Kia Oil Consumption Recall: Free Engine Or $8K Repair?

Oil’s disappearing long before the next scheduled change. The service writer shrugs, “Normal use.” But that dipstick might be pointing to something bigger.

With Kia, it’s rarely simple. Some engines guzzled oil on the way to spinning rods and class-action lawsuits. Others, like the 2021–2023 Seltos and Soul, just got swept into a piston-ring recall tied to a supplier defect.

Between the old Theta II bearing failures and the Nu 2.0 MPI oil-ring mess, the line between wear and recall keeps getting harder to spot.

This guide maps the engines involved, breaks down Kia’s oil consumption test, and shows exactly what the new recall covers. It also lays out when coverage comes from warranty, legal action, or the owner’s wallet, and how to slow the burn before another quart vanishes.

1. Two engine nightmares, two very different failures

Theta II didn’t burn oil; it destroyed bearings

The first wave of Kia’s engine troubles started with the Theta II four-cylinders, used in the Optima, Sorento, Sportage, and others from 2011 through 2019. These engines didn’t quit because they used too much oil.

They failed because leftover metal shavings from factory machining got into the oil passages. That debris chewed up the connecting-rod bearings until the protective oil film gave out and the bearings seized.

Owners often heard a deep knock, saw the oil light flicker, and then watched the engine die, sometimes in flames. Oil consumption was common, but it was more symptom than cause.

Bearing debris would grind into the rings and gouge the cylinder walls. Kia’s long oil-change intervals,7,000 to 12,000 miles, only made it worse. Sludge and carbon clogged already stressed passages, triggering a wave of lawsuits.

The outcome: a class-action settlement offering 15-year/150,000-mile powertrain coverage for many Theta II owners.

Nu and Gamma added a new twist: rings that don’t seal

Fast forward to the 2020s. The focus shifted to the Nu and Gamma engines, which inherited some bearing problems, but now the spotlight’s on the Nu 2.0 MPI in the 2021–2023 Seltos and Soul. This time, the cause isn’t debris. It’s defective oil control rings that don’t hold spec.

When those rings chip or wear early, they stop scraping oil off the cylinder walls. That oil slides into the combustion chamber, ignites with the fuel, and builds up carbon.

The carbon clogs the rings further, scores the cylinder walls, and sends oil consumption skyrocketing in a tight feedback loop. On paper, it’s a supplier quality slip. On the road, it’s another fire-prone Kia.

Why modern engines are primed for oil problems

This isn’t just a Kia issue. Gasoline direct injection (GDI) tech made engines cleaner and more efficient, but at a cost: low-tension rings and tighter tolerances.

Those rings reduce friction and boost MPG, but they’re prone to sticking or letting oil sneak past. Toyota ran into the same trap with the 2AZ-FE (2006–2014), where oil-burning came from faulty pistons and early ring coking. The fix? A TSB, oil-consumption test, new pistons, and a longer warranty.

Kia’s case is just the latest chapter in the same tradeoff: push for peak efficiency, then deal with the fallout when the rings don’t hold.

Consumption vs failure: know which path you’re on

Low oil doesn’t always mean the same failure. Here’s the split:

• Weak oil control rings? Expect oil burn, catalytic converter damage, and scored cylinder walls.

• Contaminated bearings? Expect knocking, lost oil pressure, and sudden engine lockup.

In both cases, warning lights often show up too late. For many owners, frequent top-offs are the only red flag before the engine fails, or before they get looped into Kia’s oil test program.

2. The current recall, and what actually gets fixed

The real recall: 25V-099 and SC336

Kia hit the panic button for 137,256 Seltos and Soul models with the Nu 2.0 MPI. The defect? Supplier-sourced oil rings that chip, wear, and let oil burn unchecked.

The damage risk includes scuffed blocks, engine stalls, and fires. Owner letters went out April 4, 2025. Dealers now install PNSS software, inspect, and replace engines if damage is visible, or if the software flags it later.

Production cutoffs are sharp. Kia told NHTSA the fix started with engines built from Oct 1, 2021. For 2023 Soul, that means cars built after April 20, 2022.

For 2023 Seltos, July 2, 2022. Anything earlier could still have bad rings. If PNSS logs P1327, it’s an automatic engine replacement.

This isn’t just a light and a lecture. NHTSA opened an Audit Query to investigate whether Kia’s remedy is actually working. They’re not just looking at what the letter says; they’re checking how well the fix holds up. Keep your records clean while that probe plays out.

What the dealer’s supposed to do

Step one is flashing PNSS into the ECM. That gives early warning of ring damage. Then comes a noise check or visual inspection. If P1327 shows up afterward, that’s the trigger for a full engine replacement. Kia says the inspection and software are free, and so is the engine, if it meets the criteria.

Don’t expect just a ring swap. “Preventative” in Kia’s language means they screen with software first, then replace the whole long block if needed. PNSS is a tripwire, not a cure.

The old safety net: KSDS and the class settlement

If you’ve got a Theta II, or select Nu or Gamma engines, the class-action settlement may still cover you. It offers up to 15 years or 150,000 miles of powertrain coverage. But you must have the KSDS knock sensor update installed. No update, no coverage.

The settlement site spells out every rule, from eligibility to reimbursement. Bring receipts that show KSDS was installed before the failure, or expect pushback.

The fallback route: TSBs, oil tests, and piston soaks

Kia’s technical service bulletins (TSBs) lay out the official oil-consumption test. Here’s the flow: seal the cap, dipstick, filter, and drain plug. Drive 1,000 miles.

If the car burns less than a quart, it’s “normal.” More than a quart? That triggers a combustion chamber cleaning, then the test repeats. Fail again, and the engine gets replaced. Always get the numbers in writing.

As of 2025, the procedure hasn’t changed. The retest is mandatory, and the shop has to document results. If they skip straight to “normal use,” ask for the printed TSB and your consumption data.

Official actions at a glance

3. Who’s really in the crosshairs

Theta II – The grenade with bearings instead of rings

Found in everything from the Optima to the Sorento between 2010 and 2019, the Theta II four-cylinder is the engine that put Kia on the courtroom map. The core flaw wasn’t oil burn; it was leftover machining grit that tore up the rod bearings.

That damage led to knocking, sudden seizures, and in some cases, engine fires. Oil consumption often appeared later, after the bores and rings were already scarred. These engines are covered under the class-action settlement, but only if the KSDS knock-sensor update was installed ahead of the failure.

Nu 2.0 MPI – The defect driving recall 25V-099

This one’s at the heart of Kia’s latest recall. About 137,000 Seltos and Soul models left the factory with oil control rings that weren’t machined to spec.

When the rings chip or wear early, oil leaks into the combustion chamber, where it burns and kicks off a cycle of carbon buildup, bore damage, and potential seizure.

Kia’s current response isn’t to replace rings; it’s to flash PNSS software and, if triggered, replace the long block entirely. A supplier switch in mid-2022 narrowed the recall to earlier builds only.

Nu 2.0 GDI – Still tied to bearing failure

Common in Forte and Soul models from 2014 to 2020, the Nu GDI has a different failure path. Oil use might creep up, but the main threat is bearing wear that leads to seizure.

These engines fall under the same extended warranty and TSB-driven repair path as the Theta II, meaning oil-consumption testing, piston soaks, and a shot at replacement if thresholds are crossed.

Gamma GDI – Smaller motor, same weak bearings

The Gamma 1.6 GDI, found in Soul models from 2012 to 2016, shows similar wear patterns. Bearings fail, sometimes alongside increased oil use.

Like the others, this engine qualifies for settlement coverage, but only if the KSDS software was installed before failure. Without it, repair costs land squarely on the owner.

Engines that dodge the list

Not every trim or build date qualifies. For the 2023 Soul, only units built before April 20, 2022, are included. For the 2023 Seltos, the cutoff is July 2, 2022.

Engines built after those dates used revised rings from a different supplier. That production line matters; a late build skips the recall, while early ones are still exposed.

Engines and their exposure

4. Early symptoms that show the engine’s already in trouble

Dipstick drops before the dash lights up

In most cases, the warning light comes too late. The more common first sign is the dipstick creeping down between changes. Adding a quart every 1,000 miles? That already flunks Kia’s official test.

Some drivers also report the oil-pressure light flickering at idle, one more clue that lubrication is falling behind even before metal starts grinding.

Blue smoke, burnt stink, and cold-start tapping

Once the rings start leaking, oil slides into the combustion chamber and ignites with the fuel. That’s when the trail of blue exhaust appears, often paired with a sharp oil smell and a light tick on cold starts.

That tick comes from metal-on-metal contact. As carbon builds, it turns into a full knock. Let it go unchecked, and the result can be total lockup or fire.

What’s really happening inside

The failure loop is mechanical, but predictable:

1. Oil control rings wear or chip.

2. Oil slips into the chamber and burns.

3. Carbon builds, binding the rings into their grooves.

4. Blow-by worsens, the catalyst gets fouled, and oil thins out in the sump.

5. The cylinder bores scuff, compression drops, and the engine either stalls or seizes.

Once bore damage begins, no additive or thicker oil can reverse it.

Checks that catch the damage early

No fancy tools required. A few basic habits can help flag a problem before the motor’s toast:

• Log dipstick readings with mileage and photos at each fuel stop.

• Save receipts for every added quart, essential for recall or warranty claims.

• Hold a white sheet behind the tailpipe at idle; soot or mist points to oil burn.

• Watch for startup smoke and burnt smells in the cabin.

Even small clues help build the paper trail that keeps dealers from dodging warranty coverage, and might save the catalyst from tagging along in the failure.

5. The dealer test that decides everything

What Kia’s sealed 1,000-mile test actually proves

The TSB process is rigid for a reason. Oil gets filled to the “F” mark, then the tech seals the cap, dipstick, filter, and drain plug. After 1,000 miles, the car comes back for a measured loss.

Burn less than 1 quart? Case closed, “normal” in Kia’s book. Burn more? That triggers the next round. Breaking a seal or sneaking in a top-off resets the clock and wipes the claim.

The piston soak isn’t a repair; it’s a filter

Fail the first test and the shop hits the cylinders with a combustion-chamber soak to dissolve carbon that’s binding the rings. Then it’s back out for another 1,000 miles, sealed.

Fail again, and now the engine qualifies for replacement. This is the wall most owners hit: proving it twice before anything gets replaced.

PNSS and KSDS, software that triggers real hardware

In recall-bound cars (25V-099 / SC336), PNSS gets installed to catch piston ring noise early. If it logs trouble, the engine gets swapped.

For older engines like the Theta II, Nu GDI, and Gamma, the KSDS update detects knock and unlocks the 15-year / 150,000-mile warranty from the class settlement. Neither one fixes the hardware; they just trip the wire that leads to replacement.

How to keep the service visit tight and clean

1. Show up with a cold engine so techs can verify levels and apply seals properly.

2. Request the RO with baseline oil level, seal locations, and mileage recorded.

3. Return at the precise mileage, no top-offs, no seal breaks.

4. Get the final loss figure in writing. If it crosses the line, lock in the soak and retest.

Paperwork gaps that tank engine claims

When seals are skipped or baseline notes go missing, the case falls apart. Shops that say “visual inspection only” or skip the math waste weeks.

A top-off without a timestamp or receipt turns into a liability. If a dealer skips the sealed test entirely, ask for the official TSB and demand the step-by-step numbers. The repair order isn’t just paper; it’s leverage.

6. What it costs when Kia won’t pay

Covered owners pay nothing, but wait times drag

If the VIN falls under recall 25V-099 / SC336, or the car’s covered by the Theta/Nu/Gamma class settlement, Kia covers the full repair path.

That includes PNSS install, the sealed tests, and full engine replacement if the criteria hit. The settlement also reimburses towing, rental cars, and past repairs with receipts. The only thing not covered? Time. Backordered parts and slow inspections often leave cars parked for weeks.

Outside the safety net, the bill escalates fast

Without coverage, oil consumption can tank the catalytic converter, a $1,100 to $2,900 hit just by itself. A used engine runs around $1,800 installed, but often brings mystery wear.

A reman long block balances cost and reliability at $3,700 to $8,200. A brand-new Kia crate motor can push past $14,000 installed, often more than the car’s blue-book value.

What owners pay if they’re not covered

The legal fallback: lemon law or buyback

If the car’s down for 30+ days or cycles through repeated failed repairs, state lemon laws may apply. But timing and paperwork matter.

That means sealed test results, full repair orders, and written records of communication with Kia or the dealer. Without the trail, it’s “normal use.” With it, repurchase or replacement moves into play under state statutes.

7. What owners can actually do to get results

2021–2023 Seltos or Soul? Treat recall 25V‑099 like your golden ticket

The recall covers oil-ring failures that can lead to engine damage, so take it seriously. Start with a VIN check for 25V‑099 or SC336, then book the PNSS software install. Make sure the repair order lists both codes and clearly states “installed,” not just “checked.”

Next step is documentation. Build an oil-use log at every fuel stop, dipstick photos, mileage notes, and receipts for each top-off. If PNSS later throws a ring-noise code or the engine starts ticking or losing power, tow it in. Don’t clear codes.

Request written confirmation of engine replacement eligibility. If the shop stalls or deflects, open a Kia corporate case number and record every name, date, and promise. This isn’t about arguing; it’s about laying the groundwork for a free long block.

Steps:

1. Check VIN for 25V‑099 / SC336, then schedule PNSS.

2. Start an oil log with mileage, photos, and top-off receipts.

3. If PNSS alerts or abnormal noise shows up, tow it in and request inspection for engine replacement.

4. Get every decision in writing. Escalate to Kia corporate if deadlines slip or coverage is denied.

Driving a Theta II, Nu GDI, or Gamma? The fight is about the class settlement

These engines don’t fall under the current recall, but they’re tied to the lawsuit settlement. First, confirm KSDS software is installed; that’s what unlocks the 15-year / 150,000-mile coverage.

If oil use is creeping up, don’t accept a casual “looks normal.” Demand the sealed 1,000-mile test. That means seals on the cap, dipstick, filter, and drain plug, plus a documented starting level and mileage.

Fail once, and a combustion-chamber cleaning follows. Then it’s another sealed 1,000-mile run. Fail again, and the engine gets replaced.

Hang onto every repair order, and if prior repairs were paid out-of-pocket, submit receipts for settlement reimbursement. The rule here is simple: paper wins, not pleading.

Steps:

1. Confirm KSDS is installed and documented.

2. Request the sealed 1,000-mile test, with baseline written on the RO.

3. If over 1 qt/1,000 mi, get the piston soak and retest scheduled, on paper.

4. Fail twice? Push for engine replacement and rental car coverage per the settlement.

Shopping used? Screen like a technician, not a buyer

No assumptions. Pull the VIN and check for open recalls. Then confirm PNSS or KSDS installation on the service records. Cold-start the car and listen, tick or knock at idle is a red flag. Watch for blue haze out the tailpipe. If the seller dodges compression or leak-down testing, walk.

The build date matters. Early 2023 Soul and Seltos builds may still be inside SC336; later ones often aren’t. Scan for P0420 and related catalyst codes, excess oil consumption cooks converters. The cleanest cars show receipts, oil logs, and a quiet cold idle.

Steps:

1. Check recall status and software installs, then verify service records.

2. Cold-start the engine, listen for noise, and scan for catalyst codes like P0420.

3. Order a compression or leak-down test before handing over cash.

4. Reject cars that blow smoke, smell burnt, or come with no service trail.

8. Preventive habits that save engines, and back up your claim

Oil checks at every fill-up aren’t optional

Kia’s own manuals say it: check the oil at every gas stop. These engines often don’t trigger a warning light until they’re already running dry. Tracking dipstick level every 200–300 miles does two things: keeps the engine alive and builds a legal record of excessive use.

Snap a photo, write down mileage, and keep every top-off receipt. That trail is the difference between a covered repair and a denial letter.

Shorter oil intervals slow the failure spiral

Forget the factory’s 7,000–10,000-mile intervals. That gap lets carbon and varnish clog rings and passages. Most independent techs and some Kia dealers suggest full synthetic changes every 3,000–5,000 miles on these vulnerable engines.

Clean oil doesn’t fix the rings, but it cuts the coking and sludge that fuel the problem.

Thicker oil and piston soaks: temporary patches, not real fixes

Some owners move to 5W-30 or even 10W-30. Others try piston soaks overnight with aftermarket cleaners. These work if the only issue is carbon-fouled rings, but once the bore is scored or the rings are chipped, no oil weight or cleaner can stop the damage.

These are stopgaps, nothing more. Use them to buy time until the dealership can run a real test.

Ignore a P0420, and the price tag climbs fast

Every quart that vanishes into the chamber leaves carbon in the exhaust stream. That fouls the catalytic converter and often triggers P0420. Replacing a cooked cat costs $1,100 to $2,900 without coverage.

That’s why documenting oil loss matters; it helps tie catalyst damage back to the engine defect, putting the bill on Kia’s side of the ledger.

Why undocumented top-offs crush your case

Many owners just add oil and hope receipts for oil changes will be enough. They’re not. Unlogged quarts vanish from Kia’s math. During a sealed test, adding oil voids the process. Outside of testing, every top-off still needs a timestamp and a receipt. No paper trail? Kia says it didn’t happen.

9. Build an evidence pack that actually wins the claim

Start the file before anyone touches the drain plug

This isn’t storytelling, it’s pattern proof. Start the folder the moment oil loss becomes clear. Print the VIN report showing recall 25V‑099 / SC336 or class-action eligibility.

Keep a second copy with current mileage written up top. If PNSS or KSDS is already installed, print the service record; screenshots from the app don’t count.

The oil log is the spine of the case

Every fuel stop counts. Log the date, mileage, dipstick level, and top-off amount. Snap a photo of the dipstick next to the cluster. Staple the receipt to that day’s entry. No receipt, no quart, that’s how Kia scores it.

Photos beat memory when the shop forgets

Before the sealed test begins, take four key shots: dipstick at “F,” seals on the cap, dipstick tube, filter, and drain plug, and the odometer visible alongside the RO. After the 1,000-mile run, retake the same photos. That visual record shuts down any “we never sealed it” excuse.

Service orders that speak when the advisor won’t

Every visit needs a printed RO with the complaint spelled out. Ask them to write “excessive oil consumption,” note if it’s >1 qt per 1,000 miles, and list the steps taken.

Get the final mileage, measured oil loss, and the next step printed clearly. If they cite a TSB, have them list the TSB number right on the RO.

Codes that trigger action, not talk

If PNSS flags P1327 for ring noise, make sure it’s printed on the RO with freeze-frame data. If the engine later throws P0420, that ties catalyst failure to oil burning.

Print any OBD screenshots from your scanner, but also confirm the dealer logs the same codes. If it’s not in their system, it never happened.

Paper that unlocks reimbursement, not just repairs

Bring every towing bill, rental invoice, and past repair receipt. Staple dipstick logs and top-off records to your claim. The settlement pays based on documentation, not estimates. That packet becomes your leverage when parts backorders stretch for weeks.

Dealer visit checklist – keep the numbers honest

1. Arrive with a cold engine. Request the oil level be set to “F” and logged on the RO.

2. Watch every seal go on, then photograph each one along with the odometer.

3. Drive exactly as instructed. No top-offs, no broken seals.

4. Return at the target mileage. Get the measured oil loss in quarts, in writing.

5. If it’s over the threshold, lock in the piston soak and second sealed test before leaving.

6. Fail both? Request engine-replacement eligibility on paper that day.

What to do when the dealer stalls or shrugs

Open a Kia corporate case number during the visit, not after. Record every name, date, and promise made. If the dealer skips the sealed test or dismisses the complaint without math, file an NHTSA complaint and include that ID in your case notes.

If the car’s down for 30+ days, contact your state’s attorney general or lemon law attorney. This isn’t just about repair, it’s about leverage.

What it really means if you’re still driving one

Kia finally put ink to paper on what owners have reported for years, but the fixes still don’t reach everyone. On paper, recall 25V‑099 / SC336 gives 2021–2023 Seltos and Soul drivers a straight shot: PNSS software to flag ring damage early, and a full engine replacement if it hits.

Older engines, Theta II, Nu GDI, Gamma, ride under the class-action umbrella with extended coverage, but only if KSDS was installed ahead of failure. When the paperwork’s clean, engines get replaced, converters get protected, and owners don’t pay a cent.

But the system still breaks down in the middle. Engines outside recall or settlement range get no support. A reman long block runs $3,700 to $8,200, and a new engine from Kia can blow past $14,000.

Catalytic converters fried by oil burn often don’t get covered, leaving another $1,100 to $2,900 on the table. Dealer consistency is a coin toss, and even approved claims face weeks of downtime thanks to parts shortages.

The takeaway is tactical, not emotional. If coverage is available, use it, lock in PNSS or KSDS, push for the sealed test when loss crosses the line, and save every log, receipt, and photo.

If coverage is out of reach, run the math early. Decide whether to protect the converter, source a reman, or walk away before the repair bill overtakes the car’s value. Until a new engine lands or the car is gone, oil checks and short change intervals are the only protection on the table.

Sources & References

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