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Kia
Seltos
SP2·
2019-2026
suv-soft
Value
Price (AUD)
$18k-$45k
Body styles
5-door wagon
Drivetrain
Front-wheel drive (2.0 petrol), On-demand AWD (1.6 turbo, with locking centre coupling)
Origin
Korea
Built in
Korea
Overview
The Seltos launched in Australia in late 2019 as Kia's small SUV between the Stonic and Sportage, sold in S, Sport, Sport+ and GT-Line grades. It is a monocoque on-road soft-roader with two engine paths and a clear buyer split. The volume seller is the 2.0L Nu MPI naturally aspirated petrol (110kW/179Nm) driving the front wheels through Kia's IVT (a belt-type CVT) - cheap to run, simple, no turbo and no DPF, but unremarkable to drive and the single biggest reason to scrutinise a used Seltos because it is the engine caught up in Kia's worldwide piston oil-ring recall (in Australia REC-006395, July 2025) covering MPI cars built roughly November 2019 to mid-2022 for excessive oil consumption, engine failure and a fire risk. The performance choice is the 1.6L turbo-petrol with AWD: pre-facelift cars (2019-2022) used the 130kW/265Nm Gamma T-GDi paired with a 7-speed DRY dual-clutch (DCT) that is the classic Hyundai/Kia dry-clutch unit - jerky, hesitant and shuddery in stop-go traffic, and the part to budget for. From the late-2022 facelift Kia switched the turbo to the 146kW/265Nm Smartstream and crucially replaced the DCT with a conventional 8-speed torque-converter automatic, a genuine reliability and refinement upgrade. There was NO diesel, hybrid or PHEV Seltos in Australia for this generation. The smart used buy is a post-facelift 8-speed-auto turbo, or a 2.0 MPI with the piston-ring recall confirmed completed and oil-consumption history clean.
Engines & variants
2.0L Nu MPI petrol (S / Sport / Sport+ / GT-Line)
Engine
2.0L Nu naturally aspirated multi-point-injection (MPI) DOHC petrol I4 with Dual CVVT
Config
I4 NA
Displacement
1999cc
Power
110kW @ 6200rpm
Torque
179-180Nm @ 4500rpm
Drivetrain
FWD
Economy
6.8-7.6 L/100km combined (real-world ~8-9)
Tow (braked)
1100-1250kg
Tow (unbraked)
550-600kg
Transmission
IVT (CVT)
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Cheapest Seltos to buy and run; simple naturally aspirated petrol
- Port (MPI) injection, not direct injection - far less intake-valve carbon than GDi engines
- Timing chain and an IVT (no DCT) - smoother and simpler than the turbo's dry clutch
- No turbo and no DPF to maintain; widely serviced and parts cheap
Cons
- Subject of the piston oil-ring recall (oil consumption, engine failure, fire risk)
- Genuinely modest performance - the 2.0 feels slow in a loaded body, ~10s 0-100
- FWD only; not rated to tow much (around 1100-1250kg braked)
- IVT/CVT can drone under load and is dull to drive
Known problems
high
Piston oil-ring defect - oil consumption, engine failure and fire risk (recall REC-006395)
Incorrectly manufactured/heat-treated piston oil control rings on the 2.0 Nu MPI can cause excessive oil consumption (owners have reported burning ~600ml per 1000km and running an engine dry), engine knock, power loss, stalling, and in rare cases oil reaching hot exhaust parts with a fire risk. Subject of Kia's worldwide recall, in Australia REC-006395 (July 2025), covering MPI SP2 Seltos and BD Cerato built roughly November 2019 to mid-2022.
Fix: Confirm the recall has been completed: dealer inspects and replaces the engine if damaged, and installs Piston-ring Noise Sensing System (PNSS) software that warns of damage and triggers replacement on a fault code. Walk away from an MPI car with unexplained oil consumption and no recall record.
low
Engine pinging / knock on 91 RON
Some owners report the 2.0 pings/knocks under load on the recommended 91 RON, sometimes pointing to a knock-sensor or tune issue; several found it cleared on 95/98 RON. Persistent knock should not be dismissed given the piston-ring concern.
Fix: Try 95/98 RON; scan for knock-sensor faults and confirm the piston-ring recall status if knock persists.
low
IVT (CVT) drivability and long-term wear
The belt-type IVT is generally reliable but droning, can feel rubbery, and like any CVT is expensive if it fails on a neglected car. Fluid is often treated as 'lifetime' and never changed.
Fix: Change the IVT fluid at the specified interval rather than leaving it 'sealed'; test-drive for shudder, slip or flaring before buying.
1.6L Gamma T-GDi turbo (pre-facelift, 7-speed DCT, AWD)
Engine
1.6L Gamma turbocharged direct-injection (T-GDi) DOHC petrol I4
Config
I4 turbo
Displacement
1591cc
Power
130kW @ 6000rpm
Torque
265Nm @ 1500-4500rpm
Drivetrain
AWD (on-demand with locking centre coupling)
Economy
7.6-8.5 L/100km combined (real-world ~9-10, premium fuel)
Tow (braked)
1250-1300kg
Tow (unbraked)
600kg
Transmission
7-speed dual-clutch (dry DCT)
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Genuinely quick for the class - 130kW/265Nm, ~8s 0-100
- AWD with a locking coupling adds wet-weather and light-trail security
- Timing chain on the Gamma turbo
- Strong, flexible mid-range thanks to the broad torque plateau
Cons
- 7-speed DRY dual-clutch - the well-known Hyundai/Kia weak point: jerky, hesitant, shuddery in traffic
- DCT clutch packs/actuator can overheat and wear; clutch replacement is costly
- Direct injection means intake-valve carbon over high km
- Needs premium fuel and is thirstier than the 2.0; AWD adds running cost
Known problems
high
Dry dual-clutch (DCT) shudder, hesitation and clutch failure
The 7-speed dry DCT is the signature problem on the pre-facelift turbo. It judders and hesitates at low speed, can be jerky between 1st-3rd, lurches in stop-go traffic and can overheat and drop into a fault/limp warning on prolonged crawling. Kia issued transmission software updates (service action) for shudder/hesitation; more serious cases need the clutch pack(s) and/or mechatronic actuator replaced once the 'clutch fingers' wear out.
Fix: Confirm the DCT software update was applied; test-drive at length in slow traffic for shudder, slip and overheating warnings; budget for a clutch/actuator on a city-driven car. Buyers who do mostly urban driving should strongly prefer the post-facelift 8-speed-auto turbo or the 2.0 IVT instead.
medium
Direct-injection intake-valve carbon build-up
As a GDi turbo with no port-injection wash, the 1.6 T-GDi can accumulate carbon on the intake valves over time, causing rough idle, misfire and lost response - common to direct-injection engines.
Fix: Walnut-blast/intake clean if symptomatic; quality fuel, correct oil and regular oil changes slow the build-up.
medium
Turbo and high-pressure GDi fuel-system wear
Like other small Hyundai/Kia T-GDi units, the turbo, wastegate/actuator and high-pressure fuel pump/injectors can develop faults at higher km, especially on cars run on cheap fuel or short oil intervals.
Fix: Insist on full service history with correct oil; diagnose boost or fuel-trim faults before purchase; replace the affected component.
1.6L Smartstream T-GDi turbo (facelift, 8-speed auto, AWD)
Engine
1.6L Smartstream turbocharged direct-injection (T-GDi) DOHC petrol I4
Config
I4 turbo
Displacement
1598cc
Power
146kW @ 6000rpm
Torque
265Nm @ 1600-4500rpm
Drivetrain
AWD (on-demand with locking centre coupling)
Economy
7.4-8.4 L/100km combined (real-world ~9-10, premium fuel)
Tow (braked)
1250-1300kg
Tow (unbraked)
600kg
Transmission
8-speed automatic (torque converter)
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Strongest Seltos - 146kW/265Nm, brisk and flexible
- Conventional 8-speed torque-converter auto REPLACES the troublesome dry DCT - smoother and far more traffic-tolerant
- AWD with locking coupling; timing chain on the Smartstream turbo
- The pick of the range for most used buyers wanting performance
Cons
- Direct-injection intake-valve carbon possible over high km
- Premium fuel and thirstier than the 2.0 MPI; AWD adds running cost
- Too new for a long high-km reliability record
- Turbo/GDi fuel-system complexity vs the simple 2.0 MPI
Known problems
medium
Direct-injection intake-valve carbon build-up
As a GDi turbo, the Smartstream 1.6 can build carbon on the intake valves over time (no port-injection wash), causing rough running, misfires and reduced response at higher km.
Fix: Walnut-blast/intake clean if symptomatic; quality fuel and regular oil changes slow it.
low
Turbo / high-pressure GDi fuel-system and 8-speed auto maintenance
Too new for a strong high-km record, but the GDi turbo's high-pressure fuel pump, injectors and turbo are the usual long-term wear items, and the 8-speed auto benefits from fluid services many owners skip.
Fix: Keep correct oil and fuel; service the 8-speed transmission fluid rather than treating it as lifetime; diagnose boost/fuel-trim faults before purchase.
Common problems (all variants)
low
Infotainment glitches and reversing-camera dropouts
The touchscreen can freeze, reboot, drop Bluetooth/Apple CarPlay-Android Auto, and the reversing camera can flicker or black out - common across Hyundai/Kia head units of the era.
Fix: Software/firmware update first; replace the head unit or camera if hardware-faulty (often a warranty/goodwill item early in life).
low
Front brake squeal and early pad/rotor wear
Owners report front brake squeal and faster-than-expected pad and rotor wear, particularly on city-driven cars - a common small-Kia niggle rather than a defect.
Fix: Anti-squeal shims, clean/lube caliper slides, quality pads; machine or replace rotors when worn.
low
Suspension knocks and clunks over bumps
Front-end knocks/rattles over bumps are reported, typically from sway-bar links, strut mounts or control-arm bushes wearing on Australian roads.
Fix: Replace the worn link/bush/mount; wheel alignment afterward. Inspect the front end on a test drive over rough surfaces.
low
Paint chipping and thin clear-coat
Stone chips on the bonnet and front and reports of thin/soft paint, especially on darker colours - common to budget small SUVs.
Fix: Paint protection film up front; touch-up or respray affected panels.
low
12V battery drain / electrical gremlins
Some owners report flat 12V batteries after standing and assorted electrical warning lights, often linked to keyless/standby draw or a tired original battery.
Fix: Have the parasitic draw measured and any faulty module addressed; fit a fresh battery or maintainer if parked often.