2019 Hyundai Sonata inspection checklist

The records describe a possible crash, fire, injury, or loss of control.

“The contact owns a 2019 Hyundai Sonata. The contact stated that while her husband was driving at 15 MPH in a residential area, another vehicle coming from the left side tried to pass the contact into oncoming traffic, as the contact's husband was trying to slow down to make a U-turn. As a result, the other driver's vehicle then crashed into the contact's husband. There were no warning lights illuminated. None of the air bags deployed. The vehicle was idled back to a friend's place of residence. The contact's husband suffered injuries from the vehicle collision. The contact's husband went to the hospital a day after the collision and was informed he would be sore for a couple of days. A police report was filed. The vehicle has not been repaired or taken to be diagnosed. The contact stated that she had notified the other vehicle's insurance and was awaiting a response. The dealer has not been made aware of the failure. The manufacturer was not made aware of the failure. The failure mileage was 100,000.”

The records describe a possible crash, fire, injury, or loss of control.

“EXHAUST TIP UNDER RIGHT REAR BUMPER EXTENDS PAST END OF BUMPER. A FEW WEEKS AGO SOMEONE BURNED THEIR LEG WHILE ACCESSING THE TRUNK. YESTERDAY, A SEPARATE PERSON WAS ALSO BURNED FROM SAME EXHAUST TIP FROM STANDING CLOSE TO BUMPER TO ACCESS THE TRUNK. WE HAD 2016 SONATA FOR 4 YEARS AND NEVER EXPERIENCED BURNS FROM SIMILAR EXHAUST TIP. CAR WAS PARKED ON LEVEL DRIVEWAY. CAR WAS WARMED UP FROM RECENT DRIVE AND TURNED OFF.”

The records describe a problem worth checking before purchase.

“The primary failure is in the Engine/Powertrain system and Knock Sensor Detection System (KSDS), causing 6 identical sudden engine stalls (OBD-II code P1326) from 09/2000 to 06/2026. Additionally, severe excessive oil consumption was documented during 2 of these diagnostic visits, showing deep-seated engine issues. The vehicle and all records are available for inspection at the Hyundai dealer. Safety was severely threatened on 6 occasions. The vehicle abruptly stalled at 60+ mph in active highway traffic, forcing an immediate engine shutdown. This left me with highly impaired steering and braking control in fast-moving traffic, creating an imminent risk of high-speed rear-end collisions and jeopardizing my life and others. The primary stalling defect and P1326 code were confirmed 6 separate times by the authorized Hyundai dealership. The secondary excessive oil consumption issue was also formally confirmed by the dealer during 2 of those visits. Despite multiple dealership-confirmed diagnoses, no permanent repair has been achieved. The vehicle has been inspected during all 6 visits by dealership technicians. For the current (6th) visit, the dealer could not resolve the recurring defect and formally contacted Hyundai Corporate Technical Support for expert analysis, which is currently ongoing. Except for the first visit, the pattern is identical: the car stalls, the dealer clears codes/replaces KSDS, and it stalls again within 3 weeks. Notably, during the 4th visit, they replaced the Intake Manifold. Now, on this 6th visit, they demand I pay to replace that same part again. This proves they cannot diagnose the root engine failure and are only applying useless, temporary fixes. Prior to all 6 stalls, the flashing Check Engine / Hybrid Warning light triggered on the dashboard. This critical KSDS alert was followed within seconds by a total loss of motive power. Also, a history of rapid engine oil depletion and low-oil alerts was documented in 2 of the diagnostics.”

The records describe a problem worth checking before purchase.

“Loss of Motive Power The National Highway Traffic Safety Administration (NHTSA) received a letter dated July 13, 2022, petitioning the Agency to initiate a safety defect investigation into loss of motive power allegations attributed to oil drain pan assembly failures on certain Hyundai Motor America, Inc. and Kia America, Inc. vehicles spanning Model Years (MY) 2005-2021. The Petitioners cited examples of complaints indicating that the subject vehicles were experiencing rapid loss of engine oil due to oil drain plug back outs, resulting in loss of motive power and/or catastrophic engine damage. Additional complaints were provided which alleged that the oil drain pans lack sufficient structural integrity and are susceptible to cracking. The petition itself can be reviewed at NHTSA.gov under ODI number 11481745. On September 12, 2022, the Office of Defects Investigation (ODI) opened Defect Petition (DP22-003) to evaluate the Petitioners’ request. The Petitioners have provided additional complaints within four supplemental letters dated January 31, 2023, March 21, 2023, May 23, 2023, and August 4, 2023. ODI’s evaluation included the review and analysis of the complaints and supporting information submitted by the Petitioners, as well as additional complaints submitted directly to NHTSA which referenced either the oil drain plug or a crack in the oil pan. After reviewing the available data, ODI has not identified evidence that would support opening a defect investigation into the oil drain pan assemblies of the subject vehicles. Based on a review of the available information, a loss of motive power resulting from an oil drain plug back out has not occurred between the initial sale of a vehicle and the completion of its first oil change. If during an oil change service, a technician fails to remove the existing drain plug gasket before installing a new gasket, it is likely that a proper seal between the drain plug and the oil pan will not be made. An improper seal between the drain plug and oil pan could lead to the backing out on the drain plug, resulting in the sudden loss of oil while driving. Additionally, the provided examples of oil pan cracks were localized to the immediate vicinity of the oil drain plug and/or appeared to be the result of direct-contact with a tool during servicing.  There is no information to support that a vehicle-based defect exists relating to the oil pan assembly, and instead the documented incidents are related to the failure to follow the proper maintenance procedures during oil change service. In October 2023, Hyundai published a Technical Service Bulletin (TSB) that provided detailed instructions for oil change service on its gasoline powered vehicles, specifically highlighting the need to remove and replace the existing drain plug gasket prior to reinstalling the drain plug. After a thorough review of the material submitted by the petitioner, the information already in NHTSA's possession, and the potential risks to motor vehicle safety implicated by the petitioners' allegations, NHTSA does not believe that a formal investigation is warranted. Therefore, the petition is denied. A Federal Register Notice (FRN) further detailing NHTSA’s reasons for denial of the petition will be published. The reference numbers for the complaints to NHTSA cited by the petitioner can be found in the petition submission documents in the public file for DP22-003. To review those complaints and the additional complaints ODI added to its evaluation which are cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.”

The records describe a possible crash, fire, injury, or loss of control.

“Electrical overstress The Office of Defects Investigation (ODI) opened this investigation to determine if the failure of airbags to deploy during severe crashes, in certain vehicles, was the result of a safety related defect.  During the investigation a complex failure was studied that can result in non-deployment of subject vehicle air bags and other restraint system devices in severe crash events. The subject vehicles may be equipped with an airbag control unit (ACU) for the supplemental restraint system (SRS) Electronic Control Unit (ECU) manufactured by ZF-TRW.  The ECU receives signals from crash sensors mounted in the vehicle and deploys the vehicle air bags and seat belt pretensioners in accordance with manufacturer design specifications.  The ECU in the subject vehicles contains a model DS84 application-specific integrated circuit (ASIC) which controls the communication of the crash sensor signal, firing commands (i.e., when to deploy the airbag(s) and/or pretensioners), and fault information (e.g., diagnostic trouble codes). In September 2016, FCA announced recall 16V-668 for certain model year (MY) 2010 to 2014 Chrysler, Dodge and Jeep products manufactured with the subject ZF-TRW ACU.  In this recall, FCA discussed an EOS condition that resulted in a failure of the subject DS84 ASIC, which caused air bag non-deployment.  FCA noted that the defect condition had only been observed in vehicles equipped with sensor harnessing routed across the front of the vehicle.  Other FCA vehicles that also used the subject ACU, but were not equipped with cross-car harnessing, had not experienced EOS failures, despite similar time in service. During the course of this investigation, ODI sent two separate Information Request (IR) letters to six vehicle manufactures (including FCA, Hyundai, Honda, Kia, Mitsubishi, and Toyota) and one IR letter to ZF-TRW.  These IR letters resulted in ODI receiving comprehensive data from these manufacturers and suppliers. Studies of this data found that the DS84 ASIC does not have sufficient protection against negative electrical transients or electrical overstress (“EOS”) that can be generated in certain severe crashes.  An electrical transient occurs when the electrical power supplied to a circuit changes momentarily over a short duration of time.   In these severe crash cases, the crash sensors and other powered wiring can be damaged and short circuited so as to create a negative electrical transient of sufficient intensity and duration (that are outside the vehicle manufacturer's specification) to damage the ASIC before the restraint device deployment signal is received by the SRS ECU.  This damaged signal can lead to incomplete or nondeployment of the air bags and/or pretensioners.  Airbag non-deployment and/or lack of pretensioner operation can increase the risk or severity of injury in a crash.A total of 8 fatalities and 14 injuries were associated with known EOS events. The common element in all investigated manufacturers vehicles is the SRS ECU containing a DS84 ASIC manufactured by ZF-TRW.  The risk associated with the ASIC is equally shared among all OEMS involved in the investigation.  The actual real-world risk can be mitigated by other factors which were assessed by ODI during this investigation. The first mitigating factor involves protections built into the ACU design which protect the DS84 ASIC from damage.  There are multiple strategies and levels of protection employed by different OEMs that provide effective EOS mitigation.  The two most common strategies at the ACU level are circuit protection diodes on the remote senor signal lines, and current limiting resistors that protect critical components. The second mitigating factor is found at the vehicle level and involves the location and routing of the wires leading from the crash sensors to the SRS ECU.  If the wires are well protected in a crash and are not routed with other power wires carrying large currents, the risk for an EOS event is significantly reduced or eliminated. These design specific factors combine to produce a spectrum of risk for the vehicles equipped with ACUs using the DS84 ASIC.  Given the many of years of field exposure, it is possible to divide the subject population into two groups; vehicles which have experienced EOS events, and vehicles which have not experienced EOS field events. Four of the six OEMs involved in this investigation have experienced EOS field events on at least one of their models equipped with a DS84 ASIC.  All vehicle models (including the Toyota models identified in the Failure Report Summary of the opening resume for this investigation) with field events have been recalled.  In an abundance of caution, ODI kept this investigation open five years to monitor field performance and did not identify any field events on vehicles not included in existing safety recalls. Given the spectrum of risk identified in this investigation and that all vehicles with a demonstrated unreasonable risk have been recalled, ODI is closing this investigation. ODI is closing this investigation with the following manufacturer safety recalls: 16V-668, 18E-043, 18V-137, 18V-363, and 20V-024.  With the recall actions taken by the subject vehicle and equipment manufacturers, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exists on other model or model year vehicles outside of the recall scopes. The agency reserves the right to take further action if warranted by the circumstances.”

The records describe a problem worth checking before purchase.

“Certain 2015-2019MY Sonata (LFA) vehicles may intermittently exhibit reduced engine power, a “Crank/No Start” condition, and/or have DTC P1233 stored in the ECM due to an internally leaking fuel pump filter housing. For vehicles exhibiting one or more of these conditions, Hyundai is extending warranty coverage for fuel pump filter assembly repair or replacement to 15 years / 150,000 miles from the date of original retail delivery or date of first use (whichever occurs first). This service action and warranty extension is valid for original and subsequent owners.”

The records describe a problem worth checking before purchase.

“Certain Hyundai vehicles with exterior white paint may exhibit peeling or bubbling on metal body panels: hood, fender(s), roof, door(s), quarter panel(s), and tailgate/trunk. The paint warranty coverage for affected vehicles has been extended to 10 years/unlimited miles from the date of original retail delivery or date of first use, and is valid for original and subsequent owners. The warranty extension does NOT apply to any vehicle that has been previously declared a total loss, and/or sold for salvage by a financial institution or insurer, and/or has a branded or similar title under any state’s law.”

The records describe a problem worth checking before purchase.

“Description: Certain Hyundai vehicles with exterior white paint may exhibit peeling or bubbling on metal body panels: hood, fender(s), roof, door(s), quarter panel(s), and tailgate/trunk. The paint warranty coverage for affected vehicles has been extended to 10 years/unlimited miles from the date of original retail delivery or date of first use, and is valid for original and subsequent owners. The warranty extension does NOT apply to any vehicle that has ever been declared a total loss or sold for salvage by a financial institution or insurer, or has a branded or similar title under any state’s law. ”

The records describe a problem worth checking before purchase.

“Certain 2015 – 2018 model year Elantra, 2015 – 2019 model year Sonata, 2017 – 2021 model year Tucson, 2017 – 2018 model year Santa Fe Sport, 2019 model year Santa Fe, 2021 – 2023 model year Santa Fe Hybrid, and 2020 – 2023 model year Palisade vehicles may exhibit excessive paint peeling or bubbling of the primer/paint film on the exterior metal body panels: hood, fender(s), roof, door(s), quarter panel(s), and tailgate/trunk. This warranty extension only applies to factory-applied paint and does not cover collision-related paint repairs or vehicles with a salvaged title. Hyundai is extending the warranty coverage for certain white paint colors under these conditions from 3 years and 36,000 miles, to 10 years with unlimited miles from the date of original retail delivery or date of first use, and is valid for original and subsequent owners.”

The records describe a problem worth checking before purchase.

“Some vehicles may exhibit excessive paint peeling or bubbling of the primer/paint film on the exterior metal body panels: hood, fender(s), roof, door(s), quarter panel(s), and tailgate/trunk. This warranty extension only applies to factory-applied paint and does not cover collision-related paint repairs or vehicles with a salvaged title. Hyundai is extending the warranty coverage for certain white paint colors under these conditions from 3 years and 36,000 miles, to 10 years and unlimited miles from the date of original retail delivery or date of first use, and is valid for original and subsequent owners.”

The records describe a problem worth checking before purchase.

“Some Hyundai vehicles with exterior white paint may exhibit peeling or bubbling on metal body panels: hood, fender(s), roof, door(s), quarter panel(s), and tailgate/trunk. The paint warranty coverage for affected vehicles has been extended to 10 years/unlimited miles from the date of original retail delivery or date of first use and is valid for original and subsequent owners.”

The records describe a problem worth checking before purchase.

“Certain Hyundai vehicles with exterior white paint may exhibit peeling or bubbling on metal body panels: hood, fender(s), roof, door(s), quarter panel(s), and tailgate/trunk. The paint warranty coverage for affected vehicles has been extended to 10 years/unlimited miles from the date of original retail delivery or date of first use and is valid for original and subsequent owners. The warranty extension does not apply to any vehicle that has ever been declared a total loss or sold for salvage by a financial institution or insurer or has a branded or similar title under any state’s law.”