2022 HYUNDAI IONIQ 5 Complaints

This report is an addendum to report 11762283 that was made yesterday. The vehicle allows driving with the rear liftgate ajar, however under some circumstances it engages the EPB when the vehicle comes to a stop while the gear state is still Drive. The gear state of the car remains in Drive when the EPB engages. This presents the driver with the choice, in the middle of the road and possibly in the middle of an intersection, of either exiting the vehicle and rearranging contents of the vehicle to allow the rear liftgate to close, or activating the accelerator to continue driving with the traction motor overpowering clamped EPB. Neither option is safe. I have attempted to reproduce this unsafe state of the vehicle and was successful in one case and unsuccessful in another. My hypothesis for the differentiating factor is the top speed reached prior to decelerating to a stop: in the first case, 13mph, and in the second, 15mph. I have attached a single frame from one of two videos, of the successful case. The instrument display shows gear state is Drive, the car is moving, high torque is being applied by the traction motors (but typically the screen center shows ADAS state, and there is no indication of instantaneous traction torque), and the EPB is engaged. The car is in the middle of an intersection at the time.

After coming to a stop at a stop sign, and while the gear state was in Drive, the vehicle auto-applied the electronic parking brake because the tailgate was ajar. Gear state remained in Drive. Upon accelerator input, the parking brake did not release, and the vehicle delivered propulsion torque overcoming the parking brake. As a result, the vehicle accelerated and drove several blocks with the rear brakes fully clamped, which was only effectively indicated by a smell and smoke emitted from the rear wheel wells. An irritating repetitive audio and large flashing visual alert in the display cluster indicating the tailgate state distracted from any additional indications that may have been displayed. That distracting indication was continuously active from when gear state was first switched to Drive and did not correlate with EPB engagement.

Active powertrain failure on my 2022 Ioniq 5 SE, which poses an immediate and severe safety risk. On May 18, 2026, the vehicle suffered a catastrophic loss of power and a complete failure to charge. At Murdock Hyundai of Lindon, technicians diagnosed it with trouble code P1AA600 and recommended a total high-voltage battery pack replacement at a cost of over $44,000. Immediate Fire & Safety Risk: The dealership technician explicitly warned me that if I continue to attempt to drive or plug in the vehicle, it will cause an electrical fire. Visible Electrical Arcing: The service technician stated that they physically witnessed an electrical arc occur when connecting the vehicle's high-voltage charging components. The technician's diagnosis strongly points to a catastrophic internal short circuit or a failed Power Relay Assembly (PRA) within the high-voltage housing. The company completely stopped working and Hyundai would not help. This has been an ongoing issue with other cars too. I tried multiple times working with both the deal and Hyudnai.

While driving 70mph on the highway in Phoenix, multiple emergency lights illuminated on the dashboard and I lost all control over the steering wheel and braking mechanisms. The car has been serviced regularly with multiple check-ins focusing on battery efficiency.

On June 3, 2026, my 2022 Hyundai Ioniq 5 SE Dual Motor AWD (approximately 31,000 miles) experienced a sudden and severe high-voltage battery failure. Prior to complete failure, I noticed “Check Electrical” warning sign occurring simultaneously: a sudden and dramatic drop in driving range, dashboard warning lights illuminating, and the vehicle failing to charge properly at both home and public charging stations. The vehicle was still drivable at the time I brought it to an authorized Hyundai dealership, but displayed serious warnings indicating the HV battery system was critically compromised. Upon inspection, the dealership confirmed the main high-voltage battery had failed and required full replacement. The dealership has advised that the repair will take several months due to parts availability. This failure is not an isolated incident. Hyundai issued a recall covering 2022–2024 Ioniq 5 models for HV battery and charging system defects (including ICCU failure). My vehicle’s failure is consistent with this known defect pattern. Despite the vehicle being subject to this known systemic issue, Hyundai Motor America has declined to offer a goodwill buyback, and my case manager has stated the vehicle does not qualify for lemon law relief. The sudden loss of range and charging capability while the vehicle is in motion or in use presents a serious safety concern — particularly on highways where unexpected power loss could lead to accidents. I am currently without a vehicle for what Hyundai estimates to be several months. I am requesting NHTSA investigate this failure pattern in 2022–2024 Hyundai Ioniq 5 vehicles and take appropriate action to protect consumers from this known defect.

Complaint Summary: Mandated federal safety recall remedies performed on my vehicle have directly induced a cascading, critical safety failure of the vehicle's high-voltage propulsion management system. My 2022 Hyundai IONIQ 5 (VIN: [XXX]) was brought to an authorized dealer on XXX at 200,224 miles to complete safety recall Campaign 272 / NHTSA Recall 24V-204 (ICCU Software Update and Fuse Inspection). After receiving this software flash, the vehicle's electrical charging system failed (DTC P0D5C00), requiring a full hardware replacement of the Integrated Charging Control Unit (ICCU) on XXX. 142 miles after the physical replacement of the high-voltage ICCU, the vehicle displayed an emergency battery malfunction message on the dashboard. Diagnostic scans reveal active fault code P1BC700 in the Battery Management System. The manufacturer's dealership is now charging $1,909.77 out-of-pocket to replace the Power Relay Assembly (PRA).The current recall modifications for the E-GMP platform are failing to safely mitigate high-voltage current spikes. The electrical strain or servicing procedure required by the recall has directly compromised the adjacent power relays. This creates a severe safety hazard, leaving drivers exposed to subsequent high-voltage component failure immediately after completing mandated federal safety recalls. NHTSA should investigate cascading high-voltage component failures occurring in vehicles directly following the completion of Recall 24V-204. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

Experienced ICCU failure under everyday conditions, driving home from an appointment. Car had sat in direct sun for 30 mins, and starting the car and driving away with the AC fully blasting is when the failure occurred.

Component that failed: High-voltage main battery pack assembly and associated electrical architecture. The vehicle and the component are currently located at my home and are available for inspection upon request. Description of Incident & Safety Risk: While attempting to drive the car and when connected to the vehicle to a standard charging infrastructure, a catastrophic internal failure occurred within the high-voltage system (Diagnostic Trouble Code P1AA600). Upon attempting to plug the vehicle in, active electrical arcing and physical sparks emanated from the high-voltage architecture. This structural manufacturing component defect presents an immediate, severe, and active fire and safety hazard to the occupants, the vehicle, and any surrounding property. The vehicle is currently completely un-driveable and unsafe to connect to any power grid. Dealer Confirmation & Inspection: The vehicle was driven to a certified manufacturer dealership service center. A certified dealership technician formally inspected the vehicle, reproduced the fault, and explicitly documented the active electrical arcing and sparking coming from the high-voltage pack in the official service records. The vehicle history was also escalated to the manufacturer's executive consumer affairs team, who acknowledged the intake statement but refused to authorize a remedy or repair. Warning Symptoms: There were no long-term warning lamps or prior symptoms leading up to the structural breakdown. The high-voltage system failure occurred suddenly and catastrophically, immediately triggering a critical malfunction indicator on the dashboard cluster at the time of the failure.

The ICCU failed to charge the car via level 1 (120VAC or 240VAC), but does charge using public DC chargers. Fortunately the issue occurred at home so no traffic issue occurred, in this case. The level 1 charger indicated a fault and would not charge the car. I drove the vehicle without any issues to a public charger and established that the DC charging is working. Hyundai repair center diagnosed the problem and confirmed that a repair is needed. I am currently awaiting a repair. The fault was diagnosed on January 22, 2026 and as of June 01, 2026 no repair has been done.

Unknown. It just happened in November and i called Hyundai but they didn't want to fix it. I haven't been able to use my car properly since then.