Recalls & faults: HSV V2 Coupe (2001-04)

Recalls: HSV V2 Coupe

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 number of recalls should not be taken as an indicator of a model’s reliability or its safety more generally.

Recalls: HSV V2 Coupe

• In July 2003, a recall was issued for HSV V2 Series II Coupe models manufactured from 18 December 2002 to 29 May 2003 due to an incorrectly routed driver’s seat memory module wiring harness – this could result in damage to the wiring harness and an electrical fault if the seat was adjusted to its lowest position (PRA 2003/6287).
• In December 2003, a recall was issued for V2 Series III Coupe models manufactured from July 16 2003 to September 25 2003 due to an incorrectly routed seat memory module wiring harness or the wiring harness not being secured (PRA 2003/6692).
• In March 2006, a recall was issued for HSV V2 Coupe models manufactured from 1 April 2003 to 2 December 2005 that were fitted with front seat-mounted side airbags. The electrical earth wire fitted underneath either front seat could become detached, potentially causing an electrostatic charge to transfer through the seat and causing unintended deployment of the front side airbag when the vehicle was stationary and while an occupant was exiting one of the front seats (PRA 2006/8380).
• In February 2011, a recall was issued for HSV V2 Coupe models manufactured from 2002 to 2006 that were fitted with a factory-fitted sunroof. A bonding condition with the glass panel on the sunroof could result in the panel potentially separating from its frame and dislodging while the vehicle was in motion (PRA 2011/12317).

Problems and faults: HSV V2 Coupe

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.

HSV V2 Coupe: LS1 and C4B 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.

LS1 V8 engine: other problems and faults

• The engine cover may rattle as it comes into contact with the coil/bracket assembly; the support brackets and mounting nuts were subsequently revised. For manual models built prior to VIN #L867194, the engine cover may also rattle against a twisted hydraulic clutch hose; in mid-2002, a revised clutch hose with quick-connect fittings was introduced.
• Within the LS1 engine bay, the plastic engine shroud could rub and cause wear on the fuel hoses.
• Excessive engine vibration may be due to the powertrain control module (PCM) calibration (later revised with improved idle speed control), a stressed exhaust system or a bent catalytic converter bracket (spacers can be added to keep the bracket straight when bolted in place).
• Squealing noises from 1500-1900rpm may be due to the power steering pump pulley being misaligned with the crank and alternator pulleys.
• For automatic models, a chirping or squealing noise from the serpentine belt under hard acceleration and when shifting from first to second gear may require a revised belt tensioner with increased damping to be fitted (released in early 2002).
• A rough idle, high-pitched hissing noise and ‘check engine’ light illuminating may be due to the PCV (positive crank case ventilation) pipe deteriorating; a revised PCV pipe was subsequently released.

Transmissions

• The spigot bearing for the Tremec T56 transmission was susceptible to failure, producing a whirring noise when the engine is running and difficulty selecting gear.
• The clutch pedal to clutch master cylinder pushrod pivot pin and bush may become dry and squeak – applying Molybond GA10 grease to the pin and bush will reduce this.
• The gearshift lever could rattle due to excessive clearances in the remote shifter linkages; a revised remote shifter was introduced in late 2003.
• For HSV V2 Monaro models with the 5.7-litre V8 engine, it may be difficult to engage gears and the clutch pedal may feel soft and/or have a low disengagement point – this may be due to a chemical reaction between the clutch fluid and clutch slave cylinder housing which produces a gas in the hydraulic system. A revised clutch slave cylinder was released in late 2003.
• For HSV V2 Monaro models with V8 engines and manual transmissions, a loud knocking noise from the rear during hard acceleration may be due to the rear cross-member insulators missing. As a result, the cross-member would knock against the rear floor area.

Suspension

• The rubber front sway bar links (mounted to the strut housings) could squash and split. New, harder rubbers were introduced in early 2003.
• The suspension bushes wear over time and eventually require replacement. A common modification is to fit polyurethane bush kits that enhance steering feel, reduce tyre wear and last longer than the standard suspension bushes.

Water and rust

• Water may enter the sill panels due to insufficient panel sealing behind the front guards (prior to June 2002) or through joints in the rear wheel arches (prior to May 2003).
• If the drain holes become blocked, water can collect inside the front chassis rails and cause corrosion.

Problems and faults: HSV V2 Monaro

• A shudder through the steering wheel during low-speed manoeuvres may be rectified by fitting a longer high-pressure power steering line which ran from the power steering rack, was routed and secured in front of the engine, and then continued to the power steering pump.
• For HSV V2 Monaro models with V8 engines, steering rack boots may be damaged by excessive heat from the exhaust system; revised silicone steering rack boots were subsequently released.
• Pressing the horn pad may activate the top radio buttons (mode and mute) due to incorrect assembly reducing clearances between the horn pad and the switches. Assembly procedures were revised in late 2002.
• A thudding or knocking noise may be heard when the cruise control is activated or deactivated if there is insufficient clearance between the cruise control module and the mounting bracket under the bonnet. From mid-2004, a washer was fitted to increased clearance between the module and the bracket.
• Electrical interference may prevent the central locking system from responding to signals from the key fob.
• The door locks may intermittently stop locking or unlocking due to insufficient tolerances in the door lock mechanism; mechanisms with modified operating clearances were introduced in early 2004.
• The Blaupunkt clock may lose time and the CD player may not eject – software updates were released in late 2003 to fix these problems.