Other than for a flat tire, you’ll almost never see an electric car on the side of the road awaiting a service vehicle or tow truck. That’s because an EV will never need any of the following expensive repairs — the parts simply don’t exist on an EV:
Muffler or stolen catalytic converter
Power steering pump
Power brakes pump
Engine work of any kind
There’s no “check engine” light because there’s no engine, so you won’t pay to “pull codes” and reset it. And no emissions testing. The electric motors in EVs, like those in other devices, are dependable, only failing if they are worked too hard, and the computers in Teslas (and presumably other EVs) don’t let that happen.
EVs have Battery Management Systems (BMS) which are critical to maintaining battery health and performance. In Teslas, there is a sealed coolant system which maintains the battery at its optimum performance temperature (70° F) year-round, including cooling it when it is being supercharged or when it sends a high level of power to the electric motor(s).
Lithium batteries, unlike lead acid batteries, do not fail abruptly, but rather degrade over time. The reason lead acid batteries fail abruptly, I’m told, is that they consume the lead when they are charged and discharged. Lithium ion batteries don’t consume the lithium. The rate of degradation has been estimated at 1% per year, so a battery with 300 miles of range might degrade to 270 miles of range in 10 years. That matches my experience.
As people wait for the purchase price of EVs to equal that of a gas-powered car — which has largely happened — they shouldn’t overlook the lower cost of fuel (3 to 4 cents per mile vs.10 cents and higher) and the dramatically lower cost of maintenance and repair. And fleet buyers won’t have to buy 12 EVs in order to always have 10 on the road because of how rarely EVs will be in the shop.