Recalls: Opel Mk.4 Astra GTC
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: Opel Mk.4 Astra GTC
Opel Mk.4 Astra GTC: omission from owners manual
In July 2014, a recall was issued for Opel Astra vehicles that were manufactured in the UK and Poland. In these vehicles, the owners manual did not contain some specific information required for Australia, such as child restraint loading precautions. To rectify this problem, Holden was to send owners an updated manual (via registered post). The UK-built vehicles that were recalled were manufactured from 13 February 2012 to 5 June 2013 and had VINs in the range W0LPE8EJ4C8061923 to W0LPD8EC3D8063216. The Polish-built vehicles that were recalled were manufactured from 14 February 2012 to 23 July 2013 and had VINs in the range W0LPF2DJ7CG071864 to W0LPF2EZ6DG122969 (PRA 2014/14209).
2012-13 model year Opel Astra GTC: Takata airbag recall
In August 2018, a recall was issued for 2012-13 model year Opel Astra GTC vehicles. The Takata driver’s airbag in these vehicles contained propellant wafers that could absorb moisture over time. In the event of a collision which triggered the driver’s airbag, excessive internal pressure could cause the metal airbag inflator housing to explode. This, in turn, would cause the metal fragments to be projected through the airbag cushion and into the cabin – these fragments posed a serious risk of injury and fatality. For the VINs of the recalled vehicles, please see PRA 2018/16957.
Problems and faults: Opel Mk.4 Astra GTC
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.
Opel Astra GTC 1.4 Turbo and 1.6 Turbo: M32 transmission bearing failure
Symptoms of worn bearing
For Opel Astra GTC vehicles with 1.4- and 1.6-litre turbocharged petrol engines, the bearing on top of the sixth gear in the M32 manual transmission is susceptible to wear and, eventually, failure. Symptoms of a worn bearing include –
- Gearstick movement: when disengaging the clutch in 1st gear and pulling away – while holding the gearstick – the gearstick may move back into your hand by around 10 to 20 mm (the greater the movement, the worse the bearing wear). After further wear, this movement may also occur when the transmission is in fifth or sixth gear;
- A whining noise in 1st, 2nd, 5th and 6th gear: a whining noise may be heard from the glovebox area when driving in 1st, 2nd, 5th and 6th gears. In particular, a whining noise may be heard when driving at highway speeds in sixth gear and the accelerator is pressed; and,
- A whining noise in all gears: a whining noise – which is proportional to vehicle speed – may be heard in all gears regardless of whether the clutch is engaged or disengaged.
Explanation of symptoms
The bearing which is susceptible to wear sits on top of the output shaft that is responsible for gears 1, 2, 5 and 6 – this is why these gears exhibit the symptoms described above. For these symptoms,
- It is wear of the bearing rollers which causes them to be loose and have excessive play (see video below; the HSV VXR also had the M32 transmission). This, in turn, causes movement in the gearstick since the gear linkage is connected to an internal selector, and bearing wear causes the shaft inside the gearbox to move up and down when power is applied. The shaft then moves the selector ring which feeds back to the gearstick; and,
- Whining noises are caused by pitted pinion bearings which may be due to metal fatigue. It is understood that M32 transmissions produced from 2010 to 2012 are more susceptible to pitted pinion bearings since General Motors replaced the Timken and SNK bearings with FAG and NGBC bearings.
Cause of bearing wear
The primary cause of bearing wear is inadequate lubrication and subsequent overheating – this may be attributed to:
- The design of the M32 transmission: while the original M32 transmission was introduced in 2004, a revised ‘Generation 2’ M32 transmission was introduced for the 2012.5 ‘model year’ (though some vehicles were not fitted with the revised transmission until 2013). The ‘Generation 2’ M32 transmission had:
- Revised end casings in which there was an oil feed to the output shaft end bearing that passed through the input shaft end bearing; and,
- Larger bearings (62 mm compared to 55 mm) with greater surface area.
- Oil overheating: if the gearbox oil overheats, it will no longer conform to its specifications and adequately lubricate the bearings; and,
- Inadequate servicing: oil deteriorates over time and needs to be replaced according to the scheduled service intervals.
Management and ‘clutch slip’ warning
When the driver becomes aware of the symptoms above, it is recommended that 5th and 6th gears are avoided and the 3rd and 4th gears are used instead since this transfers the engine’s torque to the other output shaft and takes the load off the worn bearing.
If the worn bearing is not replaced, the outer bearing race can start to spin and wear the casing. Eventually, this can punch a hole in the casing, the bearing may collapse, the rollers can release and cause damage to the gears – if this occurs, the entire transmission has to be replaced. Owners have described clutch slip as a warning that the bearing is about to collapse.
Repair options
In repairing the M32 transmission, the standard replacement option is to replace all six bearings – this includes the faulty ‘6th gear’ bearing, the 4th gear output shaft bearing, both input shafts and both pinion bearings. This requires removal of both input and output shafts/gears sets, and replacing the inner and outer races. Since this method does not address the lubrication deficiencies of the original M32 transmission, however, it is recommended that the ‘Generation 2’ casing with larger bearings be fitted. To install the ‘Generation 2’ casing, the entire gearbox has to be removed.
For further information about the M32 transmission, please see:
- Eco Torque UK: M32 Gearbox – uprated bearings and end casing;
- Tech 2 Guru: Vauxhall M32 six-speed manual transmission; and,
- WG Motor Works: M32 Gearbox.
Opel Mk.4 Astra GTC 1.6 Turbo: engine thermostat and overheating
In May 2017, General Motors issued Service Update Bulletin A162072290-ZSUB for 2014 model year Opel Mk.4 Astra GTC vehicles that had 1.6-litre turbocharged petrol engines (RPO code LLU). According to this service update bulletin, the vehicle may exhibit the following symptoms:
- The cooling fan running after the engine had been switched off;
- Engine overheating;
- High readings on the temperature gauge;
- Illumination of the ‘check engine’ light; and,
- Thermally stressed engine components.
These symptoms were attributed to abnormal heating resistance in the engine thermostat/thermostat housing. To fix, the engine thermostat housing was to be replaced.
Opel Mk.4 Astra GTC 1.6 Turbo: leak from turbo coolant pipe connection
In September 2017, General Motors issued Customer Satisfaction Program E172063050-ZCSP for 2012-13 Opel Mk.4 Astra GTC vehicles that had 1.6-litre turbocharged petrol (LVP/LWC) engines. In these vehicles, the turbo coolant pipe connection to the turbocharger could leak. To fix, the following items were to be replaced:
- The connection socket (part number 55500603) at the turbocharger; and,
- The seal rings (part number 55567827) at the coolant feed pipe.
Furthermore, the engine control module was to be re-programmed.
Opel Mk.4 Astra GTC: steering column locked when accessories selected
General Motors issued a service bulletin for 2012-13 Opel Mk.4 Astra GTCvehicles. In these vehicles, steering lock may engage when the ignition lock was turned back from ‘Ignition’ to ‘ACC’ (accessories) even if the ignition key was not removed. To fix, the ignition cylinder was to be replaced; it was not necessary to replace the ignition lock housing.
Opel Mk.4 Astra GTC: spark plug damage
In June 2016, General Motors issued Customer Satisfaction Program E150526-ZCSP for 2012-13 Opel Mk.4 Astra GTC vehicles. According to the customer satisfaction program, dealers were to re-program the engine control module (ECM) for these vehicles and – in certain specified vehicles – replace the spark plugs (part number 55490097). These measures were initiated to prevent:
- Engine damage;
- Poor engine performance; and,
- Hesitation.
