2018 Hyundai Sonata Hybrid

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.

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 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.

I was driving on the freeway and my car lost all power. My indicator dash board flashed lights and a loud beeping sound. The warning lights flashed to check my hybrid system and turn engine off, HEV. My car immediately lost power and turned off. I was on the freeway, I almost got into an accident, cars were honking at me. My vehicle was towed by my insurance company. I receieved a phone call from the service advisor today, he informed me that I need an electical water pump and the cost quoted to me is $1908.00. When I complained to the advisor he told me that water pumps only last 3-5 years. I told him that my previous car was a 2013 Sonata and sold it with 100,000 miles and I never had water pump issues. My online research discovered that this has been a recurrent issue with 2018 Sonata's.

NHTSA ID

11564994

Incident

Jan 8, 2024

2018 Sonata Hybrid May 19 - "Check Hybrid System Turn Engine Off" appeared on the dashboard. Vehicle brought to dealership. May 22 - I pay for a rental vehicle May 26 - Dealer states vehicle is ready and they performed service campaign 966. May 27 - My rental car is returned. Dealer picks me up and I go to dealership. I get into my car and "Check Hybrid System Turn Engine Off" appeared on the dashboard. Vehicle never driven off dealership lot. Dealership pays for my rental this time. June 10 - Dealer states vehicle is ready and they performed service campaign 966 (dealer says there are 2 software updates and the first time they only did 1). I return rental and pick up my vehicle. June 11 - "Check Hybrid System Turn Engine Off" . I go to dealer. Dealer turns off check engine light and tells me vehicle is safe to drive and bring the vehicle back on the 13th (Monday). Dealer affirms vehicle is safe, they cannot get me a car rental today and my vehicle is fine. I drive the vehicle home. Some time later, check engine light comes back on, vehicle loses power (engine cuts off?) and stalls in the intersection. I immediately turn on hazard lights. Depleting the hybrid battery (?) I am able to slowly bring the vehicle into a parking lot right after the intersection before I lose (all?) power. Vehicle is towed to dealer. June 13 - Picked up a 3rd rental car

NHTSA ID

11468982

Incident

May 19, 2022

Driving on Interstate 10 westbound at about 0700. Clear day. No adjacent vehicles. The frontal crash avoidance alert suddenly went off and automated emergency braking activated as I approached an underpass. There were some slightly harsh shadows, but not the worst I have seen and I drive this segment every day. Entire event was very short. No injury or other event occurred.

NHTSA ID

11468532

Incident

Jun 7, 2022

Same problem with this 2018 Hyundai Sonata Limited Hybrid engine as the already recalled 2017 Sonata’s with the same 4 liter/direct fuel injection engines. At approximately 69,000 miles the problems and check engine light analyzed was done by Auto Zone and Brandon Hyundai (3 times each and finding additional problems each time). I have documentation. P1326 Knock Sensor indicated engine failure problems P0302 Cylinder 2 misfire (occurred next day after repair of this part) U0293 Lost communication with HEV Powertrain control module ( not charging hybrid U1004 H-CAN C135B-08 no code explanation given C1612-08 CAN time-out TCM C1611-08 CAN time-out EPS ECM C1614-08 CAN time-out HCU C2229-08 Towed to dealer for repair. These problems occurred from 4/18/22 to 4/27/22 3 times in less than 2 weeks. car still in service dept today 4/30/22 with no resolution. Failures continued to escalate after each service. Went into “Limp Home Mode” twice. Very unsafe to drive. Stalled, jerked and speed reduced. This happened on I-75 twice and once on Hwy 674. Felt in danger each time (especially the last time on 4/27/22). Turned on caution lights and tried to safely pull over. Check engine light blinking and many other engine lights came on. Brandon Hyundai said engine may need to be replaced, but then they want apply “bandaid temporary fixes”: like replace Cylinders again and now Knock Sensor; instead of addressing safety issues of a failing engine. These engines are unsafe! They need to be recalled and replaced before they could causing major accidents due to engines poor performance as it’s failing. The jerking and stalling put me in danger prior to being able to restart the engine to get off the road. Are these a possible fire hazard as well? I’m scared to drive it, whenever I get it back from the dealers service department!

NHTSA ID

11462848

Incident

Apr 27, 2022

The contact owns a 2018 Hyundai Sonata Hybrid. The contact stated that while driving at an undisclosed speed, there were abnormal sounds coming from the vehicle. The malfunction lamp indicator warning light was illuminated. The vehicle was taken to the dealer and diagnosed with engine failure. The contact was informed that the engine needed to be replaced and that there was a Service Campaign Number: 966 (Engine Monitoring Logic) associated with the VIN that was unrepaired. The vehicle was not repaired and remained at the dealer. The manufacturer was made aware of the failure and requested the vehicle's service records. The failure mileage was approximately 75,000.

NHTSA ID

11452868

Incident

Feb 1, 2022

Mileage

75,000 mi

TL* THE CONTACT OWNS A 2018 HYUNDAI SONATA HYBRID. WHILE DRIVING VARIOUS SPEEDS, THE MESSAGE "HYBRID SYSTEM FAILURE" SUDDENLY DISPLAYED AND THE VEHICLE LOST POWER AND STALLED. THE VEHICLE WAS TOWED TO CAPITAL HYUNDAI (2820 EASTERN BLVD, MONTGOMERY, AL) TO BE DIAGNOSED, BUT NO FAILURE WAS FOUND. THE VEHICLE WAS NOT REPAIRED. AFTER RETRIEVING THE VEHICLE FROM THE DEALER, THE FAILURE CONTINUED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE AND PROVIDED CASE NUMBER: 16248749. THE FAILURE MILEAGE WAS 19,000. *BF THE CONSUMER STATED THAT THE FIRST FAILURE OCCURED ON OCTOBER 31, 2019 AND THE SECOND OCCURRED ON OCTOBER 7TH, 2020. BOTH TIMES, THE MANUFACTURER WAS NOTIFIED, HOWEVER THE PROBLEM CONTINUES. *AS

NHTSA ID

11269331

Incident

Oct 6, 2019

Mileage

19,000 mi

I JUST BOUGHT THIS CAR AND THE LOW-BEAM HEADLIGHTS ARE SET WAY TOO LOW AND THERE IS A DEFINITE LINE BETWEEN THE LIT AND UNLIT UPPER AREA. . IT IS NOT POSSIBLE TO SEE MORE THAN 1/2 OF A CITY BLOCK AHEAD. IT IS A GREAT CONCERN TO ME BECAUSE I COULD EASILY HIT OR RUN OVER SOMETHING THAT APPEARS TO LATE TO REACT TO. I ALSO LIVE IN AN AREA WITH A VERY HIGH NUMBER OF DEER ACCIDENTS. I ABSOLUTELY NEED TO BE ABLE TO SEE BETTER AT NIGHT. THE HIGH-BEAMS ARE VERY GOOD.

NHTSA ID

11268725

Incident

Sep 29, 2019

Mileage

9,500 mi

MY 2018 HYUNDAI SONATA HYBRID LIMITED WAS INVOLVED IN A MVA ON 4:19/19. IT WAS A FRONT RIGHT IMPACT THAT INCLUDED THE PASSENGER SIDE, RIGHT FRONT TIRE AND RIM AND THE PASSENGER DOOR. IT WAS A HARD IMPACT. NONE OF THE AIRBAGS DEPLOYED. I WAS DRIVING STRAIGHT AT ABOUT 45 MILES PER HOUR ON AN 8 LANE DIVIDED CITY HIGHWAY. THE OTHER VEHICLE CAME OUT OF A SHOPPING CENTER TO THE RIGHT, CAME OVER 2 LANES THEN HIT ME AS I WAS DRIVING IN THE 3. THE OTHER DRIVER WAS GIVEN A TICKET FOR AN IMPROPER LANE CHANGE, CAME INTO MY LANE AND HIT MY VEHICLE.

NHTSA ID

11207275

Incident

Apr 19, 2019

Mileage

5 mi

The National Highway Traffic Safety Administration (NHTSA) has issued an urgent safety advisory regarding dangerous, counterfeit driver‑side airbag inflators manufactured by Jilin Province Detiannuo Automobile Safety System Co., Ltd. (DTN), that have been identified in U.S. vehicles following prior crashes, theft, or non‑certified airbag replacements. These inflators are not approved for use, may rupture during deployment, and have caused serious injuries and fatalities. Please see attached announcement, provided by NHTSA, for more details.

The National Highway Traffic Safety Administration (NHTSA) has identified the presence of substandard and dangerous driver’s-side airbag inflators manufactured by Jilin Province Detiannuo Automobile Safety System Co., Ltd. (DTN). These inflators were not supplied, approved, or authorized by the vehicle manufacturers and have primarily been found in vehicles that previously experienced a crash and underwent airbag replacement using non-genuine parts. These dangerous inflators have ruptured during deployment, posing a serious risk of injury or death due to metal fragments entering the vehicle cabin. To date, Hyundai is aware of three people who have died while driving a Hyundai vehicle with one of these substandard replacement airbag inflators that deployed in what likely would have been a survivable crash. NHTSA has issued a public advisory urging vehicle owners and service professionals to have vehicles inspected if there is reason to believe that a non-genuine replacement airbag may have been installed. Vehicles with salvage or rebuilt titles, prior airbag deployments, or unknown repair histories may present a higher risk. NHTSA strongly cautions against self-inspection by vehicle owners and recommends inspection by trained technicians.

A Class Action settlement regarding the TRW Airbag was recently decided. Based on the Class Action, customers are eligible for certain settlement benefits. Please see attached for details. Impacted vehicles are also noted below. For further information regarding settlement benefits and contacts, please review the dealer notification per the attached. It is also available on Hyundaidealer.com under Hyundai Tech Info > Service News.

Hyundai has settled a class action lawsuit that alleges that certain Hyundai and Kia Class Vehicles (defined below) contain defective ZF-TRW airbag control units (“ZF-TRW ACUs”) that are vulnerable to a condition called electrical overstress, which may cause the vehicles’ airbags and other safety features to fail during a collision. Hyundai has not been found liable for any claims alleged in the lawsuit. Instead, Hyundai reached a voluntary settlement (referred as “the Settlement” or “the proposed Settlement”) to avoid lengthy litigation and provide relief to people who own ed or leased Class Vehicles in the United States and U.S. Territories. Class Members may be entitled to compensation if they submit valid and timely Claims.

A Class Action settlement regarding the TRW Airbag was recently decided. Based on the Class Action, customers are eligible for certain settlement benefits. Impacted vehicles are also noted below. For further information regarding settlement benefits and contacts, please review the corresponding dealer notification. It is available on Hyundaidealer.com under Hyundai Tech Info > Service News.

This bulletin provides information regarding condensation related to the accumulated moisture in the headlamp, rear combination lamp, daytime running lamp (DRL), or fog lamp. This TSB illustrates the various causes of condensation inside the lamp assembly. Lamp assembly replacement is NOT necessary in most cases. This condition can be eliminated by turning on the lamps with the engine running for several minutes or during normal driving operation.