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Top issues
13 known problems · 7 high
high
ABS module brake-fluid fire risk (recall - 2012-2013)
All engines
high
ABS module moisture fire risk (recall - 2014-2015)
All engines
high
Seatbelt pre-tensioner crimp defect (recall)
All engines
Recalls
5 on recordREC-000632
2019-10-09
Defect: Oil may leak through the seal surrounding the engine oil sump.
Hazard: Prolonged leakage may cause engine damage and sudden stalling at high speed.
Remedy: Hyundai dealer inspection and reseal/repair, free of charge.
Affected: 8,185 units, ix35 2009-2012
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-000615
2016-04-13
Defect: The automatic transmission cooler hose was not manufactured to the correct specification.
Hazard: Prolonged use risks fluid leakage and mechanical transmission failure.
Remedy: Hyundai dealer replaces the cooler hose, free of charge.
Affected: 1,141 units, ix35 automatic transmission
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-000623
2017-10-04
Defect: A manufacturing defect in the fuel feed hose assembly.
Hazard: Fuel leakage risk.
Remedy: Hyundai dealer inspects/replaces the fuel feed hose, free of charge.
Affected: 446 units; shared notice with Santa Fe, ix35 2011 build
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-005583
2022-12-07
Defect: The circuit board in the ABS module may short-circuit when exposed to moisture.
Hazard: Vehicle fire, even while parked and switched off.
Remedy: Hyundai dealer inspects/replaces the ABS module, free of charge.
Affected: 19,541 units, ix35 (EL) 2014-2015
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-006298
2025-02-28
Defect: Brake fluid may leak into the ABS control module and cause an electrical short circuit.
Hazard: Engine-compartment fire risk while parked or driving.
Remedy: Hyundai dealer inspects/replaces the ABS control module, free of charge.
Affected: 8,794 units, ix35 2012-2013
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
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At this odometer
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Before and after
Before: Hyundai Tucson (JM, 2004-2010)
Price (AUD)
$7k-$20k
Body styles
5-door wagon
Drivetrain
Front-wheel drive (most petrols, base diesel), On-demand AWD (electronically-controlled coupling, diesel and upper grades)
Origin
Korea
Built in
Korea
Overview
The LM ix35 (2010-2015) was Hyundai's mid-size soft-roader, replacing the JM Tucson and effectively the model that re-launched Hyundai as a credible SUV brand in Australia - sharp pricing, a long warranty, a roomy cabin and (from the Series II) genuinely good Australian-tuned suspension and steering. It is a monocoque on-road crossover, sold as Active, Active X, Elite, SE and Highlander, with a conventional 6-speed torque-converter automatic (no CVT, no dual-clutch - a real reliability advantage over many rivals) or a 6-speed manual on base petrols. Critically the range splits into two halves: the Series I (2010-2013) ran older multi-point-injection (MPI) petrols - the 2.0 G4KD and a 2.4 - alongside the 2.0 R-series CRDi diesel; the Series II (October 2013-2015) switched the petrols to direct-injection GDI units (2.0 Nu G4NC, 2.4 Theta II G4KJ) while keeping the diesel. That GDI switch matters: the Nu and Theta II GDI petrols are the ones tied to Australia's well-publicised excessive-oil-consumption / cylinder-bore-scoring concern (subject of a class action), whereas the older Series I MPI petrols and the diesel are generally regarded as tougher. The diesel is torquey and economical but needs DPF/EGR-friendly driving. Buyer caveats across the range: two separate ABS-module fire-risk recalls, a steering-wheel airbag/horn recall, a seatbelt-pretensioner recall, front suspension clunks/bush wear, and the GDI oil-consumption issue on Series II petrols. A serviced Series I MPI petrol or a well-maintained diesel with recalls completed is the safe used buy.
Engines & variants
2.0L petrol MPI (Series I)
Engine
2.0L Theta II multi-point-injection (MPI) DOHC petrol I4 with dual CVVT
Engine code
G4KD
Config
I4 NA
Displacement
1998cc
Power
122kW @ 6200rpm
Torque
197-205Nm @ 4600rpm
Drivetrain
FWD (AWD available on auto)
Economy
8.0-8.5 L/100km combined (real-world ~9-10)
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Older port/multi-point-injection (MPI) engine - NOT affected by the GDI bore-scoring oil-consumption concern
- Conventional 6-speed torque-converter auto or 6-speed manual - no CVT or dual-clutch
- Timing chain, no belt to replace; simple and proven
- Cheapest ix35 to buy and run; long original 5-year warranty
Cons
- Modest performance - works hard in a loaded SUV body, especially the auto
- Mostly FWD; AWD only on some auto grades
- Older interior tech versus Series II; basic Active trim is sparse
- Front suspension bush/strut clunks emerge with age and km
Known problems
medium
Front suspension clunk / control-arm and strut bush wear
A common ix35 complaint - a clunk or creak from the front (often the left) over bumps, speed humps or low-speed turns, traced to worn lower control-arm bushes, strut-top mounts/bearings and sway-bar links. Widely reported by Australian owners.
Fix: Replace worn bushes/control arms, strut mounts and sway-bar links; wheel alignment afterward. Inspect on a hoist before buying.
high
Steering-wheel airbag / horn rattle (recall)
Around 32,500 ix35s built Jan 2011-Dec 2013 were recalled because the driver's airbag module may not be secured properly, the horn may stop working and a rattle can be heard from the steering wheel; the airbag may not deploy correctly.
Fix: Confirm the airbag/horn recall has been completed against the VIN; have Hyundai rectify if outstanding.
low
Ignition coil / spark plug misfire at high km
Like most Theta-family petrols, ageing coils and plugs can cause a rough idle, misfire and check-engine light at higher km.
Fix: Replace the faulty coil(s) and a full set of plugs; routine maintenance item.
2.0L Nu GDI petrol (Series II)
Engine
2.0L Nu direct-injection (GDI) DOHC petrol I4 with dual CVVT
Engine code
Config
I4 NA
Displacement
1999cc
Power
122kW @ 6500rpm
Torque
205Nm @ 4700rpm
Drivetrain
FWD (AWD available on auto)
Economy
7.9-8.5 L/100km combined (real-world ~9-10)
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Series II brought Australian-tuned suspension/steering and updated cabin tech
- Conventional 6-speed auto or 6-speed manual - no CVT or dual-clutch
- Timing chain; slightly more responsive than the older MPI engine
- Cheap to buy used; well-equipped Active X / Elite grades available
Cons
- Nu GDI is one of the engines named in Australia's oil-consumption / bore-scoring concern and class action
- Direct-injection intake-valve carbon build-up over time
- Mostly FWD; AWD only on some grades
- Same front suspension bush/clunk tendency as Series I
Known problems
high
Excessive oil consumption / cylinder-bore scoring (GDI)
2013-15 Nu GDI (and 2.4 Theta II GDI) petrols have reported excessive oil consumption (over 1 litre per 1000km) and a knocking/tapping noise, attributed to cylinder-bore scoring where piston skirts contact the bore, opening clearances and letting oil past the rings. Subject of a Johnson Winter Slattery class action against Hyundai in Australia. Less severe than the US Theta failures but a genuine risk.
Fix: Run an oil-consumption test, check service history and warranty/engine-replacement claims; budget for a short-block/engine if consumption is heavy. Avoid examples that knock or burn oil heavily.
medium
Direct-injection intake-valve carbon
GDI engines get no port-injection wash of the intake valves, so carbon builds over time, causing rough idle, hesitation and misfire codes at higher km.
Fix: Walnut-blast / intake clean if symptomatic; quality fuel and regular oil changes slow it.
high
Steering-wheel airbag / horn rattle (recall)
Early Series II cars fall within the airbag/horn recall window - the driver's airbag may not be secured and the horn may fail, with a rattle from the wheel.
Fix: Confirm the airbag recall is closed against the VIN.
2.4L Theta II GDI petrol
Engine
2.4L Theta II direct-injection (GDI) DOHC petrol I4 with dual CVVT (Series I used the 2.4 MPI)
Engine code
Config
I4 NA
Displacement
2359cc
Power
130-136kW @ 6000-6300rpm
Torque
227-240Nm @ 4000-4200rpm
Drivetrain
FWD or on-demand AWD
Economy
8.5-9.2 L/100km combined (real-world ~10-11)
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6AT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Strongest petrol - the most relaxed and capable for towing or a full load
- Available with on-demand AWD on upper grades
- Conventional 6-speed torque-converter auto - no CVT or dual-clutch
- Timing chain; well-equipped in Elite/Highlander trim
Cons
- Series II 2.4 Theta II GDI is named in the oil-consumption / bore-scoring concern and class action
- Thirstiest petrol in the range; auto-only
- Direct-injection intake-valve carbon over time (Series II GDI)
- Same front suspension bush/clunk wear as the rest of the range
Known problems
high
Excessive oil consumption / cylinder-bore scoring (Theta II GDI)
The Series II 2.4 Theta II GDI shares the Nu GDI's reported excessive oil consumption and knocking from cylinder-bore scoring (piston-skirt contact opening bore clearances). Theta II has a chequered reliability record globally; AU-supplied engines were built in a different plant to the worst US cars but the issue and the Australian class action still apply.
Fix: Oil-consumption test, full service history check, and confirm any warranty engine work; budget for an engine on heavy oil-users. Walk away from knocking examples.
medium
Direct-injection intake-valve carbon (Series II GDI)
GDI carbon build-up on the intake valves over high km causes rough running and misfires, as on the 2.0 Nu.
Fix: Intake/walnut clean if symptomatic; quality fuel and regular oil changes help.
medium
Front suspension clunk / bush wear
The same front control-arm bush, strut-mount and sway-bar-link wear that afflicts the range, producing clunks and creaks over bumps.
Fix: Replace worn bushes/links/mounts and align; inspect on a hoist pre-purchase.
2.0L R-series CRDi turbo-diesel
Engine
2.0L R-series common-rail direct-injection turbo-diesel I4 (VGT, DPF, EGR)
Engine code
Config
I4 turbo diesel
Displacement
1995cc
Power
135kW @ 4000rpm
Torque
383-392Nm @ 1800-2500rpm
Drivetrain
FWD or on-demand AWD
Economy
7.2-7.7 L/100km combined (real-world ~7.5-9)
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6MT, 6AT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Strong low-down torque (~390Nm) - the best ix35 for touring and towing
- Best real-world economy in the range and long highway range
- Available with on-demand AWD; not affected by the GDI bore-scoring concern
- Timing chain and a conventional 6-speed auto - no CVT or dual-clutch
Cons
- DPF/EGR carbon (P0401 'insufficient EGR flow') common on short-trip city use
- Turbo VGT and injector issues possible at high km - diesel servicing is essential
- Timing-chain rattle reported on high-mileage diesels
- Diesel commands a price premium and is fussier than the petrols around town
Known problems
high
EGR / intake carbon and DPF clogging (P0401)
The R-series diesel logs P0401 'insufficient EGR flow' commonly caused by carbon deposits in the EGR/intake rather than a faulty valve, plus DPF blockages and forced/incomplete regens on short urban runs - causing rough running, lost power and limp mode.
Fix: Regular highway runs so the DPF can regen; clean EGR and intake; replace DPF on neglected town cars. Insist on full diesel service history.
high
Turbocharger VGT / actuator and oil-feed issues
The variable-geometry turbo can suffer sticking vanes/actuator faults or oil-feed coking, causing boost faults, whistling/lag, smoke and limp mode, especially where oil changes were stretched.
Fix: Diagnose and recondition/replace the turbo; flush the oil-feed line; strict oil-change discipline prevents recurrence.
medium
Timing-chain rattle / stretch at high km
High-mileage R-series diesels can develop a timing-chain rattle (cold-start chatter) from chain/tensioner wear if oil maintenance was poor.
Fix: Replace chain, guides and tensioner; use correct-spec oil and keep to intervals.
medium
Injector wear / leak-back
Piezo common-rail injectors can wear and develop excess leak-back at high km, causing hard starting, rough idle and smoke.
Fix: Test injector leak-back; recondition or replace injectors as needed; use quality fuel and change filters on time.