Kia Picanto: common faults & what to check

Which Kia Picanto are you looking at?

4 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Petrol

3 variants documented

2004–2011SA2004–2011SA1.1 petrolPetrolDocumented issues5 knownSee faults & what to checkPhoto: EurovisionNim via Wikimedia Commons, CC BY-SA 4.0.

2011–2017TA2011–2017TA1.2 petrolPetrolDocumented issues2 knownSee faults & what to checkKickTyres illustration, not a photograph.

2017–nowJA2017–nowJA1.2 petrolPetrolDocumented issues2 knownSee faults & what to checkKickTyres illustration, not a photograph.

Fuel not stated

1 variant documented

2017–nowJA2017–nowJA1.0 turbo (GT)Fuel not statedDocumented issues4 knownSee faults & what to checkKickTyres illustration, not a photograph.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Kia Picanto

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

The checks worth doing on a Kia Picanto before you hand over any money. Every documented fault is listed below, each with its own page.

• Serious issue

  Ask for the receipt for the last cam belt and water pump change with date and mileage.

  See why

  Timing belt neglect on 1.0/1.1 engines (interference engine)

  First-generation Picantos use a timing BELT (later generations switched to chains) on the 1.0 and 1.1 four-cylinder engines, due every 90,000 km or 6 years. These are interference engines - a snapped belt bends valves and can write off the engine, which on a car this cheap usually means scrapping it. Because Picantos are bought as cheap runabouts, the belt is one of the most commonly skipped services in NZ.

  What you would notice

  • No warning before failure - it is a maintenance item
  • Ticking or slapping noise from the belt cover if badly worn
  • Engine cranks but will not start after belt failure

  Typically $500–$900 to put right.

• Costly issue

  Test it cold and test it fast — both matter.

  See why

  Manual gearbox synchromesh wear on 2nd and 3rd

  The five-speed manual in the first-generation Picanto wears its synchromesh rings, second and third gear first, commonly reported from around 65,000-115,000 km. It shows as a crunch or baulk changing into those gears, worst when the box is cold and when you change quickly. It is not dangerous and the car keeps driving, but it gets steadily worse and a gearbox rebuild on a car of this value is rarely economic — so it is a negotiating point rather than a walk-away, provided you find it. The mistake buyers make is doing a gentle warm test drive, which is exactly the condition under which a worn synchro behaves.

  What you would notice

  • Crunch or grinding changing into 2nd or 3rd, worst when cold
  • Gear lever baulking or refusing to go in without a pause
  • Having to double-clutch or change slowly to avoid the crunch
  • Popping out of gear under load in worse cases

  Typically $700–$2,500 to put right.

• Costly issue

  Start the engine cold and immediately listen for timing chain rattle from the front-upper area of the engine.

  See why

  1.0 Kappa G3LA timing chain tensioner cold-start rattle

  The G3LA 1.0L Kappa three-cylinder engine in the Picanto JA produces a distinct rattling noise from the timing chain tensioner area during the first 3 to 10 seconds of a cold start. The hydraulic chain tensioner bleeds down oil pressure while the engine is switched off, and on cold mornings takes longer to build adequate pressure to tension the chain against the guide rail. Repeated oil pressure-loss episodes accelerate chain and tensioner wear. If the rattle persists beyond 10 seconds, recurs at fully warm idle, or is accompanied by a check engine light, the tensioner or chain itself requires replacement to prevent catastrophic timing failure and potential valve contact.

  What you would notice

  • Rattling or chattering from the top front of the engine for 3 to 10 seconds immediately on cold start
  • Rattle more pronounced in cold weather or after the vehicle has sat overnight
  • Noise dissipates within seconds once oil pressure builds at the tensioner
  • In severe cases rattle persists at warm idle or recurs at highway cruise
  • Check engine or oil pressure warning light in advanced tensioner failure

  Typically $600–$2,200 to put right.

• Costly issue

  Do a hill start on the test drive and pull away gently several times from cold - judder is worst then.

  See why

  Clutch judder and short clutch life (shared with Hyundai i10)

  Manual Picantos - especially the 1.25, and including near-new third-generation cars - have a documented clutch judder problem shared with the mechanically identical Hyundai i10. The car shudders pulling away, particularly on hills or when cold, and the bite point sits high. Kia acknowledged judder on a small number of cars but has been reluctant to cover clutches under warranty, arguing wear and tear. Some clutches need replacing well under 60,000 km.

  What you would notice

  • Shudder through the car when pulling away
  • High biting point near the top of pedal travel
  • Slipping revs under load in higher gears

  Typically $900–$1,600 to put right.

• Costly issue

  Test drive from cold if possible - auto faults show worst on the first drive of the day.

  See why

  4-speed automatic jerky shifting and hesitation

  Picantos with the elderly 4-speed automatic show gearbox complaints from around 60,000-80,000 km, particularly 2009-2013 builds: jerky 1-2 and 2-3 shifts, hesitation to kick down, and occasional refusal to shift cleanly between gears. Often it is degraded ATF that has never been changed, but valve-body wear does occur. Because the gearbox is worth more than the car, a properly failing unit is usually terminal for the vehicle.

  What you would notice

  • Harsh or delayed 1-2 shift when cold
  • Flaring revs between gears
  • Clunk engaging Drive or Reverse

  Typically $300–$3,000 to put right.

• Costly issue

  Cold-start the car and listen for chain clatter in the first seconds, then listen for a whine on the drive.

  See why

  1.0 T-GDI turbo: timing chain wear and intake carbon build-up (GT-Line)

  The turbocharged 1.0 T-GDI in the third-generation Picanto GT has documented timing chain problems - metallic clatter on start-up developing into a loud whine or whirring on normal driving, with some cars on UK forums needing chain, tensioner and guides replaced more than once. As a direct-injection engine it also builds carbon on the intake valves because fuel never washes over them, causing rough idle, cold-start misfires and gradual power loss on urban-driven cars. Strict 100% oil-change discipline with the correct grade is the main defence.

  What you would notice

  • Metallic clatter on start-up
  • Whine or whirring that grows with engine speed
  • Rough idle and cold-start misfires
  • Sluggish response and worse fuel economy over time

  Typically $800–$2,200 to put right.

What these repairs cost on other cars

Some of the Kia Picanto’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

• Cambelt Replacement Cost
• Timing Chain Replacement Cost

Other Kia models