The Hyundai IONIQ 5 eMotor is a permanent-magnet synchronous electric motor integrated into Hyundai’s Electric-Global Modular Platform (E-GMP), produced from 2021 onward. It delivers 125–160 kW (170–218 PS) in rear-wheel-drive form and up to 225 kW (306 PS) in dual-motor all-wheel-drive configurations, with peak torque between 350–605 Nm depending on drivetrain layout. The motor uses oil-cooled windings and a single-speed reduction gear for high efficiency and instant response.
Fitted exclusively to the IONIQ 5 (SK1) across global markets—including the Standard Range, Long Range, and AWD variants—the eMotor was engineered for urban agility, highway stability, and rapid DC fast charging compatibility. Emissions compliance is inherent to its zero-tailpipe design, and it meets EU Whole Vehicle Type Approval requirements under Regulation (EU) 2018/858 with integrated functional safety per ISO 26262 ASIL-C.
One documented concern is premature wear of the reduction gear needle bearings in early-production units, particularly under repeated high-load acceleration or frequent DC fast charging cycles. This issue, highlighted in Hyundai Technical Service Bulletin TSB‑22‑EV‑007, is attributed to insufficient lubrication flow in the initial gear housing design. From Q3 2022 onward, Hyundai implemented revised bearing cages and enhanced oil jet targeting to improve durability.
All IONIQ 5 eMotor variants (2021–present) are zero-emission vehicles compliant with EU Whole Vehicle Type Approval (WVTA) under Regulation (EU) 2018/858 (VCA UK Type Approval #VCA/EMS/9103).
The Hyundai IONIQ 5 eMotor is a permanent-magnet synchronous electric motor engineered for compact crossover applications (2021–present). It combines oil-cooled windings with a single-stage reduction gear to deliver instant torque, high efficiency, and regenerative braking integration. Designed to meet EU WVTA standards, it supports 800V architecture for ultra-fast charging and seamless vehicle dynamics control.
| Parameter | Value | Source |
|---|---|---|
| Motor type | Permanent-magnet synchronous motor (PMSM) | |
| Configuration | Rear-mounted (RWD) or dual-motor (AWD) | |
| Peak power (RWD) | 125–160 kW (170–218 PS) | |
| Peak power (AWD) | 225 kW (306 PS) combined | |
| Peak torque (RWD) | 350 Nm | |
| Peak torque (AWD) | 605 Nm combined | |
| Cooling system | Dedicated oil circuit with integrated heat exchanger | |
| Gear reduction ratio | 9.25:1 (RWD), 9.25:1 front + 9.25:1 rear (AWD) | |
| Voltage architecture | 800 V nominal (400 V compatible via onboard converter) | |
| Inverter type | SiC-based IGBT inverter with ISO 26262 ASIL-C compliance | |
| Regenerative braking | Up to 0.25g deceleration; paddle-adjustable levels | |
| Dry weight (motor + inverter) | 89 kg (RWD unit) | |
| Lubricant type | Hyundai EV Gear Oil SAE 75W‑90 (synthetic, low-conductivity) |
The oil-cooled PMSM enables sustained high-torque output and rapid DC fast charging but requires inspection of the reduction gear oil every 40,000 km to prevent needle bearing wear. Use only Hyundai-specified EV gear oil (SAE 75W‑90, low-conductivity) to avoid electrical arcing and bearing corrosion. Early-production motors (pre-Q3 2022) are susceptible to lubrication starvation under aggressive driving—inspect for whining or grinding per TSB‑22‑EV‑007. The 800V architecture supports 10–80% charging in ~18 minutes but demands CCS2-compatible infrastructure. Regenerative braking reduces mechanical brake wear but requires periodic calibration via diagnostic tool.
Oil Specs: Requires Hyundai EV Gear Oil SAE 75W‑90 (low-conductivity, non-conductive formulation) per TSB‑22‑EV‑007. Standard GL-4/GL-5 oils are prohibited.
Emissions: Zero tailpipe emissions; full compliance with EU WVTA (Regulation (EU) 2018/858) confirmed (VCA Type Approval #VCA/EMS/9103).
Power Ratings: Measured under ISO 18488 standards. AWD output reflects combined front/rear motor performance (Hyundai PT‑2024).
Hyundai Technical Information System (TIS): Docs EV‑IONIQ5‑01, EV‑IONIQ5‑02, TSB‑22‑EV‑007
VCA Type Approval Database (VCA/EMS/9103)
ISO 18488:2018 Electric Vehicle Motor Testing Standard
Regulation (EU) 2018/858 on Whole Vehicle Type Approval
The Hyundai IONIQ 5 eMotor is used exclusively in the IONIQ 5 (SK1) platform with rear or dual-motor mounting and no external licensing. This motor received configuration-specific adaptations—single-motor RWD for Standard/Long Range and dual-motor AWD for Performance variants—and from Q3 2022 the updated reduction gear housing with improved oil jetting created minor service part distinctions. All adaptations are documented in OEM technical bulletins.
Locate the motor ID plate on the side of the motor housing near the inverter junction (Hyundai TIS EV‑IONIQ5‑04). The 7th VIN digit is 'E' for electric variants. Pre-Q3 2022 motors use gear housing Part No. 42310‑G5000; post-Q3 2022 units feature revised housing Part No. 42310‑G5100 with enhanced oil jet nozzles. Critical differentiation: RWD and AWD rear motors share architecture but differ in inverter calibration and torque limits—never interchange without full VCU reprogramming (TSB‑22‑EV‑007).
The IONIQ 5 eMotor's primary reliability risk is reduction gear needle bearing wear on pre-Q3 2022 builds, with elevated incidence in vehicles subjected to repeated high-load launches or frequent 350 kW DC fast charging. Hyundai internal field data from 2023 indicated bearing-related noise complaints in a measurable subset of early units before 60,000 km, while UK DVSA records show near-zero mechanical failure rates overall due to the absence of combustion components. Extended service intervals or incorrect lubricant accelerate wear, making fluid specification and inspection frequency critical.
Analysis derived from Hyundai technical bulletins (2022–2024) and UK DVSA failure statistics (2022–2024). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HYUNDAI IONIQ-5-EMOTOR.
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