litre LS3 engine and the Holden VE.I range in September 2009 (for the TR6060 transmission). The LS7 clutch had a 290 mm higher clamp load, an increase of 24 per cent over its predecessor.

2006-09 HSV GTS with 6L80 automatic transmission: slips in reverse or third, delayed reverse or drive engagement, and harsh 2-3 shifts

In February 2014, General Motors issued Service Bulletin 09-07-30-004J for 2006-09 model year vehicles that were fitted with the 6L80 automatic transmission; since this included Pontiac G8 which was produced by Holden, this bulletin is considered applicable to the Holden VE/WM and HSV E-Series ranges. According to the bulletin, these vehicles may exhibit the following conditions:

• Slip when reverse was selected or no reverse;
• Delayed engagement into reverse;
• Illumination of the malfunction indicator light (MIL). DTCs P0776, P2715 or P2723 may be logged in the transmission control module (TCM);
• Harsh gearshifts from second to third gear;
• Harsh gearshifts from fourth to fifth, or slips in fifth; and,
• Slips on acceleration when overtaking.

For 2006-08 model year vehicles, these symptoms may be caused by a cracked 1-2-3-4 / 3-5-R clutch housing. To fix, the cracked housing was to be replaced.

For 2006-09 model year vehicles, however, a harsh 2-3 shift condition could be caused by leaking 1-2-3-4 and 3-5-R clutch fluid seal rings on the transmission fluid pump cover assembly. To fix, new clutch fluid seal rings were to be fitted. In December 2008, a 2-piece seal ring was implemented and this overcame the fault of the previous 1-seal ring design.

2006-12 HSV ClubSport with 6L80 automatic transmission: slip or no fourth, fifth or sixth gear

In July 2012, General Motors issued Technical Service Bulletin PI0773 for 2006-12 model year vehicles that had six-speed 6L80 automatic transmissions; since this bulletin included the Pontiac G8 manufactured by Holden, it is applicable to the Holden VE and HSV E-Series ranges. As per the bulletin, these vehicles may exhibit the following symptoms:

• Illumination of the Malfunction Indicator Lamp (MIL) and Diagnostic Trouble Code (DTC) P0796 being logged in the Transmission Control Module (TCM);
• Slip or no fourth gear;
• Slip or no fifth gear; and,
• Slip or no sixth gear.

According to the bulletin, these conditions may be caused by distress to the 4-5-6 clutch. To diagnose, the pump was to be dis-assembled and inspected for the following:

• Scored pump rotor or pump vanes;
• A scored pump cover or pump rotor pocket;
• A cracked pump slide.

2008-11 HSV GTS (LS3 V8): belt squeak noise and/or crankshaft balancer wobble

In January 2012, General Motors issued Technical Service Bulletin PIP4750D for 2008-12 model year vehicles which had the following V8 engines –

• L76: 6.0-litre V8 with AFM hardware (introduced in January 2009 for Holden VE vehicles);
• L77: 6.0-litre V8 with AFM hardware and flex-fuel capability (introduced in September 2010 for Holden VE Series II vehicles);
• LS3: 6.2-litre V8 (introduced in April 2008 for the HSV E-Series); and,
• LS7: 7.0-litre V8 (used in the Chevrolet Corvette and HSV W427).

Since the bulletin identified the Pontiac G8 and Chevrolet Caprice, both of which were produced by Holden, this bulletin is considered applicable to Holden’s VE and WM ranges and HSV’s E-Series.

According to the bulletin, these engines may:

• Emit a belt squeak noise. If this occurred, the drive belt was to be replaced; and/or,
• Exhibit a crankshaft balancer that appeared to be out of balance (i.e. appeared to wobble while the engine was running). The technical bulletin described a procedure to measure balancer run-out and, if greater than 4 mm, the crankshaft balancer was to be replaced.

HSV E-Series GTS: LS2 and LS3 V8 engines

Overview

With the exception of the early 5.7-litre LS1 V8 engines, General Motors’ LS V8 engines are regarded as being generally reliable. However, they may experience the problems described below.

Hydraulic lifter failure

For GM’s LS V8 engines, the hydraulic lifters may fail due to:

• A failed plunger within the lifter itself. When the plunger fails, it cannot maintain oil pressure and remains in a collapsed state – the lifter therefore cannot take up valve lash such that a tapping noise is heard that increases in volume and frequency with engine speed;
• The spring mechanism jamming – this is more common in older engines;
• Inadequate lubrication of the lifter roller wheel surface causing friction on the lobe (this generally results in a squeaking noise);
• Softened valve springs which also require replacement; or,
• Worn lifter buckets.

A failed hydraulic lifter can bend the pushrods which can then fall out of the space between the rocker arm and the top of the lifter. Once a pushrod falls out of that space, it may cause broken rocker arms, broken valves, cracked heads, a damaged cam or total engine failure.

It is recommended that the lifters be replaced every 100,000 kilometres, though failure of the hydraulic lifters is more common in engines with high-lift camshafts because higher spring pressure are required to prevent valve float, putting extra pressure on the lifter. Replacing the lifters requires that the cylinder heads be removed such that new head gaskets and head bolts are required.

Hydraulic lifter noise

From cold start-up, the hydraulic lifters may make a tapping noise. The most common cause of hydraulic lifter noise is particles in the engine oil becoming jammed between the lifter plunger and the lifter body, causing the plunger to become stuck down. The clearances between the plunger and body of a hydraulic lifter can be as little as 3 microns (0.003 mm) such that any particle larger than this in the oil can jam the lifter plunger in its body.

Lifter noise may also be caused by aeration of engine oil in the lifter’s pressure chamber since this increases valve closing velocity. Aeration of engine oil may be caused by:

• air in the higher pressure chamber of the lifter affecting valvetrain lash;
• air that is ingested into the lifter during a cold start due to a suction side leak at the oil pump or oil pump pick-up tube O-ring; or,
• low oil levels and high engine speeds.

Once air gets into the high pressure chamber, it will be slowly expelled through the narrow clearance of the plunger and body.

Rocker bearing failure

The rocker bearings – which sit on top of the valve train and transfer energy from the pushrod to the valve – can develop a sideways slop which can damage the valve tops, the rocker or valve springs. Furthermore, the rocker bearings can split such that the needle bearings fall out and end up in the oil pan.

Trunion bearing upgrade kits can be installed in the factory rockers which reduce sideways movement and provide a better range of vertical movement. Alternatively, after-market roller rockers can be installed which have better geometry than the standard rockers and control the valve more precisely via the centre of the valve tip.

Valve spring failure

The LS engine has ‘beehive’, single valve-type valve springs (as opposed to a dual valve spring which has a smaller spring inside the primary spring) and, in rare cases, the valve spring may break at its top where the coils are tightly wound. If a single valve-type valve spring breaks, it is common for the valve to be dropped, causing significant engine damage; sometimes, however, the valve may be held up by the valve locks when the spring is breaks. Symptoms of broken valve spring include:

• Engine vibrations;
• Loss of power beyond 4000 rpm;
• Misfire under load; and,
• Constant misfire.

If the vehicle is driven with a broken valve spring, a valve may come into contact with the piston, causing the valve to be bent. Furthermore, if the valve head breaks off, the engine will seize. To fix a failed valve spring, the cylinder heads need to be removed so that a new valve, head gasket and head bolts can be fitted.

For durability, it is recommended that high rpm are avoided when the engine is cold.

HSV E-Series GTS: rattling noise from front suspension due to ball joint corrosion

In August 2015, General Motors initiated for Customer Service Campaign 10058796-6065 for 2008-09 model year Pontiac G8 vehicles (which were manufactured by Holden); as such, Holden’s VE and HSV’s E-Series range are also considered susceptible to this problem. In these vehicles, the boots on the front lower control arms could become rigid in cold weather – this could allow water to enter the joint and corrode the surface of the ball joint. If this occurred, a loud metallic rattling noise may be heard from the front suspension when the vehicle is driven on rough road surfaces. As part of General Motors’ Customer Service Campaign, the warranty was extended to ten years or 120,000 miles (193,000 kilometres), whichever came first, for this condition.

Problems and faults: HSV E-Series GTS

• The serpentine drive belt may squeal after start-up due to the air conditioning compressor being misaligned or problems with the power steering pulley.
• An oil leak may develop at the rear of the V8 engine due to the porosity of the aluminum engine casting.
• For pre-November 2009 models with V8 engines, the air conditioning belt may get thrown off – a revised air conditioning compressor bracket and pulley were subsequently released to fix this. Alternatively, a separated harmonic balancer or coolant leaking from the hose clamps may cause this.
• The windscreen washer container was susceptible to cracking – this was a common replacement item.
• Water may leak into the front passenger foot well due to drain tubes cracking at the air box.