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Top issues
13 known problems · 4 high
high
Asbestos gaskets/exhaust (2009-2012 recall)
All engines
high
Parts availability and dealer/warranty support
All engines
high
Overheating / head gasket and cooling faults
2.4L V240 petrol (4G69)
Recalls
4 on recordREC-003262
2009-12-15
Defect: A seat belt mechanism issue.
Remedy: Great Wall dealer inspection/repair, free of charge.
Affected: Great Wall V240
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-003290
2010-05-04
Defect: A handbrake assembly defect.
Remedy: Great Wall dealer inspection/repair, free of charge.
Affected: Great Wall V240
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-005121
2012-08-15
Defect: A gasket defect.
Remedy: Great Wall dealer inspection/repair, free of charge.
Affected: Shared notice across SA220, V240, X240, V200 and X200 models
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-003631
2015-04-30
Defect: A fuel filler neck assembly manufacturing defect.
Remedy: Great Wall dealer inspection/repair, free of charge.
Affected: Great Wall V200
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
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Before and after
Before: None (Great Wall's first volume ute in Australia)
After: Great Wall Steed (2016-2021)
Price (AUD)
$4k-$14k
Body styles
Dual cab ute, Single cab ute (from 2010)
Drivetrain
RWD (2WD), Part-time 4WD (dual-range)
Origin
China
Built in
China
Overview
Great Wall's breakthrough Australian ute, sold as the petrol V240 from 2009 and joined by the diesel V200 (V200 TDi) from 2011, in single- and dual-cab body styles and in 2WD (RWD) and part-time dual-range 4WD. It undercut every Japanese rival by many thousands of dollars (around $24,990-$27,990 drive-away when new) and that price was the whole point - it was built down to a cost. The V240 uses a licence-built older Mitsubishi 4G69 2.4 petrol (detuned, no MIVEC, with a GM/Delphi injection system), while the V200 uses Great Wall's own GW4D20 2.0 common-rail turbo diesel. Both have a long-standing poor reputation for longer-term reliability and parts/dealer support - sales collapsed once owners hit quality issues, and the brand was notorious for warranty pushback. Capable basic worker for light duties at a low buy-in, but treat any used example with caution: budget for a thorough pre-purchase inspection, expect patchy parts supply, and do not expect Japanese-ute longevity. NOTE: some 2009-2011 examples were fitted with asbestos-containing gaskets/exhaust components and were subject to an ACCC recall - verify the asbestos rectification was completed.
Engines & variants
2.4L V240 petrol (4G69)
Engine
Licence-built Mitsubishi 4G69 2.4L SOHC 16v petrol I4 (no MIVEC), GM/Delphi injection
Engine code
4G69
Config
I4 NA petrol
Displacement
2378cc
Power
100kW @ 5250rpm
Torque
200Nm @ 2500-3000rpm
Drivetrain
RWD (2WD) or part-time 4WD (dual-range)
Economy
10.7 L/100km combined (claimed); 12-13 real world
Tow (braked)
2000-2250kg
Tow (unbraked)
750kg
Transmission
5MT
Timing chain / belt / gear
Chain-driven (timing chain)
Pros
- Cheap to buy and cheap to insure
- Underlying 4G69 architecture is an old, simple Mitsubishi design
- Timing chain (no belt to change)
- No diesel emissions complexity - no DPF, no glow plugs
- Adequate for light loads and around-town use
Cons
- Detuned and gutless - poor overtaking and weak when loaded or towing
- GM/Delphi injection + emissions calibration give notoriously poor throttle response
- Cold-start reluctance and misfire (P0300) complaints are common
- Patchy parts availability and poor dealer/warranty support
- Manual only - no auto offered
- Resale is very weak; build quality is built-to-a-price
Known problems
medium
Cold-start reluctance / hard starting
A very common complaint - reluctant to start first thing in the morning then fine once warm. Often traced to ignition components, fuel delivery, or in worse cases worn valve guides/rings giving low compression.
Fix: Check coils, leads, plugs and fuel pressure first; compression test if persistent. Worn internals point to a tired engine.
medium
Cylinder misfire (P0300)
P0300 random/multiple-cylinder misfire is frequently logged - typically faulty coils, HT leads, spark plugs, or fuel-system issues; occasionally the ECU.
Fix: Replace ignition components (coils/leads/plugs) and inspect injectors/fuel system; verify with diagnostics.
high
Overheating / head gasket and cooling faults
Thermostat failures, electric fan faults and head-gasket leaks are reported; overheating can then damage rings and internals.
Fix: Replace thermostat/fan as needed; pressure-test cooling and check for combustion gases in coolant; head gasket if confirmed.
medium
Oil burning / blue smoke (engine wear)
Blue smoke and oil consumption indicate worn rings/valve guides on higher-km or overheated examples.
Fix: Compression/leak-down test; top-end or rebuild depending on extent - often uneconomic on a cheap vehicle.
2.0L V200 TDi diesel (GW4D20)
Engine
Great Wall 2.0L common-rail turbo diesel I4, Euro 4 (EGR + variable-nozzle turbo)
Engine code
Config
I4 turbo diesel
Displacement
1996cc
Power
105kW @ 4000rpm
Torque
310Nm @ 1800-2800rpm
Drivetrain
RWD (2WD) or part-time 4WD (dual-range)
Economy
8.3 L/100km combined (claimed); 9-11 real world
Tow (braked)
2000kg
Tow (unbraked)
750kg
Transmission
6MT
Timing chain / belt / gear
Chain-driven (timing chain)
Pros
- More torque (310Nm) and noticeably better economy than the petrol
- 6-speed manual is a better tow/load match than the petrol 5-speed
- Euro 4 with EGR but no DPF to clog
- Cheapest used diesel dual-cab 4WD on the market
Cons
- Strong turbo lag - little happens below ~2500rpm
- EGR and variable-nozzle turbo carbon up, especially in city use
- Hard-start / low fuel-pressure on cranking is a recurring complaint
- Manual only; parts and dealer support are patchy
- Reliability and build quality well below Japanese rivals
Known problems
high
VNT turbo carbon / actuator faults
The variable-nozzle (VNT) turbo's vanes carbon up and seize, and the vacuum actuator / position sensor and hoses fail, causing power loss, the 'spanner' warning light and limp mode - worse on low-rev city driving.
Fix: Clean or replace the VNT turbo and actuator, repair vacuum lines; do periodic highway runs to burn off carbon.
medium
EGR valve clogging / sticking
The Euro 4 EGR valve clogs with soot and can stick open, causing rough running, power loss and hard starting. Aftermarket EGR valves are readily available.
Fix: Remove and clean the EGR (brake cleaner) or replace if heavily clogged; EGR delete only where legal.
medium
Hard starting / low fuel pressure on cranking
Inconsistent cold starting from weak lift pump, clogged fuel filter, glow-plug faults, or an injector leaking back through the overspill line dropping rail pressure.
Fix: Run-back test to find a leaking injector; replace fuel filter, check lift pump and glow plugs; injector service as needed.
medium
Injector wear / power loss under load
Common-rail injectors wear, giving rough running, smoke and the spanner light under acceleration.
Fix: Diesel-specialist injector test and replacement; use quality fuel and good filtration.