Is the Kia Telluride gen 1 2020–present Transmission a Reliability Risk?
Overview
I’ve worked on a pile of these. First-generation Kia Telluride, 2020 and up. Same basic powertrain every time: 3.8L V6, transverse layout, 8-speed automatic. No CVT drama. No dual-clutch weirdness. Just a conventional torque-converter tranny doing its job.
But here’s the thing. The transmission itself isn’t the villain in this story. The driveline is where the mess starts.
NHTSA Recall 24V-214 — Kia campaign SC303. That’s the big one. Certain 2020–2024 builds, January 9, 2019 through October 19, 2023 production. The issue? The intermediate shaft and right front driveshaft splines may not have been fully engaged during assembly. Over time, those splines wear. They start shedding metal. Shavings. Then you get grinding. Then maybe loss of drive. Worst case, the vehicle can roll while in Park if the parking brake isn’t applied.
That’s not a minor annoyance. That’s a safety defect.
The fix from Kia involves inspecting the spline interface, replacing damaged shafts if needed, and flashing the electronic parking brake software so it applies more aggressively. You check this by VIN. Every single time. I don’t care if the seller says it’s done — verify it.
Outside of that recall, this platform is not known for grenading transmissions left and right. The A8LF1 is old-school hydraulic logic with electronic control. Pretty conventional. Pretty durable. When maintained.
Which Transmissions It Uses
There is only one transmission used in the US market for this generation. No alternates. No quiet mid-cycle swaps.
A8LF1
- 8 forward gears
- Torque converter automatic
- Drive layout: FWD standard, AWD optional
- Engine pairing: 3.8L Lambda II V6 (naturally aspirated)
- Production years: 2020–present (Gen 1, US market)
This is Hyundai-Kia’s in-house transverse 8-speed. Lockup torque converter. Multiple clutch packs. Planetary gearsets. No exotic hardware. No trick clutch-by-wire nonsense.
AWD models add an electronically controlled rear coupling. Service literature calls it a 4WD coupling assembly. It’s basically a wet clutch pack that decides when to send torque rearward. FWD models skip that hardware but share everything else up front.
No manual. No DCT. No CVT. That’s it.
Main Failure Patterns
Intermediate Shaft / Right Front Driveshaft Spline Wear (Recall 24V-214)
This is the headline. The real problem.
The intermediate shaft connects the transmission differential output to the right front driveshaft. Splines mate. They’re supposed to be fully seated. On affected vehicles, engagement depth wasn’t right. So what happens? Over time the contact area reduces. The load concentrates. The splines start chewing each other up.
I’ve seen the wear. It’s ugly. Rounded teeth. Metallic paste. Sometimes chunks.
Symptoms start subtle. A faint grinding under acceleration. A clunk when shifting from Reverse to Drive. Then it escalates. Loss of power transfer. In extreme cases, because the mechanical link degrades, the vehicle may move while in Park if the EPB isn’t engaged. That’s why the recall includes a parking brake software update — a band-aid fix layered on top of mechanical inspection.
This is not a fluid issue. Not a calibration issue. Not something a transmission flush fixes. Once splines are worn, they’re worn.
Failure mileage? All over the place. I’ve seen cases under 50,000 Miles (80,000 km). Others well past 80,000 Miles (129,000 km). It depends on how marginal the original engagement was.
Highway-Speed Vibration (TSB TRA099)
Early AWD units, mostly 2020–2021 builds. Customers complain about vibration at 60–75 mph (97–121 km/h).
The official diagnostic flow starts with tires. Always. Check pressure. Road force balance. Measure variation. And honestly, many of these get fixed right there.
But I’ve seen a few where the propeller shaft needed replacement. A couple where the AWD coupling was part of the problem. It’s not the tranny lunching gears. It’s driveline harmonics. Rotational imbalance. Sometimes ridiculous sensitivity to tire stiffness.
If someone replaced three sets of tires and it’s still shaking, I start looking deeper.
Low-RPM Noise / Vibration (TSB TRA090, Service Action SA428)
This one was tight VIN range — certain 2020 builds from May 18–20, 2020. Noise or vibration below 1,500 RPM.
The remedy was replacement of the transmission and torque converter assembly. Not a reflash. Not an adjustment. A full swap.
I don’t see this much anymore because most affected units were handled early. But if you’re buying an early 2020, check service records. Make sure the campaign was completed.
AWD Coupling Low-Speed Chatter (TSB CHA128)
Some 2020–2022 AWD models shudder during low-speed turns. Around 10–15 mph (16–24 km/h). Tight parking lot maneuvers. Feels like binding.
This isn’t a blown differential. It’s control logic. Software update fixes it in most cases. The bulletin even says not to replace the coupling unless mechanical failure is verified.
In cold climates — below 20°F (-6°C) — I’ve seen this show up more often before updates. Thick fluid. Aggressive torque transfer. Feels wrong but isn’t catastrophic.
Long-Term A8LF1 Durability
Let’s talk about the transmission itself.
I haven’t seen systemic clutch pack failures. No epidemic of shattered gearsets. No ticking time bomb internal defect circulating through the industry. That matters.
What I do see, over 120,000 Miles (193,000 km)?
- Torch converter clutch shudder
- Delayed engagement into Drive when cold
- Dark fluid with a burnt smell
That’s wear. Heat. Fluid breakdown.
Kia doesn’t always scream for frequent fluid service in the maintenance schedule. In my experience, waiting 100,000 Miles is asking for trouble. Fluid starts shearing down around 60,000–80,000 Miles (97,000–129,000 km) under US heat and traffic conditions. Especially in states where summer sits above 100°F (38°C) for months.
Ignore it long enough and the torque converter starts chattering. Then customers think the whole tranny is dying.
Typical Repair Costs
Let’s jump to money. Because that’s what people really want to know.
| Repair Type | Parts (USD $) | Labor (USD $) | Total (USD $) | Cost Basis |
|---|---|---|---|---|
| Intermediate shaft replacement | $400–$900 | $500–$900 | $900–$1,800 | Industry Estimate |
| Right front driveshaft assembly | $300–$700 | $300–$600 | $600–$1,300 | Industry Estimate |
| AWD coupling assembly | $1,100–$1,600 | $600–$900 | $1,700–$2,500 | Industry Estimate |
| Propeller shaft replacement | $600–$1,200 | $400–$700 | $1,000–$1,900 | Industry Estimate |
| A8LF1 remanufactured replacement | $3,000–$4,500 | $1,500–$2,500 | $4,500–$7,000 | Industry Estimate |
| Transmission fluid service | $120–$250 | $150–$300 | $270–$550 | Service Bay Benchmark |
Recall repairs? No charge. If it’s open.
If spline wear has spread and metal contamination gets into adjacent components, the bill climbs fast. I’ve seen simple shaft jobs turn into multi-part replacements because shavings migrate.
Best and Worst Years
| Model Year | Main Driveline Risk | Recall 24V-214 Coverage | Overall Transmission Risk |
|---|---|---|---|
| 2020 | Early build vibration cases; recall exposure | Yes (build dependent) | Moderate |
| 2021 | AWD vibration complaints; recall exposure | Yes (build dependent) | Moderate |
| 2022 | AWD calibration updates; recall exposure | Yes (build dependent) | Moderate-Low |
| 2023 | Mainly recall-related driveline issue | Yes (build dependent) | Moderate-Low |
| 2024 | Production range recall overlap | Yes (build dependent) | Moderate-Low |
No year is totally immune inside that production window. Some are just quieter.
Warning Signs & Early Detection
Grinding under throttle. Clunk on gear engagement. Vehicle creeping in Park. Highway vibration. Low-speed AWD chatter.
If I’m inspecting one for a buyer, I do this:
- Run the VIN for open recall status
- Road test at 65–70 mph
- Tight parking lot turns with AWD engaged
- Scan for module updates
- Check fluid color and smell
If fluid is dark and smells burnt before 60,000 Miles, that tells me the owner drove it hard or never serviced it.
When to Walk Away
Open recall not addressed. That’s first.
Grinding plus power loss. Bad sign.
Repeated vibration repairs in the service history. That can mean someone chased the problem with parts instead of diagnosis.
Harsh engagement and no documentation. Walk.
Metal in the pan? I’m done.
Ownership Reality
| OEM Position | What I See in the Shop | Cost Consequence |
|---|---|---|
| No aggressive fluid interval emphasized | Fluid degrades by 60k–80k Miles (97k–129k km) | Torque converter shudder risk increases |
| AWD system needs little attention | Software updates required on some units | Driveability complaints if ignored |
| 10-year/100,000 Mile powertrain warranty (original owner) | Second owners get reduced coverage | High out-of-pocket exposure |
| Recall-based inspection approach | Assembly tolerance issue proven real | Resale risk if unresolved |
Warranty sounds great on paper. But once that coverage drops for second owners, a $5,000 transmission replacement becomes very real money.
Fluid service every 60,000 Miles? Cheap insurance. Skipping it? Short-term savings, long-term bill.
Lawsuits, Complaints & Regulatory History
No confirmed class action targeting the A8LF1 transmission in this platform.
NHTSA complaints cluster around:
- Powertrain – Driveline – Driveshaft
- Roll-away incidents
- Grinding and loss of drive
Recall 24V-214 is the center of gravity here. There is no federal investigation targeting widespread internal gearbox failure.
This doesn’t look like a transmission design catastrophe. It looks like an assembly tolerance problem that got expensive.
Bottom Line
The A8LF1 8-speed itself is solid. Conventional. Proven.
The driveline spline engagement issue is the weak link. Fix the recall. Verify the repair. Keep the fluid fresh.
Do that, and these can run well past 150,000 Miles (241,000 km) without the tranny grenading.
Ignore it, and you’re gambling with a messy mechanical interface that was never seated quite right to begin with.
