117 of the
2,124 complaints filed about the Hyundai Ioniq 5
are about the other systems —
6% of everything owners reported.
The worst model year for it is 2023.
After car has been parked, when trying to start car , car turns on briefly saying 12 v battery low come to safe stop. Then car dies. Car isn’t in motion since it’s been parked. First time it happened I needed a tow truck and the tow truck needed to jump my battery. Since then battery keeps dying when trying to start this has happened every time I start the car since July 11 2026
NHTSA complaint #11757939 — an unverified report by a vehicle owner.
- unintended acceleration problem (VCU malfunction?); happened 8/16/26 - safety at risk - yes; drove a little ways with brakes on; brakes started to smell like they were burning; then vehicle screen said to stop (with loud warning noises), which i did - tow truck took it to dealer; haven't heard yet from service staff - hopefully will be seen today at San Bruno Hyundai - no warning or problems earlier in the day yesterday; see above
NHTSA complaint #11757411 — an unverified report by a vehicle owner.
My 2025 Hyundai Ioniq 5 experienced a complete and sudden loss of drive power at high speed, generating open fault code DTC P1A9096 (Internal ICCU Failure) [24V-204]. This failure completely matches the component and safety hazard profile under active Federal Safety Recalls 24V-204 and 24V-868 [24V-204].The vehicle was repaired at an authorized retail facility, Hyundai of El Cajon. The facility's un-finalized pre-invoice explicitly verified the ICCU failure code but deliberately omitted the federal safety recall context, routing the mechanical intervention under an internal manufacturer 'TSB 24-EV-004H' to hide the defect from consumer safety databases [24V-204].This represents a deceptive administrative effort to under-report active federal safety recall failures on newer model inventories across the E-GMP platform architecture [24V-204]. I am requesting a formal safety defect enforcement review into the manufacturer's regional reporting data.
NHTSA complaint #11756375 — an unverified report by a vehicle owner.
The car engine shutdown mid drive. One minute before the complete stop, the car was stalling every 20 sec or so, then the acceleration stop responding to the drive pedal. The car was gliding to a stopping point. The "Engine " warning was on the display. Afterward, the car was towed to the Earnhardt Hyundai North Scottsdale, where the service center could not recreate the problem. They concluded that is a non issue since they did not observe the same issue during the test and diagnostic.
NHTSA complaint #11754557 — an unverified report by a vehicle owner.
I was slowing down, actively pressing the brake pedal to bring the vehicle to a full stop. As the car decelerated to what my senses and perception registered as a full stop, I pressed the “P” (Park) button while keeping my foot on the brake pedal. I felt the physical click of the “P” button under my thumb while still holding the brake, and my mind registered that the vehicle had successfully transitioned into Park. Before turning around, I visually confirmed that the vehicle had come to a complete stop. Believing it was fully secured in Park, I turned my head to check on my child in the back seat and naturally released the brake pedal completely. However, the system had actually rejected my command. I assume that the vehicle likely still had a small amount of speed at the exact millisecond I pressed the button, and the computer automatically blocked the “Park” command and kept the car in gear. Because an electric vehicle operates in almost complete silence, with no engine noise or vibration to indicate that it is still in gear, there was no auditory or physical cue to alert me that the car was moving when I released the brake. While my attention was turned toward the back seat for a few seconds, the car quietly began to creep forward, leading directly to the collision with the car in front of me. Following the accident, I found that the vehicle produces slightly different sounds when Park is rejected and when it is successfully engaged. However, the owner’s manual describes only the dashboard message and does not describe these sounds or explain how to distinguish them, so their meanings may be learned only through the failure. At the time of the incident, I was not familiar with the distinction between these two sounds. Because my brain processed the physical press of the button as a successful action, and I had visually confirmed that we were not moving, my focus immediately shifted to my child. I was entirely misled by the digital interface.
NHTSA complaint #11749766 — an unverified report by a vehicle owner.
Rear hatch window spontaneously shattered for no apparent reason. Car was parked in a Florida parking lot, no use of rear hatch and no use of rear defroster. I understand there is a potential class action lawsuit for the Ioniq 5 model years 2022-2025 for this problem.
NHTSA complaint #11748404 — an unverified report by a vehicle owner.
The vision panel, located between the windshield and the moonroof, exploded and shattered into a ton of pieces. There are a multitude of fractures throughout the panel and the edges of the panel are falling apart, exposing the wiring underneath.
NHTSA complaint #11746191 — an unverified report by a vehicle owner.
The Moon Roof glass, which is not designed to open, developed a non-impact, or stress fracture. Since it is not supposed to open, the glass is a structural part of the vehicle. It was not cracked when I first took possession of the vehicle, and since I did not open the interior screen all winter, I never noticed the crack. I reported it to the dealer, but it did not take responsibility or offer a replacement.
NHTSA complaint #11740340 — an unverified report by a vehicle owner.
Heard a pop sound, drove three-mile back to house, with car throttled speed to 20 MPH on 35 MPH roads. Leased 2025 Ioniq 5 at 4553 mi. Once back, completely died, vehicle wouldn't lock, start or move. We had vehicle towed to Dealer (20 miles away). No warning lights, no notices. The vehicle needs a new ICCU, the associated fuse and a new 12-volt battery. This is a known recall for the Ioniq 5 2020-2024. When leasing this 2025, we were assured the problem was fixed on the 2025 - Clearly that is not the case. This is ridiculous- it should be a recall and fixed proactively rather than a crash potential hazard for the driver.
NHTSA complaint #11737562 — an unverified report by a vehicle owner.
The emergency steering will engage at random times. The car makes a loud noise, a light on the dashboard illuminates, and the car will try to drive into another lane. This happens at least once a week, and it has never happened when there was another car around, so I wasn't about to get into a collision. It has happened when there is construction and the lane markers are unclear, when the road is a little wet and other times I can't explain. I have always been able to shove it back into the lane I want to be in, but this also seems incredibly unsafe. It could drive me into any sort of situation involving other cars or off the edge of a road. I've Googled and I am not alone in experiencing this problems. I reported this twice to Hyundai customer service.
NHTSA complaint #11736141 — an unverified report by a vehicle owner.
The ICCU went bad. I am not able to charge it at my house, because it causes the breaker to trip. It does successfully charge at a charging station. But then I learned the power could also go at any point and leave me stranded. The local Hyundai dealer (Burns Hyundai) cannot even look at my car for a month. I discovered that Hyundai has known about this issue for four years and doesn't have a real solution, just replaces the part with another of the same one. The car is not safe to drive at the moment, but I also feel like it will never be trustworthy on a longer drive as long as there's no real fix. Along with the dealer, I reported this twice to Hyundai customer service.
NHTSA complaint #11736145 — an unverified report by a vehicle owner.
While the vehicle was parked in a garage and charging overnight, I briefly went to the vehicle to retrieve an item from the back seat. I was barefoot at the time. I opened the driver‑side rear door and reached inside with my right hand while my left hand was near the upper door area where the door seal is located. When my left hand grazed the door frame, it felt unusually sharp. When I touched the area again to determine what was sharp, I received a significant electric shock. There were no warning lights, messages, or prior symptoms before the incident. The presence of electrical current on an exterior door surface poses a safety risk during normal vehicle use.
NHTSA complaint #11734481 — an unverified report by a vehicle owner.
Upon delivery of a brand new 2026 Hyundai Ioniq 5 with 13 miles on the odometer, the washer fluid warning illuminated the next day. Reservoir was refilled on 3/29 and was completely empty by 3/30. Vehicle was brought to the authorized dealer on 3/31. The technician confirmed via repair order that the washer fluid hose was actively spouting directly above the ICCU — Integrated Charging Control Unit — a safety-critical high voltage component. Washer fluid was confirmed present in the ICCU floor pan. The cause was a nail severing the washer fluid line. The dealer confirmed the vehicle sat on their lot approximately 70 days before the 3/23/26 delivery date and that washer fluid is factory pre-filled. This indicates the leak was active for approximately 70 days before delivery, during which washer fluid leaked above the ICCU and surrounding electronics. Repair required complete interior disassembly — seats, carpet, center console, floor trim — on a 156-mile brand new vehicle. A full floor wire harness was replaced under Hyundai Techline authorization. Soaked carpet and insulation were salvaged outside rather than replaced. Hyundai Motor America declined to proactively replace the ICCU despite documented fluid exposure above it and denied an extended warranty request covering affected electronics. Safety concern: internal corrosion from extended fluid exposure may not present immediately but can cause sudden loss of drive power — a known ICCU failure mode on this platform subject to multiple prior recalls. Loss of drive power at highway speed poses serious safety risk.
NHTSA complaint #11732290 — an unverified report by a vehicle owner.
On XXXXX, while parked at a campsite approximately two hours from my home, the vehicle displayed an “electrical failure” warning on the dashboard. The vehicle had been parked for less than 20 minutes when this issue occurred. I contacted Hyundai customer support that same evening to report the problem (Case #XXXXXX). On April 4, 2026, the vehicle was towed via Hyundai roadside assistance to Winner Hyundai in Dover, Delaware, where Tracy is my current point of contact. This situation left my family of four, along with our belongings and pet, stranded without transportation. Despite significant effort, we were unable to secure a rental vehicle in the Dewey Beach area, even after contacting multiple rental agencies and the dealership directly. This was later resolved, and I am currently in a rental through Enterprise; however, the stress and uncertainty of potentially being stranded was significant and unacceptable. While at the dealership, my wife witnessed the tow operator unloading the vehicle without proper equipment to safely lower it. As a result, the vehicle’s hitch made forceful contact with the pavement and became lodged. Multiple dealership employees observed the incident. After considerable effort to free the vehicle, it was released abruptly and rolled into another vehicle on the lot, causing additional damage. An argument then occurred between the dealership owner and the tow operator, which my wife was forced to witness. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)
NHTSA complaint #11730289 — an unverified report by a vehicle owner.
On 3/19/2026. Battery was at 20% SOC. Plugged in my home L2 charger. Car did not start. Took vehicle to dealer the next morning 3/20/2026. It was diagnosed as an ICCU failure. Parts ordered car left at dealer but still waiting on 4/9/2026 for issue to be resolved.
NHTSA complaint #11730250 — an unverified report by a vehicle owner.
The 12V battery in my 2025 Hyundai Ioniq 5 failed under normal use, causing repeated loss of vehicle function. Voltage measured ~12.3V at rest, dropping to ~12.0V when opening the door, and collapsing to ~11V then ~9V under light load (headlights), resulting in system shutdown. After a failed start attempt, the vehicle experienced a brownout followed by a complete loss of 12V power for approximately 5 minutes while the battery was replaced. After installing a known-good replacement battery, the vehicle powered up and the instrument cluster displayed “The vehicle is On, Ready” without pressing the start button or providing any operator input. Due to safety concerns, I did not attempt to move the vehicle. Concern: After a complete loss of control power, the vehicle appears capable of entering or reporting a Ready state without explicit operator action. A vehicle should not present or enter a drive-ready state following a power interruption without a new, deliberate user command. This behavior is unpredictable and could present a safety risk if the system were to enable propulsion or mislead the operator about the vehicle’s state. At minimum, it indicates improper state recovery after a power failure.
NHTSA complaint #11729163 — an unverified report by a vehicle owner.
On Mar 29th, I got a 12v battery low voltage warning sign at 4pm. Jumpstarted the car and drove back to the home. On Mar 30th, car would not start so I had it towed to Downey Hyundai by roadside assistance. On Mar 30th, 12:41pm dealer confirmed that the it will need an "ICCU" and have ordered the part, but there are no loaners and no ETA for the part at this time. Problem has been reproduced and confirmed by dealer. There were no other warning signs prior to the failure.
NHTSA complaint #11728697 — an unverified report by a vehicle owner.
The vehicle experienced a sudden failure of the 12V battery while on the road. The car stopped completely and became inoperable. At the time of failure, there were no tail lights or proper warning indicators working, which created a very dangerous situation, especially in traffic. I was stuck on the road for about one hour waiting for a tow truck. During that time, other vehicles were honking and passing by, increasing the risk of an accident. The vehicle had to be jump-started before it could be moved. Details: What component failed: The 12V battery system failed unexpectedly. The vehicle is available for inspection upon request. Safety risk: Loss of power caused the vehicle to stop on the road with no tail lights, putting my safety and others at serious risk. Reproduction/confirmation: Issue was temporarily resolved with a jump-start, but this is a known issue reported by other owners as well. Inspection: The vehicle has not yet been inspected by the manufacturer or dealer after this incident. Warnings/symptoms: There were no clear warning lights or messages before the failure. The issue happened suddenly without notice.
NHTSA complaint #11725650 — an unverified report by a vehicle owner.