2022 Hyundai Ioniq 5 Recalls, Ratings & Complaints

Incident: September 1, 2026 · Filed: October 2, 2026

The Integrated Charging Control Unit (ICCU) has failed repeatedly on this vehicle. It has been replaced three times by Haselwood Hyundai dealer since the vehicle was purchased new in 2021. Dates: 9/8/2023, 12/19/2024, 9/30/2025 at approximately 17k, 35k, and 50k miles. Each failure presents the same way: the ICCU stops charging the 12V battery from the high-voltage pack, the 12V drains, and warning messages appear on the dash: Check Electric Vehicle System. The vehicle then loses power or will not start and becomes inoperable [on numerous occasions the vehicle lost power/would not start at, leaving family occupants stranded. The vehicle also required jump starts on at least 25 occasions. Safety risk: an ICCU failure can disable the vehicle without meaningful warning. A loss of 12V power affects power steering assist, braking assist, hazard lights, and airbag readiness, and has left us stranded away from home as the car has to be jumped every time. Each failure was diagnosed and confirmed by a Hyundai dealer, which replaced the ICCU under warranty. Repair orders documenting all three replacements are available on request; the replaced units were retained by the dealer. The vehicle remains available for inspection. Despite three replacements, including under the ICCU recall and the extended warranty coverage Hyundai issued, the defect has recurred, which suggests the replacement units share the same defect as the original.

Incident: September 18, 2026 · Filed: September 27, 2026

The Integrated Charging Control Unit (ICCU) in my 2022 Hyundai IONIQ 5 failed while the vehicle was charging. The vehicle had been connected to a Level 1 charger for a multi-day charging session when it unexpectedly stopped charging before reaching the selected charge limit. After the failure, the vehicle could no longer successfully charge using either Level 1 or Level 2 charging. When connected to a charger, the vehicle would initially appear to begin charging, but charging would then stop and the dashboard would display an electrical-system warning instructing me to inspect the vehicle’s electrical system. There was no warning or indication of an impending ICCU failure before this occurred. This created a significant reliability and safety concern because the vehicle effectively lost its ability to AC charge. Had I driven to a destination expecting to recharge there without realizing the charging system had failed, I could have been stranded without sufficient range to continue driving. I brought the vehicle to a Hyundai dealership, where technicians diagnosed the problem as an ICCU failure. The dealership subsequently replaced the ICCU. My vehicle had previously received Hyundai’s ICCU-related software campaign/recall update. Despite having that update performed, the ICCU later failed and required physical replacement. I am submitting this complaint because the prior software remedy did not prevent the ICCU failure experienced by my vehicle.

Incident: September 5, 2026 · Filed: September 18, 2026

We had a previous issue with our 12V battery not charging, which totally bricked the whole car. Hyundai updated the charge management system software under the active recalls and tested the 12V battery, which after it was fully charged they said was fine. Now (a few months outside our warranty period for the 12v battery), our car was bricked again and was so dead that we could not even start it/charge the battery with a jump start kit. We were stranded on the side of the road (where we had parked for an event we were attending) and the next day Hyundai towed the car to the nearest dealer (3 hours away). It took a week for them to even look at our car and diagnose it. When they did, they said the 12v battery had "just died" because "it was old". There were zero warnings about the 12v battery not charging before it died. There were zero DTC codes. They refused to replace the battery under any warranty/the previous recall and we ended up paying out of pocket. The more concerning thing is that they claimed "nothing is wrong with the charge management system" which is clearly not the case. Even older 12V batteries don't just die after leaving them for a few hours - especially to be SO dead that they can't even be revived. I no longer feel safe driving the vehicle anywhere that I can't get a cab ride - who knows when it will just decide to stop working?

Incident: September 4, 2026 · Filed: September 5, 2026

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.

Incident: September 4, 2026 · Filed: September 4, 2026

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.

Incident: May 6, 2026 · Filed: August 26, 2026

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.

Incident: July 17, 2026 · Filed: August 3, 2026

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.

Incident: June 3, 2026 · Filed: July 22, 2026

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.

Incident: June 29, 2026 · Filed: July 7, 2026

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)

Incident: July 1, 2026 · Filed: July 6, 2026

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.