HSV Y-Series I GTS (2002-03)

Overview

Released in October 2002, the HSV Y-Series I (Y-I) GTS was a rear-wheel drive, performance sedan. Manufactured in Elizabeth, South Australia, and finished by HSV in Clayton, Victoria, the GTS was powered by the 5.7-litre Callaway-developed C4B engine that was mated to either a ‘torque-enhanced’ four-speed THM 4L60-E automatic transmission or a six-speed manual transmission.

C4B V8 engine

The aluminium 5.7-litre C4B pushrod V8 engine had a big bore CNC billet-machined throttle body, cast steel roller rocker arms, roller cam followers, titanium valve spring retainers, stainless steel valves, CNC-ported heads, a high-volume exhaust system and a compression ratio of 9.95:1.

Dimensions and suspension

Compared to the VX GTS , the Y-Series GTS was 43 mm longer (at 4980 mm), but width (1842 mm), height (1450 mm) wheelbase length (2789 mm) were unchanged. Similarly, the Y-Series GTS had MacPherson strut front suspension and independent rear suspension with toe control links, though changes for the Y-Series included new steering components and a new suspension tune which included digressive shock absorbers.

Safety equipment

Standard safety equipment for the Y-Series GTS included dual front airbags, front side airbags, ABS, traction control and front seatbelt pretensioners.

Brakes

The Y-Series GTS was fitted with HSV’s ‘Ultimate’ AP Racing brake package which consisted of 362 mm by 32 mm front brake discs with six-piston calipers and 343 mm by 32 mm rear brake discs with four-piston calipers; both front and rear brake discs were cross-drilled, grooved and ventilated.

Features

Standard features for the Y-Series GTS included 19-inch alloy wheels, a 200 watt sound system with eight speakers and a six-disc CD player, dual zone climate control air conditioning, contoured ‘Performance’ seats with ‘Scottish Bridge-of-Weir’ chain-mail leather with Anthracite leather bolsters, eight-way power adjustable front seats, cruise control, front fog lamps, rear parking sensors, automatic headlights, a leather-wrapped steering wheel, remote central locking, power windows and mirrors, a height and reach adjustable steering wheel, trip computer, cargo net and an immobiliser.

The GTS was also fitted with a Hydratrak rear differential.

Brochure

• Brochure: HSV Y Series Range (February 2003)

Related links

• Holden Special Vehicles: HSV Y-Series I GTS

HSV Y-Series II GTS (2003-04)

Overview

Released in September 2003, the Y-Series II (Y-II) GTS introduced improved occupant protection, a front strut brace and HSV’s ‘Performance’ suspension tune. Inside, there was a new backlit anthracite steering wheel.

Safety equipment

Compared to its Y-I predecessor, standard safety equipment was extended to include active front seat head restraints.

Features

Standard features for the Y-II GTS were largely unchanged.

Related links

• Holden Special Vehicles: HSV Y-Series II GTS
• Press Release: HSV Y Series II and V2 III Coupe (September 2003)
• Wikipedia.org: Holden VY Commodore – HSV
• Wikipedia.org: HSV – Y Series

HSV VT.I GTS 1997-00)

Overview

Released in September 1997, the HSV VT Series I (VT.I) GTS was a rear-wheel drive, performance sedan. Manufactured in Elizabeth, South Australia, and finished by HSV in Clayton, Victoria, the VT.I GTS was powered by 5.7-litre V8 petrol engine that was available with either a six-speed Borg Warner T56 manual transmission or a four-speed Borg Warner automatic transmission. For the VT GTS, the T56 transmission had a new shift action and an upgraded clutch.

Engine

The stroked 5.7-litre pushrod V8 engine had a cast-iron block, a 102 mm bore and 88 mm stroke, a Harrop crankshaft, flat-top pistons, two valves per cylinder, a cold-air intake and a compression ratio of 8.5:1.

Dimensions and suspension

Based on the Holden VT Commodore , the VT GTS had an all-new chassis and, compared to the VS GTS , the VT GTS was 58 mm longer (at 4919 mm), 48 mm wider (1842 mm), 30 mm taller (1450 mm) and had a 53 mm longer wheelbase (2788 mm). As before, however, the VT.I GTS had MacPherson strut front suspension and independent rear suspension with semi-trailing arms.

Safety equipment

Standard safety equipment for the VT.I GTS included dual front airbags, ABS and front seatbelt pretensioners.

Brakes

The VT.I GTS had 330 mm by 32 mm ventilated front discs with twin piston calipers and 315 mm by 18 mm ventilated rear discs with single piston calipers.

Features

Standard features for the VT.I GTS included 18-inch five-spoke alloy wheels with 235/40 ZR18 Bridgestone Expedia S03 tyres, a six speaker sound system with CD player, air conditioning, contoured front sports seats with four-way power adjustment, cruise control, front fog lights, leather-wrapped steering wheel, remote central locking, power windows and mirrors, a trip computer and an immobiliser.

The GTS was also fitted with a limited slip rear differential.

HSV VT.II GTS (2000)

Overview

Released in March 2000, the VT Series II (VT.II) GTS was powered by the 5.7-litre Callaway-developed C4B engine which was solely available with a heavy-duty six-speed T56 manual transmission. Other changes for the VT.II GTS included in the introduction of toe control links for the rear suspension – to reduce camber changes over uneven surfaces – and the return of the Hydratrak limited-slip rear differential which used a cartridge-type fluid coupling to progressively increase torque (when accelerating) to the rear wheel with traction.

C4B engine

The aluminium 5.7-litre C4B pushrod V8 engine had a big bore CNC billet-machined throttle body, cast steel roller rocker arms, roller cam followers, titanium valve spring retainers, stainless steel valves, CNC-ported heads, a high-volume exhaust system and a compression ratio of 9.95:1.

Safety equipment

Compared to its VT.I predecessor, standard safety equipment for the VT.II GTS was extended to include front side airbags and traction control.

The VT.II GTS had an upgraded braking package with 343 mm by 32 mm front and 315 mm by 18 mm rear cross-drilled discs with four-piston calipers (front and rear).

Features

Standard features for the VT.II GTS were extended to include an eight speaker sound system with a ten-disc CD changer and leather trim.

Related links

• Wikipedia.org: Holden VT Commodore – HSV
• Wikipedia.org: HSV – VT

Overview

Released in September 2000, the HSV VX GTS was a rear-wheel drive, performance sedan. Manufactured in Elizabeth, South Australia, and finished by HSV in Clayton, Victoria, the GTS was powered by the 5.7-litre Callaway-developed C4B engine which was solely available with a heavy-duty six-speed T56 manual transmission.

Compared to the VT GTS , the VX GTS was distinguished by subtle cosmetic changes, upgraded brakes and revised dampers. As with the Holden VX Commodore range, however, the VX GTS also benefited from the introduction of a dual-damper drive shaft with rubber couplings and foam-filled B pillars for greater refinement. 

C4B V8 engine

The aluminium 5.7-litre C4B pushrod V8 engine had a big bore CNC billet-machined throttle body, cast steel roller rocker arms, roller cam followers, titanium valve spring retainers, stainless steel valves, CNC-ported heads, a high-volume exhaust system and a compression ratio of 9.95:1.

Dimensions and suspension

The VX GTS was 4937 mm long, 1842 mm wide, 1450 mm tall and had a 2789 mm long wheelbase, while kerb weight was 1654 kg. Furthermore, the VX GTS had MacPherson strut front suspension and independent, multi-link rear suspension with toe control links.

Safety equipment

Standard safety equipment for the VX GTS included dual front airbags, front side airbags, ABS, traction control and front seatbelt pretensioners.

Brakes

The VX GTS had 343 mm by 32 mm front and 315 mm by 18 mm rear cross-drilled and ventilated brake discs with four-piston calipers (front and rear).

Features

Standard features for the VX GTS included 19-inch alloy wheels with 245/35 ZR19 Bridgestone tyres, a six speaker sound system with CD player, climate control air conditioning, contoured sports seats, cruise control, front fog lights, leather-wrapped steering wheel, remote central locking, power windows and mirrors, a trip computer and an immobiliser.

Related links

• Holden Special Vehicles: HSV VX GTS
• Wikipedia.org: Holden VX Commodore – HSV
• Wikipedia.org: HSV – VX/VU

Overview

Released in May 1994, the HSV VR GTS was a rear-wheel drive, performance sedan. Manufactured in Elizabeth, South Australia, and finished by HSV in Notting Hill, Victoria, the VR GTS was powered by a 5.7-litre V8 petrol engine that was initially available with a six-speed Borg Warner T56 manual transmission. In October 1994, however, a four-speed Borg Warner automatic transmission – as used on the LT1 Corvette – was introduced. Production of the VR GTS was limited to 277 vehicles.

In December 1994, HSV relocated from Notting Hill to Clayton, Victoria.

Engine

The VR GTS and VR Senator 215i were the first vehicles to be fitted with a stroked version of Holden’s 5.0-litre V8 pushrod engine – with a capacity of 5710 cc – which included an 11 mm longer Harrop crankshaft, flat-top pistons to lower the compression ratio to 8.5:1 (for compatibility with regular unleaded petrol), new valves, valve springs and a new flywheel.

Dimensions and suspension

Based on the Holden VR Commodore , the VR GTS was 4861 mm long, 1794 mm wide, 1420 mm tall and had a 2735 mm long wheelbase. The VR GTS had MacPherson strut front suspension and independent rear suspension with semi-trailing arms; the GTS was also fitted with a Hydratrak viscous limited slip differential that was developed by BTR Engineering.

Safety equipment

Standard safety equipment for the VR GTS was limited to ABS.

Brakes

The VR GTS had 328 mm by 28 mm vented front brake discs and 280 mm by 20 mm vented rear brake discs. 

Features

Standard features for the VR GTS included 17- by 8-inch alloy wheels with 235/45 ZR17 tyres, a radio and cassette player, air conditioning, Group A front sports seats, cruise control, a leather-wrapped Momo steering wheel, central locking, power windows, power mirrors and an alarm.

Related links

• Holden Special Vehicles: HSV VR GTS
• Wikipedia.org: Holden VR Commodore – HSV
• Wikipedia.org: HSV – VR/VS

HSV VS.I GTS (1995-96)

Overview

Released in April 1995, the HSV VS Series I (VS.I) GTS was a rear-wheel drive, performance sedan. Manufactured in Elizabeth, South Australia, and finished by HSV in Clayton, Victoria, the VR GTS was powered by a 5.7-litre V8 petrol engine that was available with either a six-speed Borg Warner T56 manual transmission or a four-speed Borg Warner automatic transmission.

Compared to the VR GTS , the VS GTS could be identified by its three-spoke ‘Aero’ alloy wheels, new grille and rear spoiler which included a stop-lamp. Changes for the VS GTS, however, included electronic self-levelling rear suspension and upgraded brakes.

V8 engine

The stroked 5.7-litre pushrod V8 engine had a cast-iron block, a 102 mm bore and 88 mm stroke, a Harrop crankshaft, flat-top pistons, two valves per cylinder, a cold-air intake and a compression ratio of 8.5:1.

Dimensions and suspension

Based on the Holden VS Commodore , the VS GTS was 4861 mm long, 1794 mm wide, 1420 mm tall and had a 2735 mm long wheelbase. Furthermore, the VS GTS had MacPherson strut front suspension and independent rear suspension with semi-trailing arms.

1996 HSV GTS-R

In February 1996, the GTS-R was introduced. Positioned as a street-legal race car, the GTS-R could be identified by its ‘XU-3 Yellah’ paint finish, charcoal coloured alloy wheels, carbon-fibre rear wing and other carbon-fibre elements (i.e. the lower-grille air intake, side skirt trims, rear decor panel, rear bumper highlight and centre wheel caps).

Inside, the GTS-R had a yellow-and-black colour theme and yellow stitching on the black steering wheel, centre console and gearshift; the seats and door trim inserts also featured GTS-R monograms.

Production of the GTS-R was limited to 85 vehicles of which 75 were allocated for Australia and 10 for New Zealand. For the standard GTS-R, mechanical changes for the engine were limited to the fitment of a low-restriction stainless steel exhaust system for reduced back-pressure. Approximately one third of these vehicles, however, were fitted with the ‘optimised blueprint’ engine which HRT engineers would strip and rebuild to optimised tolerances. As such, the combustion chambers would be matched, compression ratios equalised at 8.85:1, camshaft timing optimised and all reciprocating parts balanced. The engine was also rebuilt with new rings, bearings and gaskets.

Safety equipment

Standard safety equipment for the HSV VS GTS included a driver’s airbag and ABS.

Brakes

The HSV VS GTS had 328 mm by 28 mm vented front brake discs and 280 mm by 20 mm vented rear brake discs.

Features

Standard features for the HSV VS.I GTS included 17- by 8-inch alloy wheels with 235/45 ZR17 tyres, a six speaker sound system with a radio and cassette player, air conditioning, Group A front sports seats, cruise control, a leather-wrapped steering wheel, remote central locking, power windows and mirrors, a trip computer and an alarm.

The GTS was also fitted with a Hydratrak viscous limited slip differential that was developed by BTR Engineering.

HSV VS.II GTS (1996-97)

Overview

Released in July 1996, the HSV VS Series II (VS.II) introduced a minor update for the GTS which was fitted with an Integrated Security System (ISS) which included an engine immobiliser. The GTS-R, however, was discontinued.

Features

Other than the ISS (described above), standard features for the VS.II GTS were largely unchanged.

Related links

• Holden Special Vehicles: HSV VS GTS
• Holden Special Vehicles: HSV VS GTS R
• Wikipedia.org: Holden VS Commodore – HSV
• Wikipedia.org: HSV – VR/VS

HSV E-Series I GTS (2006-09)

Overview

Released in August 2006, the HSV E-Series I (E-I) GTS was a rear-wheel drive, performance sedan. Manufactured in Elizabeth, South Australia, and finished by HSV in Clayton, Victoria, the GTS range initially consisted of GTS Signature models which were powered by 6.0-litre LS2 V8 petrol engines that were mated to either six-speed Tremec T56 manual or six-speed 6L80E automatic transmissions. In April 2008, however, the 6.0-litre LS2 V8 engine was replaced by the more powerful 6.2-litre LS3 V8. Furthermore, the Tremec T56 six-speed manual transmission was replaced by the TR6060 unit in October 2008.

LS2 and LS3 engines

The all-aluminium, Generation IV 6.0-litre LS2 pushrod V8 engine had a 101.6 mm bore, 92.0 mm stroke, flat-topped pistons, cast-steel roller rocker arms, roller cam followers, coil pack ignition, two valves per cylinder and a compression ratio of 10.9:1; maximum engine speed was 6500 mm. Although calibrated to run on 95 RON premium unleaded petrol (PULP), the LS2 engine could also run on 91 RON unleaded petrol with a small loss in power. For the E-Series, the LS2 engine introduced a recalibrated engine control module (with a ‘limp home’ mode) and new tubular extractors which fed into a twin-exhaust system with four outlet pipes.

Compared to the LS2 engine , the 6.2-litre LS3 V8 engine had a 103.25 mm bore (stroke was unchanged at 92.0 mm), a stronger block, higher-flow cylinder heads and injectors, hollow-stem intake valves, new pistons, a more aggressive camshaft with 14.0 mm lift, a new intake manifold and a lower compression ratio of 10.7:1. As a result of the LS3’s introduction, the six-speed automatic transmission was also recalibrated for faster gearshifts.

Dimensions and suspension

Sharing its new platform with the Holden VE Commodore , the E-Series GTS was 4943 mm long, 1899 mm wide, 1467 mm tall and had a 2915 mm long wheelbase.

The E-Series GTS had MacPherson strut front suspension and independent, four-link rear suspension. Like the E-Series Senator , however, the GTS suspension included a ‘Magnetic Ride Control’ system which utilised magneto-rheological fluid in the monotube dampers. When activated by an electric current, the viscosity of the fluid would change, enabling damping rates to be varied according to conditions and driver behaviour.

Safety equipment

Standard safety equipment for the E-Series GTS included dual front airbags, front side airbags, full-length curtain airbags, ABS, electronic brake force distribution, brake assist, electronic stability control, traction control, active front seat head restraints and front seatbelts with pretensioners and load limiters.

Brakes

Developed in conjunction with AP Racing, the VE GTS braking package consisted of grooved and ventilated 365 mm by 32 mm front and 350 mm by 26 mm rear brake discs with four-piston calipers (front and rear).

Features

Standard GTS features included 20-inch alloy wheels with 245/35 R20 front and 275/30 R20 rear tyres, an eleven speaker 230 watt sound system with six-disc CD player and MP3-compatibility, 6.5-inch colour display, dual zone climate control air conditioning, ‘Performance’ leather seats, power adjustable front seats, cruise control with speed alert, Bluetooth connectivity, front fog lights, automatic headlights, flat-bottomed three-spoke steering wheel, remote central locking, power windows and mirrors, tilt and telescopic steering wheel adjustment, a trip computer and an immobiliser.

The GTS was also fitted with a limited slip differential.

Related links

• Holden Special Vehicles: HSV E-Series I GTS (LS2)
• Holden Special Vehicles: HSV E-Series I GTS (LS3)
• HSV Press: HSV E Series GTS – Born To Lead (August 2006)
• HSV Press: New LS3 Engine To Power HSV From April (March 2008)

HSV E-Series II GTS (2009-10)

Overview

Released in September 2009, the E-Series II (E-II) GTS introduced improved fuel economy, additional features and updated styling. Other changes included an 8 kW power increase (via a revised engine management system and high-flow intermediate exhaust system with bi-modal mufflers) and recalibrated settings for the Magnetic Ride Control system.

Visually, the E-II GTS could be identified by its daytime LED running lights, new alloy wheel designs and twin-nostril bonnet.

Safety equipment and features

As part of the E-Series II update, changes included a ‘Competition Mode’ for the electronic stability control system, ‘Extended Cruise Control’ with speed-limiting function for downhill driving; manual models were also fitted with ‘Intelligent Launch Control’. Standard features, however, were largely unchanged.

Related links

• Holden Special Vehicles: HSV E-Series II GTS
• HSV Press: HSV E Series 2 Launched (September 2009)
• HSV Press: The Engineering Story Behind HSV E Series 2 (September 2009)
• HSV Press: E Series 2 Turns Up The Differentiation (September 2009)

HSV E-Series III GTS (2010-13)

Overview

Released in September 2010, the E-Series III (E-III) GTS introduced an updated interior with additional features. The 6.2-litre V8 petrol engine was also available with a dual-fuel liquid propane injection (LPI) system which provided identical performance to the petrol-only V8. The LPI engine would start on petrol but switch to LPG for low and mid-range driving; from approximately 5300 rpm – depending on conditions – the engine would revert to petrol for full power.

Inside, there was a new ‘Oracle’ dashboard with binnacle gauges and piano black trim on the centre console and steering wheel; there was also an ‘Enhanced Driver Interface’ with a touch-screen display that could provide performance data. The GTS was also fitted with a flatter rear spoiler for improved rear visibility.

Features

Compared to its E-II predecessor, standard features were extended to include satellite navigation (with touchscreen), iPod connectivity, reversing camera and rear parking sensors; a HSV’s ‘Side Blind Zone Alert’ was optional.

2012 GTS 25th Anniversary edition

In October 2012, a limited-run 25th Anniversary edition was released. The 25th Anniversary edition was fitted with

• lightweight 20-inch forged alloy wheels in Satin Graphite which resulted in a weight saving of 22 kg (reducing unsprung weight by 8 per cent);
• six-piston front disc brakes which provided a 50 per cent increase in pad area;
• ‘Vector’ hood scoops and side vents; and,
• Side Blind Zone Alert as standard.

Production of the 25th Anniversary edition was limited to 140 vehicles (125 for Australia and 15 for New Zealand). The 25th Anniversary edition was available in Heron, Sting, Phantom and Hazard paint finishes.

Related links

• Holden Special Vehicles: HSV E-Series III GTS
• Holden Special Vehicles: HSV E-Series III GTS 25th Anniversary
• HSV Press: HSV Unveils New E Series 3 Range (September 2010)
• HSV Press: HSV Launches New E Series 3 Range (September 2010)
• HSV Press: Designer Touches for HSV E Series 3 (September 2010)
• HSV Press: HSV Adds Technology And Value To The Range (September 2010)
• HSV Press: New 20-inch Forged Option Wheel For HSV (October 2011)
• Wikipedia.org: Holden VE Commodore – HSV
• Wikipedia.org: HSV – E Series

Review: HSV Gen-F GTS (2013-15)

Overview

Released in August 2013, the HSV Gen-F GTS was a rear-wheel drive, performance sedan. Manufactured in Elizabeth, South Australia, and finished in Clayton, Victoria, the Gen-F GTS was powered by a supercharged 6.2-litre LSA V8 petrol engine that was mated to either a six-speed manual or automatic transmission.

Supercharged LSA V8 engine

The 6.2-litre LSA pushrod V8 engine had a 103.25 mm bore and 92.0 mm stroke, a cast aluminium cylinder block and head, a sixth-generation Eaton Roots-type supercharger (with four-lobe rotors, a capacity of 1.9-litres and peak boost of 9 psi), a single brick intercooler, hypereutectic pistons and a compression ratio of 9.0:1.

TR6060 and 6L90E transmissions

The Tremec TR-6060 ‘MG9’ manual transmission featured a dual-mass flywheel, twin-disc clutch and triple synchros for improved shift quality. Compared to the standard TR-6060 transmissions used in other Gen-F HSV models, the MG9 transmission had a strengthened output shaft, high-strength rear housing and an additional roller bearing to cope with the high torque outputs. Similarly, the 6L90E automatic transmission had a strengthened input gearset with two additional pinion gears, an additional clutch plate and a strengthened output shaft and gearset.

Dimensions

The Gen-F GTS was 4943 mm long, 1899 mm wide, 1467 mm tall and had a 2915 mm long wheelbase.

Suspension

The Gen-F GTS had double-pivot MacPherson strut front suspension and independent, four-link rear suspension. Like the E-Series GTS , the Gen-F GTS was fitted with HSV’s ‘Magnetic Ride Control’ system which used magneto-rheological fluid in the monotube dampers to provide variable damping through the application of an electric current that varied the viscosity of the damping fluid.

For the Gen-F range, however, the third generation Magnetic Ride Control system had an extra set of coils that could almost instantaneously reverse the polarity of the iron filings to vary suspension damping.

Steering

The GTS was fitted with electric power-assisted steering and a mechanical rear axle differential lock which could brake the inside rear wheel when cornering (i.e. torque vectoring) for greater traction.

Safety equipment

Standard safety equipment for the Gen-F GTS included dual front airbags, front side airbags, full-length curtain airbags, ABS, electronic brake force distribution, brake assist, electronic stability control, traction control, Side Blind Zone Alert, Reverse Traffic Alert, Forward Collision Warning, Lane Departure Warning and front seatbelts with pretensioners and load limiters.

Brakes

The Gen-F GTS had 390 mm by 36 mm floating two-piece front disc brakes with forged six-piston AP Racing calipers and 372 mm by 28 mm rear discs with four-piston calipers.

Features

Standard features for the Gen-F GTS included 20-inch Satin Graphite forged alloy wheels with 255/35 R20 front and 275/35 R20 Continental 5P tyres, a nine speaker Bose sound system with a CD/DVD player, MP3-compatibility, auxiliary inputs (3.5 mm/USB/iPod) and Bluetooth connectivity, dual-zone climate control air conditioning, satellite navigation with an eight-inch colour touch screen display, HSV Performance seats with leather trim, eight-way power adjustable and heated front seats, head-up display, an Enhanced Driver Interface, cruise control, daytime running lights, automatic headlights, rain-sensing wipers, front and rear parking sensors, a reversing camera, leather-wrapped steering wheel, remote central locking with proximity key, push-button start, power windows and heated mirrors, automatically dipping door mirrors on reverse, a height and reach adjustable steering wheel, an electric park brake, 12 volt power outlet, an alarm and immobiliser.

An ‘Auto Park Assist’ function was fitted as standard which enabled the vehicle to steer into parallel and 90-degree angle parks while the driver operated the accelerator and brake pedals. Models fitted with automatic transmissions also had a remote engine start function which could be operated via the key fob.

November 2014 (MY15) update

With the release of the MY15 GTS in November 2014,

• Models with automatic transmissions were fitted with steering wheel gearshift paddles;
• The 20-inch alloy wheels featured a ‘Dark Stainlesss’ finish;
• A new Hyperflow rear spoiler was available as a no-cost option;
• An optional ‘Pitch Black’ styling package was introduced which included black accents for the fender vents, casings and rear spoiler; and,
• New ‘Jungle Green’ and ‘Some Like It Hot Red’ paint finishes were introduced (replacing ‘Karma’ and ‘Fantale’).

Brochure

• Brochure: HSV Gen-F GTS (July 2013)

Related links

• HSV Press: HSV Launches New Gen-F Range (May 2013)
• HSV Press: HSV Announces Australian Pricing For New Gen-F Range (May 2013)
• HSV Press: HSV Launches 430 Kilowatt GTS (May 2013)

HSV Gen-F2 GTS (2015-17)

Overview

Commencing production in October 2015, the HSV Gen-F2 GTS introduced updated styling. From the front, the Gen-F2 GTS could be identified by the lower air intake ‘spears’ in its front fascia, subtle ‘splitter’ and pitch black bonnet vents. In profile, the Gen-F2 GTS featured new 20-inch lightweight forged ten-spoke alloy wheels finished in ‘Hyper Dark Stainless’ and new contoured side skirts. Furthermore, the Gen-F2 GTS introduced a revised rear diffuser and a ‘vibrant ocean blue’ paint finish named Slipstream.

Features

For the HSV Gen-F2 GTS, the auxiliary gauges at the base of the centre stack were discontinued to improve storage space.

2017 HSV Gen-F2 GTSR

Production of the HSV Gen-F2 GTSR commenced in April 2017. Compared to the HSV Gen-F2 GTS, outputs for the HSV GTSR’s engine increased to 435 kW at 6150 rpm and 740 Nm at 3850 rpm, in part due to the fitment of a hi-flow K&N performance air filter. Like the HSV Gen-F2 30 Years range, the bi-modal exhaust system for the GTSR had a recalibrated exhaust valve control that opened earlier in the rev range.

Visually, the HSV Gen-F2 GTSR could be identified by its new front fascia with matte black accents and graphics, front splitter which extended around the lower edges, new daytime running lamps and wider front fenders (by 12 mm on each side) which featured horizontal fender vents. At the rear, the GTSR had a new fascia and diffuser which housed quad exhaust outlets – with dual diamond tips – and a new ‘Aeroflow’ decklid spoiler.

The HSV Gen-F2 GTSR had wider fenders to house the 20 x 9.0J front and 20 x 10.0J rear ‘SV Panorama’ five-spoke forged alloy wheels which had waisted spoke sides to reduce mass and a ‘Hyper Dark Stainless’ finish. Furthermore, the HSV GTSR had 410 mm fully-floating front brake discs with Ferodo 4488 brake pads and six-piston monoblock AP Racing calipers.

Inside, the HSV GTSR featured ‘HSV Podium’ seats that were finished in Alcantara and had diamond-quilted stitching and leather bolsters.

2017 HSV Gen-F2 GTSR W1

Production of the HSV Gen-F2 GTSR W1 commenced in April 2017 and was limited to ‘approximately 300 vehicles’. The HSV GTSR W1 was powered by General Motors’ 6.2-litre supercharged LS9 engine which was first introduced on sixth-generation Chevrolet Corvette ZR1 in 2009. Compared to the LSA engine for the standard HSV Gen-F2 GTS, changes for the LS9 engine included:

• A larger 2.3-litre supercharger (1.9-litres for the LSA);
• Forged aluminium pistons (hypereutectic for the LSA);
• Dry sump lubrication; and,
• A carbon-fibre airbox designed by HSV.

Peak outputs for the LS9 engine in the HSV GTSR W1 were 474 kW at 6500 rpm and 815 Nm at 3900 rpm. It is understood that the HSV GTSR W1 could accelerate from rest to 100 km/h in 4.2 seconds. While the top speed for the HSV GTSR W1 was electronically-limited to 250 km/h, its theoretical top speed was 293 km/h at 6600 rpm in sixth gear.

The hand-built LS9 engine took approximately five hours to assemble and was fitted at HSV’s production facility in Clayton, Victoria. To fit within the engine bay, the radiator was tilted backwards from its normal position, while a new oil tank design for the dry sump return and revised exhaust system were also implemented. The LS9 engine was mated to a six-speed Tremec TR6060 (MH3 specification) manual transmission which had a ZF Sachs twin-plate clutch.

The HSV GTSR W1 had coil-over springs and dampers by SupaShock, which also supplied Walkinshaw V8 Supercar teams. The suspension included linear-style damper pistons that had the ‘lowest frictional losses of any commercial damper available and a front coil design rated at approximately 2.2 times higher than the balance of the HSV range.’

The HSV GTSR W1 had Pirelli P Zero Trofeo R 265/35 R20 front and 295/30 R20 rear tyres. According to HSV, the Pirelli Trofeo R tyres were ‘track-focused’ tyres that were designed to ‘maximise standing start and mid-corner grip’.

Compared to the HSV Gen-F2 GTSR, the HSV GTSR W1 could be identified by its:

• Carbon fibre front fender vents;
• Matte Black ‘SV Panorama’ alloy wheels;
• Shadow chrome exhaust tips; and,
• ‘Aeroflow’ decklid spoiler finished in carbon fibre.

Inside, the HSV GTSR W1 had ‘HSV Podium’ seats finished in full Alcantara with diamond-quilted stitching, and an Alcantara-wrapped sports-profile steering wheel and gear selector.

Related links

• Brochure: HSV Gen-F2 GTS (September 2015)
• Brochure: HSV Gen-F2 GTSR and GTSR W1 (January 2017)
• Holden Special Vehicles: HSV Gen-F2 GTS
• Wikipedia.org: Holden VF Commodore – HSV
• Wikipedia.org: HSV – Gen F

Overview

Released in September 1992, the HSV VP GTS was a large, rear-wheel drive sedan. Manufactured in Elizabeth, South Australia, and finished by HSV in Notting Hill, Victoria, the GTS was powered by a 5.0-litre V8 petrol engine that was mated to a four-speed automatic transmission. Production was discontinued in December 1992 and limited to 130 vehicles.

V8 engine

The cast-iron 5.0-litre pushrod V8 engine had the same four-bolt engine block as that used in the VN Commodore SS Group A SV . Compared to the engine in the VP SV ClubSport, the GTS engine had flat-top pistons, ‘D’ port heads, Crane roller rockers bigger valves, larger diameter lifter bores, a revised camshaft, special throttle body, knock sensor, special extractors and a recalibrated engine management system.

Dimensions and suspension

Based on the Holden VP Commodore Berlina , the VP GTS was 4891 mm long, 1812 mm wide, 1403 mm tall and had a 2731 mm long wheelbase. Visually, however, the VP GTS was distinguished by its body kit that was based on the VN Commodore SS Group A SV body kit, while the alloy wheels, grille and rear spoiler were shared with the VP Senator .

The GTS had MacPherson strut front suspension and independent rear suspension with semi-trailing arms.

Safety equipment

Standard safety equipment for the VP GTS was limited to ABS.

Brakes

The GTS was fitted with HSV’s ‘premium braking package’ which consisted of 327 mm by 28 mm vented front brake discs and 280 mm by 20 mm vented rear discs.

Features

Standard features for the VP GTS included 17- by 8-inch ROH alloy wheels with 235/45 ZR17 Pirelli P-Zero tyres, a radio and cassette player, climate control air conditioning, Group A front sports seats, cruise control, a three spoke Momo steering wheel, central locking, power windows, power mirrors, a trip computer and an alarm.

The GTS was also fitted with a limited slip rear differential.

Related links

• Holden Special Vehicles: HSV VP GTS
• Wikipedia.org: Holden VP Commodore – HSV
• Wikipedia.org: HSV – VP

Recalls: HSV Y-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 Y-Series GTS

• In May 2004, a recall was issued for HSV Y-Series GTS models built from 26 August 2002 and 2 September 2003 due to the possibility of the power steering cooler hose rupturing during cornering (PRA 2004/6978).
• In May 2004, a recall was issued for HSV Y-Series GTS models manufactured in the first two (2) weeks of May 2004 due to some driver’s seat having been manufactured with incomplete riveting and welding between the seat track and the mounting foot on the front right hand side (PRA 2004/7011).
• In March 2006, a recall was issued for HSV Y-Series GTS 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 Y-Series GTS 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 Y-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.

HSV Y-Series GTS: LS1 C4B V8 engine

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.

Transmissions

• The gearshift lever could rattle due to excessive clearances in the remote shifter linkages; a revised remote shifter was introduced in late 2003.
• For models with the V8 engines, it may be difficult to engage gears and the clutch pedal may feel soft and/or have a low disengagement point 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.

Problems and faults: HSV Y-Series GTS

• 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.
• Clunking noises from the front suspension when changing direction may be attributable to bent tie-rod pins.
• Steering rack boots may be damaged by excessive heat from the exhaust system; revised silicone steering rack boots were subsequently released.
• For manual models, 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.
• For models manufactured from January 2003 to July 2003, a faulty low-speed engine fan relay may cause the fan to remain on even after the ignition is switched off.
• 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.
• The fuel gauge may be inaccurate for readings below one-quarter of a tank – a revised fuel gauge calibration was introduced in late 2003 for this problem. Alternatives causes, however, include a bent fuel float and faulty sender unit.
• 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. In 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. The CD player may also display error messages, particularly with burnt CDs; resetting the CD player by disconnecting the battery, waiting for a few minutes and then reconnecting may fix the problem.
• The glove box lid may become distorted; a revised glove box lid was introduced in early 2003 with added ribs and which was manufactured from less heat-sensitive material.

Recalls: HSV VT 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 VT GTS

• In February 1998, a recall was issued for Holden and HSV VT models produced prior to 11 December 1997 due to the front flexible brake hose potentially becoming dislodged from the suspension strut – this could cause the brakes to fail (PRA 1998/3475).
• In May 1998, a recall was issued for HSV VT GTS models built from 5 February 1998 to 24 March 1998 due to the welding of brake pedal assemblies potentially being inadequate and causing the brakes to fail. The recalled vehicles were numbered in the range L287611 to L321633 (PRA 1998/3537).
• In March 1999, a recall was issued for HSV VT GTS vehicles due to seats with unprotected wiring. As such, the seat cushion could deflect sufficiently to crush the wiring harness and expose bare wires to the motor bracket and create a short circuit; this could cause the wiring insulation to burn. The recalled vehicles were numbered in the range L246596 to L259927 inclusive (PRA 1999/3845).
• In April 1999, a recall was issued for HSV VT GTS models manufactured from 24 August 1998 to 11 December 1998 for potentially faulty microprocessors within the sensing and diagnostic module of the supplemental restraint system; this could potentially cause accidental activation of the vehicle’s airbags. The recalled vehicles were numbered in the range L367025 to L413138 inclusive (PRA 1999/3916).
• In July 1999, a recall was issued for VT Series II models manufactured between 27 May 1999 and 22 June 1999 due to final attaching torque not being achieved during assembly of the steering gear, rack-bar and inner ball joint housing. The recalled vehicles were numbered in the range L464495 to L473691 inclusive (PRA 1999/4007).
• In July 2001, a recall was issued for certain HSV VT.II GTS vehicles that were manufactured after June 1999. In these vehicles, an interruption of the electrical current to the fuel pump relay, fuel pump connectors and low-beam headlight relay could cause the fuel pump and low-beam lights to fail. To fix, the old relays (part number 92047112) were replaced with new relays (part number 92107897) (PRA 2001/4844).

Problems and faults: HSV VT 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.

HSV VT GTS: LS1 C4B V8 engine

• For early HSV VT models with LS1 engines, oil consumption of up to 2.5 litres per 10,000 kilometres was considered acceptable. The piston and ring designs were modified during production to reduce oil consumption.
• Rattling noises on start up are relatively common due to piston manufacturing tolerances and should reduce as the engine warms up.
• During a cold start-up, there should be at least 150kpa of oil pressure to prevent damage to the crank bearings when accelerating – if less, the engine may need to be removed to replace the oil pump and the pick-up tube o-ring. Due to the front-mounted oil pick-up and sump design, hard acceleration could result in the pump pick-up not being submersed in enough oil, such that the oil system may momentarily aerate.
• Coolant could leak from the spring-band clamps on the coolant cross-over pipe (located below and behind the radiator). From mid-2000, worm drive hose clamps were fitted.
• 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.
• 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.
• For early models, power steering fluid could leak due to the return hose that was clamped to the power steering reservoir coming into contact with the power steering pump pulley. In mid-1999, a tie-strap was introduced to restrict hose movement.

GM LS 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.

Automatic transmissions

• When driving at highway speeds, the transmission may downshift from fourth to third gear but would not subsequently engage fourth gear – this was due to transmission fluid loss and may require the O-rings in the gearbox to be replaced.
• A clunking noise when the gearshift is moved into park may require a revised transmission slider guide to be fitted (introduced in mid-1999).

Manual transmissions

• At the first use of the clutch pedal after a cold start, there may be a squealing noise which recurs when the clutch is disengaged – this may be due to incorrect fitment, damage or a lack of lubrication of the spigot bush.
• The gearshift knob may vibrate in third or fourth gear at wide open throttle openings from 2500-4000rpm due to excessive clearance between the shifter knob and lever; from March 2002, gearshift knobs were glued on. Furthermore, the gearshift lever may rattle due to excessive clearances in the remote shifter linkages; a revised remote shifter was introduced in late 2003.
• It may be difficult to engage gears and the clutch pedal may feel soft and/or have a low disengagement point 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.
• It may not be possible to select gears if the remote shifter mechanism front pivot ball dislodges from the nylon retainer – this may occur if excessive force is used for gear changes. A metal reinforcing plate was subsequently introduced to prevent this from occurring.
• Excessive road or gear noise from the transmission shifter area may be due to a split inner boot or a loose retainer plate. A revised gearshift boot and retainer plate was introduced in early 2002.

Problems and faults: HSV VT GTS

• Excessive rear inside tyre wear may require a rear camber kit to correct wheel angles. However, worn control arm bushes can also affect wheel alignment and tyre rear.
• Noises from the front suspension during low speed manoeuvres may be due to the rubber bushes on the front sway bar links having compressed or split.
• Grinding noises from the front wheels when cornering may be due to the ingress of small stones or dirt into the front strut upper support bearing; a foam dust seal was subsequently released to reduce this problem.
• The radius rod which joins the front lower control arm to the front of the engine cross member was susceptible to wear and the rubber could split. Furthermore, the bushes on the rear of the radius rod (in the lower control arm) could wear, move rearward during braking and cause a clunking noise.
• After long drives or high operating temperatures, there may be a clunking noise from the front of the vehicle that is also felt through the steering wheel when turning – this may be caused by excessive movement of the inner tie-rod end of the steering rack. A revised tie-rod was introduced in early 2001.
• Excessive free play in the steering wheel may be due to the upper bearing of the steering column failing; a revised bearing was introduced in 2001.
• The ABS warning light may illuminate due to the left front ABS sensor lead coming into contact with the sway bar link rod; a retaining clip was introduced in late 1999 to prevent this.