What 10 owners told NHTSA about the 2019 Hyundai Ioniq Plug-in Hybrid

Supplemental to my complaint filed April 18, 2026 regarding Dick's Hillsboro Hyundai (dealer code OR035). The dealership's Service Manager (Robin Farr) provided me with an HMA training report from Hyundai's internal system. Every staff member is listed at "Certified": the baseline tier. No one is above this level. No EV/HEV-specific certification is indicated for any individual. Despite this, the dealership confirmed by phone they could service a 2019 Ioniq PHEV, then performed ICCU/DC-DC converter diagnostics (a hybrid electrical system procedure) and a 12V battery installation in the boot area adjacent to high-voltage components. The vehicle was returned with the hold-down bracket unsecured and retaining bolts missing which was only discovered when my car was assessed by a second Hyundai dealership after I had driven a significant distance. Hyundai's own shop manuals state: "Never allow technician to work on high voltage systems who are not wearing personal protective equipment." Hyundai TSBs for hybrid repairs require insulating gloves rated at 1000V AC/1500V DC. HMA's CPO form (HMACPO0601) requires an "EV/HEV Inspection certified technician" for hybrid-specific work. The ASE xEV Safety Standards state employers "SHALL verify" technician ability to work on HV systems. The dealership's website also claims its service department includes "Master technicians." The HMA training report shows no staff at that level. The Ioniq PHEV boot area contains HV wiring (DC 240V-360V). A loose metal bracket contacting terminals or HV wiring could cause a short circuit, arc, or fire — the type of hazard EV/HEV training exists to prevent.

NHTSA ODI 11733084

Following a 12V auxiliary battery replacement at Dick's Hillsboro Hyundai [XXX] , April 3, 2026), the battery hold-down bracket was left completely unsecured. The retaining bolts were absent, (later found loose in the cargo tray area). The battery terminal cover was also improperly secured. I returned to the dealership within twenty minutes of collecting my vehicle and described the condition directly to Service Manager Robin Farr, who assured me it would be corrected. It was not. On April 6, 2026, Withnell Hyundai in Salem, OR (RO# XXX/X) identified the bracket as completely unsecured with me present, documenting: "found the 12V bracket loose on arrival" and "found that battery hold down was not secured with customer present...bolts were located in cargo tray area." I had driven approximately 50 miles with this condition unknown to me. On a 2019 Hyundai Ioniq PHEV, the 12V battery is located in the boot adjacent to high-voltage traction battery components and wiring. A loose metal bracket free to move during driving presents a genuine risk of electrical arc and fire in an enclosed space: potentially while the vehicle is in motion. Dick's acknowledged the failure in writing and refunded the charges associated with this work. The condition has been corrected by Withnell Hyundai. I am filing this report to create a federal record of a safety-critical installation failure at a certified Hyundai dealership. I contacted Hyundai Motor America (Case #XXX) regarding this matter. Their representative was unable to describe any oversight mechanism ensuring safe repairs at certified Hyundai dealerships. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6) INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ODI 11732091

While driving the transmission started driving rough and the car was stuck in ev mode. Wouldnt even go back to hybrid mode. I kept driving until all my battery range was exhausted and lost acceleration and had to pull over the side of the highway. It was late at night so there was no one around or behind me, otherwise I would have been hit. Once stopped the car would not move at all so I called a tow to get me off the highway. I was away from home and had to tow it 120 miles back to the local dealer. The engine clutch actuator failed and ruined my transmission and left me stranded in the middle of the night!

NHTSA ODI 11677139

Many times, when I back out of my driveway into the intersection in front of my house the vehicle hesitates for several seconds when shifted from Reverse to Drive. I am in a situation where I cannot accelerate if needed out of the intersection. This is a safety issue in my opinion. The dealer was not able to replicate the problem, even though it happens frequently and has not provided a solution. One time, on a long road trip, while climbing a grade the vehicle could not achieve normal highway speeds (could only get to 20-30 mph). Big rigs were right behind the vehicle and were not happy having to slow down. Again creating a big safety hazard.

NHTSA ODI 11578030

The rear driver's side seat belt completely detached from the shoulder attachment point.

NHTSA ODI 11558101

Seat belts are stuck and most times does not get intact or reset after you get out of car seat. It has been happening over a month.

NHTSA ODI 11508079

In the middle lane of a multiple lane highway, it suddenly gave a very confusing warning on the dashboard. It lost power and slowed down quickly to below 40 mph. It didn't help to press down the gas pedal. I was forced to switch from the middle lane to the passing lane in order to reach the shoulder. The car was side swept by another car in the passing lane because it was at low speed. Once it reached on the shoulder it stopped completely. If it gave a clear warning, for example, "pull out immediately!", and flashed the emergency light automatically, it might save a few seconds, and gave a warning to cars behind. It's a PHEV, and I believe that it used up the battery for driving but failed to automatically start the gas engine.

NHTSA ODI 11474067

While my wife and I were driving on the interstate, all dashboard warning lights came on at once, and the car began rumbling at regular intervals as it tried and failed to switch from electric vehicle (EV) mode to hybrid EV (HEV) mode, and the engine wouldn't start. At the same time, the power steering stopped working, the car struggled to go more than 40 MPH, and it started accelerating on its own and would not stop until I hit the brake. Each time the engine tried and failed to start, the car started accelerating again. I pulled off at a gas station, turned the car off, and called for a tow. I tried to turn it on again but got a "Check Hybrid System" message and could not start the car, so I had it towed to a dealer. They diagnosed it as a dead 12-volt battery; however, they had none in stock and would be unable to get one for 2 weeks, so they charged the 12v and told us we should be able to get home. It happened again a few hundred miles later, and the situation repeated itself. This 2nd dealer also diagnosed that the issue was the 12v but couldn't get one in for at least a week. We rented a car, drove home, and when the dealer replaced the battery, they shipped it up to us. A week later, the car's big battery (not the 12v) was failing to charge, so we brought it to another dealer. They claimed they had no trouble charging it and returned the car. Shortly after that, it died again, in the same fashion described above. We took it back to the dealer, and they had it for over a month, claiming they could not replicate the problem. They returned the car, having diagnosed no problem, so I drove around the dealer and replicated issue myself. It took 15 minutes for the check engine light to come on. I brought it back to the dealer. When they got in the car, the power steering was dead, and the car could barely move. They've now acknowledged that the problem exists and are trying to diagnose it for a 4th time (5th if you count when I was unable to get it to charge).

NHTSA ODI 11469104

On 08/13/2021 my wife was involved in an accident where the front air bag did not deploy causing her to hit the steering wheel and break her sternum casing extreme pain. We need to understand why the front air bag did not deploy?

NHTSA ODI 11430790

APPARENTLY, A FRONT-END COLLISION OCCURRED WHILE THE VEHICLE WAS PARKED AND UNOCCUPIED IN A PARKING LOT RESULTING IN $1232 IN DAMAGE TO BODY PARTS, ANTI-COLLISION RADAR, AND ELECTRONIC CRUISE CONTROL. ASTONISHINGLY, THE BUMPER AND EVEN THE FRONT LICENSE PLATE SUSTAINED ALMOST NO VISIBLE DAMAGE WHATSOEVER. SEE PHOTOS ATTACHED. THE COLLISION MUST HAVE HAPPENED AT EXTREMELY LOW SPEED AND IT IS OBVIOUS THE FRONT BUMPER DID NOTHING TO PROTECT THE REST OF THE CAR--ITS PRIMARY INTENDED FUNCTION. THIS WOULD BE THE EQUIVALENT OF A HOUSE BURNING DOWN TO PROTECT THE FUSE BOX. I CHECKED YOUR WEBSITE AND NOTE THAT THE HYUNDAI IONIQ IS AS YET NOT RATED. I SUSPECT THERE IS A SERIOUS SAFETY ISSUE FOR A CAR TO SUSTAIN SUCH DAMAGE IN A PARKING LOT WITH ALMOST NO VISIBLE DAMAGE TO ITS PRIMARY PROTECTION MECHANISM: THE BUMPER. PLEASE NOTE THAT ITEMS DAMAGED WERE ALL IMMEDIATELY BEHIND THE BUMPER--A VERY DANGEROUS PLACE FOR THEM TO BE.

NHTSA ODI 11362905