GWM Ute: common faults & what to check

Which GWM Ute are you looking at?

1 generation variant documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Engine not documented

1 variant documented

2020–now2020–nowGenerationEngine not documented for this generationEngine not documentedDocumented issues5 knownSee faults & what to checkKickTyres illustration, not a photograph.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this GWM Ute

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

The checks worth doing on a GWM Ute before you hand over any money. Every documented fault is listed below, each with its own page.

• Costly issue

  Scan for DPF backpressure and soot load fault codes.

  See why

  Diesel Particulate Filter Blockage on Short-Trip Use

  The GWM Cannon's GW4C20NT 2.0-litre diesel is fitted with a DPF that requires regular highway-speed driving to complete passive and active regeneration cycles. Owners using the Cannon predominantly on short urban runs or low-speed tracks without sustained highway driving experience DPF blockage, triggering a warning light and forcing a dealer-initiated forced regeneration or physical DPF removal and clean. The problem is compounded by owners switching the engine off mid-regeneration cycle.

  What you would notice

  • DPF warning light on dashboard
  • Reduced engine power or limp mode
  • Increased fuel consumption
  • Strong sulphur or burning smell from exhaust during forced regen

  Typically $400–$3,800 to put right.

• Costly issue

  Cold-start the vehicle and immediately listen for timing chain rattle from front of engine.

  See why

  GW4C20 Timing Chain Tensioner Cold-Start Rattle

  The GW4C20 2.0T engine uses a hydraulic timing chain tensioner fed from the main oil gallery. On cold starts — particularly after overnight soak — oil drains back from the tensioner piston, allowing chain slack for the 2–6 seconds required to re-establish oil pressure. The variable valve timing phasers on both intake and exhaust camshafts also demand immediate oil pressure and contribute additional chain noise during the pressure-build phase. Repeated cold start drain-back accelerates chain stretch over time. The condition worsens with extended oil change intervals or incorrect viscosity (e.g., 10W-40 instead of specified 0W-20), which delays the pressure spike. Advanced chain stretch produces cam-crank correlation fault codes and can affect ignition timing, elevating the issue from noise to functional failure.

  What you would notice

  • Metallic rattling from front of engine on cold start, lasting 2–8 seconds
  • Rattle worsens significantly in cold weather below 5°C
  • Noise disappears once oil pressure is established
  • Check engine light for cam-crank timing correlation in advanced cases

  Typically $1,800–$4,500 to put right.

• Costly issue

  Scan for SCR and AdBlue system fault codes.

  See why

  AdBlue Dosing Pump Failure

  The selective catalytic reduction system on the GW4C20NT diesel uses an AdBlue dosing pump to inject urea solution into the exhaust stream. Dosing pump failures presenting as a faulty actuator or blocked injector nozzle have been reported on higher-mileage Cannon units, triggering a DEF system fault code and eventually disabling engine starting after a set warning period if unresolved. The pump and nozzle assembly is not serviceable and replacement is required. Sourcing OEM parts through GWM AU dealers can involve extended lead times.

  What you would notice

  • AdBlue or DEF warning light on dashboard
  • Fault code relating to SCR dosing pump or injector
  • Countdown message indicating remaining starts before immobilisation
  • No visible AdBlue consumption despite pump running

  Typically $900–$2,200 to put right.

• Costly issue

  Connect a known-good ABS-equipped trailer and check for fault lights on both vehicles.

  See why

  Tow Bar Harness Earth Fault Triggers Trailer ABS

  The GWM Ute's factory tow bar wiring uses a CAN-bus-integrated 13-pin trailer socket with a dedicated trailer detection module that communicates with the ABS and ESC control units. The harness earth return wiring has shown inadequate bonding at the towbar bracket, causing a floating ground potential differential between tow vehicle and trailer. When a trailer equipped with its own ABS module or an electronic brake controller is connected, the impedance mismatch on the shared earth return path generates spurious voltage signals interpreted by the trailer ABS ECU and the tow vehicle BCM as active fault conditions. This can produce trailer ABS warning lights, erratic brake controller outputs, or partial ESC intervention on the tow vehicle. The root cause is undersized earth wiring gauge in the factory harness loom, not trailer or brake controller incompatibility.

  What you would notice

  • Trailer ABS warning light activates immediately when trailer is connected
  • Aftermarket brake controller displays fault or error code during towing
  • ESC or stability control warning light on tow vehicle illuminates with trailer connected
  • All fault lights clear when trailer plug is disconnected

  Typically $350–$1,500 to put right.

• Costly issue

  Inspect the rear differential casing and output shaft flanges for oil weeping or staining.

  See why

  Rear Differential Output Shaft Oil Seal Leak

  The rear differential pinion and output shaft oil seals on the GWM Cannon have been identified as a recurring leak point, particularly on vehicles operated in off-road conditions or subject to water crossings. The seals degrade prematurely under heat cycling and contamination ingress, allowing gear oil to weep from the differential casing. If undetected, continued operation with low differential oil risks bearing and gear surface damage requiring differential rebuild or replacement.

  What you would notice

  • Oil staining or wet patch beneath the rear differential
  • Gear oil smell from the rear axle area
  • Differential oil level below minimum on check
  • Whining or grinding from the rear diff under load if oil has been lost

  Typically $350–$1,200 to put right.

What these repairs cost on other cars

Some of the GWM Ute’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

• Timing Chain Replacement Cost
• DPF Repair and Replacement Cost

Other GWM models