As electromobility turns from fringe enthusiasm to ordinary business, some notions of savings are falling apart. After the subsidized electricity at the chargers, we also say goodbye to the illusion that with the absence of expensive fillings and consumable parts, the maintenance of an electric car will be a breeze. The equipment of the workshop and the training of people are expensive for the repair shop, which is logically reflected in the price of the work.
An electric car does not need regular oil or timing belt changes, its turbo or starter never fails, let alone its catalytic converters are chemically exhausted. In general, therefore, it can be expected that the maintenance of a battery-powered car will be cheaper over a period of eight or ten years than for a modern diesel.
The logical question is what will happen to the battery in the coming years. No one can answer that yet, because the properties are improving, however, development is rapid and the health of a particular piece will also depend on the consideration of the user.
What we can already observe, however, are new requirements for the qualifications of mechanics and requirements for service equipment. We were able to see them up close at the Louda Auto service in Pardubice. It is the first in its region to meet the highest standard for electric car repairs according to Škoda standards and is also preparing for Volkswagen and Audi.
“Every branded service today must have all mechanics trained to the level of EIP – an electrically instructed person. This does not yet authorize them to work with a high-voltage system, but the workers must know the principle of how the electrical system works and also pass an exam in first aid in the event of an electric shock,” explains the manager Jakub Pelech service.
The second mandatory level is a technician with an electrotechnical education according to decree 50/1978 Coll., who is able to de-energize the vehicle so that, for example, bodywork repairs can be carried out on it. The Louda service already has employees on the third level, which is still voluntary. They have undergone the most detailed training to be able to repair the internals of the electric drive and batteries down to the module level.
Workshop equipment is demanding not only on a technical level, but also in terms of space. “Each inspection of an electric car begins at the direct reception station. Here we lift the vehicle on a jack in the presence of the customer, with whom we can confirm whether the battery shows signs of damage from below,” continues Jakub Pelech, and one of the e-Golfs, which the service offers as replacement cars.
The condition of customer presence sounds convincing. Visible damage to the battery case would require a more detailed inspection. However, it is clear that as the number of electric cars increases, it will become increasingly difficult for the service to serve them all in this way.
It’s even more challenging inside the workshop. Here, electric cars have one jack reserved and next to it a free space that could fit another car. “When we remove the traction battery from the car, the technician needs free space to work with it,” is the simple explanation.
It’s no wonder that today’s batteries take up half of the floor of the car and no one wants to compromise work safety. However, the repair shop is powered by occupied hevers, not the free space between them. The battery weighs almost half a ton and is lowered onto a special table with insulated fasteners. It already costs a quarter of a million crowns.
The sight of the necessary equipment is also respectable. It includes diagnostic devices and several types of cables through which the computer communicates either with the entire car or with the removed battery.
“When I used to join the service department, we had one diagnostic device for three jacks. Today, we need two devices just for the electric vehicle station. When a ninety-minute charging test is carried out on one, the mechanic needs another with which to continue working on the vehicle. For example uploaded more demanding updates,” explains Jakub Pelech.
There are several seemingly ordinary cases with keys, bits and pliers. They’re just all massively insulated. “You can buy ordinary tools in a hobby market for three thousand crowns. Here we either have to meet the direct specification of the car manufacturer, or buy from specialized companies. Of course, they sensed the potential of the market, so they sell such a case for fifteen hundred euros,” Jakub shakes his head.
“Full equipment and maximum training of mechanics has only come in handy a few times. For example, during a recall for plug-in hybrid Škoda cars, when it was necessary to remove the traction battery and adjust the high-voltage wiring in it,” adds Pavel Boháč, director of sales and marketing of Louda Auto service services .
Otherwise, electric cars are only used for undemanding regular visits. Motorists would like to see it stay that way for as long as possible. However, it is all the more difficult for them to earn all the preparations for a total of half a million crowns. And all the more, services will have to transfer their price to the hourly rate for work.
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