Electrical System. Review the 5 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Engine. Review the 5 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Steering. Review the 2 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →

NHTSA owner reports · September 18, 2026 snapshot.

0 crash reports2 fire reports0 injury reports

What owners actually said

12 reports

98,000 miles · Oct 5, 2021

Engine

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The contact owns a 2015 Kia Optima Hybrid. The contact stated while driving 30-45 MPH, she heard abnormal knocking sounds coming from the engine. There were no warning lights illuminated. The contact stated she was able to continue to drive to her residence. The vehicle was taken to the dealer who diagnosed that the engine needed to be replaced. The dealer also informed the contact that the vehicle could not be repaired under NHTSA Campaign Number: 18V907000 (Fuel System, Gasoline, Engine) because the VIN was not included in the recall. The manufacturer was notified of the failure but provided no assistance. The vehicle was not repaired. The approximate failure mileage was 98,000.

NHTSA ODI #11435565

32,000 miles · Apr 24, 2019

Power Train

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WHEN DRIVING THROUGH A NEIGHBORHOOD BETWEEN 20 - 25MPH THE HYBRID WARNING LIGHT ILLUMINATED WITH OVERHEAD VOICE STATING TO PULL OVER AND NOT DRIVE THE VEHICLE ANY FURTHER. IN THE PROCESS OF PULLING OVER THE CAR PROCEEDED TO LOSE ALL POWER. ELECTRICAL WITHIN CAR (LIGHTS, RADIO, ETC.) REMAINED ON BUT CAR WAS UNABLE TO ACCELERATE AND ENGINE WAS COMPLETELY OFF. THE CAUSE OF THE POWER LOSS IS STILL UNKNOWN, HOWEVER, WE WERE RUNNING ON HYBRID POWER AT THE TIME. THIS, WITH THE HYBRID MALFUNCTION INDICATOR LIGHT LEAD ME TO BELIEVE THIS IS A PROBLEM WITH THE HYBRID SYSTEM.

NHTSA ODI #11203438

62,000 miles · Apr 18, 2019

Electrical SystemEngineUnknown Or Other

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* OCTOBER 2017 WHILE DRIVING IN THE FREEWAY CAR SLOWED DOWN. GOT OFF FREEWAY AND TURNED OFF CAR. CAR WOULD NOT START ANYMORE. KIA REPLACED HIGH VOLTAGE FUSE, HYBRID BATTERY, POWER RELAY. * MARCH 2018 CAR WAS TAKEN IN DUE TO HEV AND ENGINE LIGHT ON WHILE DRIVING. CAR DID NOT ACCELERATE. KIA REPLACED THE TRANSMISSION. * MARCH 2018 CAR WAS RETURNED AFTER TRANSMISSION CHANGE AND 2 DAYS LATER WHILE DRIVING CAR GAVE HEV AND ENGINE LIGHT ON. KIA SAID IT WAS A "LOOSE WIRE" FROM TRANSMISSION. * MARCH 2018 CAR GAVE HEV AND CHECK ENGINE LIGHT ON WHILE DRIVING AND KIA REPLACED THE TRANSMISSION AGAIN (2ND TIME IN 1 MONTH). * APRIL 2018 CHECK ENGINE AND HEV CODE CAME OUT WHILE DRIVING AND KIA REPLACED THE COMPUTER FROM ENGINE. *MARCH 2019 HEV AND CHECK ENGINE LIGHT WHILE DRIVING ON KIA REPLACED THE MAIN HARNESS.

NHTSA ODI #11197210

87,770 miles · Jan 17, 2019

Electrical System

IMPROPER SEALING OF COOLANT RESERVOIR THAT HAS SLOWLY LEAKED ONTO THE HECU UNIT AND HAS FRIED THE HYBRID BATTERY

NHTSA ODI #11170569

50,000 miles · Dec 24, 2018

Electrical System

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ON DECEMBER 5, 2018 MY CAR SUDDENLY STALLED WHILE DRIVING IN AN INTERSECTION. I IMMEDIATELY TRIED TO RESTART IT BUT WAS UNSUCCESSFUL I HAD BATTERY POWER, ALL OF THE GA RESTART IT BUT WAS UNSUCCESSFUL I HAD BATTERY POWER, ALL OF THE GAUGES WOULD A CYCLE BACK-AND-FORTH WHENEVER PUSHING THE START BUTTON,HOWEVER IT WAS JUST LIKE THE GAS MOTOR WOULD NOT FIRE. IT IS STILL UNDER WARRANTY, SO I HAD IT TOWED TO A DEALERSHIP. THE NEXT MORNING I WAS CALLED AND TOLD THAT IT SHOWED A LOT OF CODES, AND THEY WOULD NEED SOME TIME TO DECIPHER THEM AND WOULD NOTIFY ME WITH RESULTS LATER. AFTER ABOUT FIVE HOURS I WAS CALLED BACK AND TOLD HER THAT THE BATTERY ON THE CAR WAS DEAD AND IT WOULD NOT TAKE A CHARGE. PLAY THEN INFORMED ME THAT THE BATTERY ON THE CAR WAS THE ONLY THING NOT UNDER WARRANTY AND THE NEW REPLACEMENT WAS $400. UNABLE TO PAY THAT MUCH FOR A 12 V BATTERY I TRIED UNSUCCESSFULLY FOR A WEEK TO ARGUE THE FACT THAT THE BATTERY WAS NOT DEAD WHEN IT WENT OUT AND GETTING NOWHERE I FINALLY BOUGHT A $200 BATTERY, AND INSTALLED IT MYSELF. I AM MEDIATELY TRIED TO START THE CAR.... IT DID THE SAME THING IT DID AFTER IT DIED A WEEK PRIOR. I AM FORM THEM AFTER GIVING THEM THE KEY TO THE CAR BACK AND I NEED NEW BATTERY AND IT STILL WOULD NOT START. A NOTHER WEEK WENT BY AND FINALLY I WAS TOLD THAT THEY WAS TAKING THE BATTERY I PURCHASED OUT TO PUT A KIA BATTERY IN THE CAR TO SEE IF IT WILL START (WHICH THEY SAID THAT ALLOWED THE CAR TO START). THEN STATED TO ME THAT AFTER IT STARTED THEY WERE ABLE TO PULL CODES ON IT AND IT HAD A BED SAFETY FUSE. I WAS FIVE MINUTES FROM THE DEALERSHIP WHENEVER I WAS NOTIFIED OF THIS SO I'LL STOP BY NEARLY AS I HUNG UP THE PHONE. WHEN I WALKED IN I WALKED STRAIGHT TO THE CAR WHICH WAS IN THE GARAGE AND LOOK AT MY BATTERY THAT I PURCHASED WAS STILL IN THE CAR, HAD NOT BEEN REMOVED AND I STARTED THE CAR. SUCCESSFULLY. I WAS STILL TOLD COULDN'T TAKE CAR.

NHTSA ODI #11163271

60,400 miles · Nov 9, 2018

Electrical SystemEngineFire

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TL* THE CONTACT OWNED A 2015 KIA OPTIMA HYBRID. THE CONTACT STATED THAT TEN MINUTES AFTER PARKING THE VEHICLE, IT BURST INTO FLAMES WITHOUT WARNING. THE FIRE DEPARTMENT EXTINGUISHED THE FIRE. A FIRE REPORT WAS FILED. THE VEHICLE WAS TOTALED AND TOWED AWAY BY THE INSURANCE COMPANY. THE DEALER WAS NOT CALLED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE AND PLANNED TO INVESTIGATE THE MATTER. THE CAUSE OF THE FAILURE WAS NOT DETERMINED. THE FAILURE MILEAGE WAS APPROXIMATELY 60,400. *TT CONSUMER STATED FIRE STARTED AT THE HYBRID BATTERY. *JB *TR

NHTSA ODI #11150361

42,021 miles · Aug 22, 2018

Structure

ANTENNA COVER FELL OFF WHILE CAR WAS REVERSING FROM HOME DRIVE-WAY.

NHTSA ODI #11121645

60,600 miles · Aug 2, 2018

EngineFire

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TL* THE CONTACT OWNED A 2015 KIA OPTIMA HYBRID. WHILE DRIVING 15 MPH, SMOKE APPEARED FROM THE ENGINE COMPARTMENT. THE CONTACT COASTED THE VEHICLE TO A PARKING LOT AND PARKED THE VEHICLE. THE CONTACT EXITED THE VEHICLE AND NOTICED FLAMES UNDERNEATH THE HOOD. THE CONTACT STATED THAT THE FIRE DEPARTMENT EXTINGUISHED THE FIRE. THERE WERE NO INJURIES AND A POLICE REPORT WAS FILED. THE VEHICLE WAS TOWED TO A TOW LOT AND DEEMED A TOTAL LOSS. THE CONTACT CALLED SEELYE FORD OF KALAMAZOO (3820 STADIUM DR, KALAMAZOO, MI 49008, (269) 375-3820). THE MANUFACTURER WAS NOTIFIED OF THE FAILURE AND OPENED A CASE. THE VIN WAS NOT AVAILABLE. THE FAILURE MILEAGE WAS 60,600.

NHTSA ODI #11115359

87,000 miles · Jun 4, 2018

Electrical SystemEngine

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TL* THE CONTACT OWNS A 2015 KIA OPTIMA. WHILE DRIVING 65 MPH, THE VEHICLE STALLED AND THE MESSAGE "HYBRID BATTERY ISSUE, PLEASE SHUT CAR OFF IMMEDIATELY" DISPLAYED. THE VEHICLE WAS TAKEN TO DCH KIA OF TEMECULA (26799 YNEZ RD, TEMECULA, CA 92591, (951) 268-9198) WHERE IT WAS DIAGNOSED THAT THE PRA REPLAY BATTERY AND THE SAFETY PLUG NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 87,000.

NHTSA ODI #11099834

52,000 miles · May 20, 2018

Exterior Lighting

WHILE DRIVING, BOTH HEADLIGHTS STARTED FLICKERING THEN WENT OUT COMPLETELY, FOG LIGHTS, HIGH BEAM ALL ARE FINE, TOOK CAR TO DEALERSHIP, TOLD IT NEEDED NEW HEADLIGHTS, THE HEADLIGHTS WERE NOT THE ISSUE, RESEARCHED ONLINE AND SEEN THERE WAS A RECALL FOR MY YEAR FOR HEADLIGHT ISSUES. PLEASE, HOW DO I GET THI S RESOLVED. WHEN I WENT…

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NHTSA ODI #11096903

Official recalls

No recalls in this snapshot.

Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗

NHTSA investigations

DP22005 · Pedestrian Alert Sounds

Opened Jan 27, 2023 · Closed Aug 7, 2023

Status: closed (inferred from source dates) · Electrical System:propulsion System

NHTSA received a petition on or about July 18, 2022, requesting that Federal Motor Vehicle Safety Standard (FMVSS) 141 be applied to all electric and hybrid vehicles operating in the United States. The petition can be reviewed at NHTSA.gov under ODI Number 11486072. FMVSS 141 establishes performance requirements for pedestrian alert sounds for motor vehicles. The standard applies to hybrid and electric vehicles that have a gross vehicle weight rating of 4,536 KG or less or are defined as low-speed vehicles. The standard became fully applicable to all such vehicles manufactured on or after March 1, 2021.On January 27, 2023, NHTSA opened Defect Petition (DP) 22-005 to evaluate the subject matter described in the petition. On June 24, 2023 and as supplemented on June 25, 2023, the petitioner notified NHTSA he was withdrawing his petition. The petitioner indicated that, based on his review of data, there is no justification for asserting potential benefits that could be derived from actions sought by my petition. Based on the petitioner's withdrawal, DP22-005 is closed. Closure of this DP does not represent a determination by NHTSA regarding the subject matter of the petition.

DP22003 · Loss Of Motive Power

Opened Sep 12, 2022 · Closed Dec 12, 2023

Status: closed (inferred from source dates) · Engine

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.

EA19001 · Electrical Overstress

Opened Apr 19, 2019 · Closed Sep 19, 2024

Status: closed (inferred from source dates) · Air Bags: Air Bag/restraint Control Module

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.