Used cars are already ticking time bombs because of the engine, transmissions, etc…being able to measure battery wear definitively without hiring an mechanic to closely go over it actually makes an EV a much safer used car buy than an ICE.

>>being able to measure battery wear definitively

That is the problem right there, I do not believe they can do that that definitively, and there are more than a few horror stories already where a person buys a Used EV, the battery tested fine on purchase, but then just a few months later a cell goes out... and since you can not just replace a single cell well now they have a $20,000 bill often more than the car is worth

>>Used cars are already ticking time bombs because of the engine, transmissions, etc

this is a known risk already assimilated into the market, with network of repair options and 3rd party parts dealers to lower the cost of repairs

EV manufacturers are trying (often successfully) at blocking these 3rd party repair options and making the cost to repair an EV $$$$$$$$$$$$$$$$$$$$$$

I agree that a definitive measure of battery health is not available (in two senses: the ones available are not conclusive and they are easily tampered with).

I disagree that the batteries are not serviceable. My car has had a module replacement which served to restore battery and vehicle capacity after a single module (mostly) failed. That was done at a dealer under warranty, but there are many aftermarket suppliers capable of doing the same (and I’d have DIY’d it in my driveway if it wasn’t covered under warranty).

Under the guise of safety most manufacturers have or in the process of blocking 3rd party batteries. Electrify America also at one point in time only allowed "certified manufacturers" to charge on their network, blocking "homemade" EV's and repaired EV;s

Tesla Famously have blocked their supercharger network from rebuilds as well

It is not a technical limitation it is an economic and political one.

>That was done at a dealer under warranty

And most likely with out that warranty your car would have been economically totaled. Which is normally any repair that costs 55-60% of the current market value.

Incorrect (to the point of being FUD, IMO).

If it happened again now (outside the warranty period), it would cost me ~6-8 hours and around $70 for the module.

> and since you can not just replace a single cell well now they have a $20,000 bill often more than the car is worth

If you are referring to the conservative-popular meme that I think you are, that wasn’t even for an BEV, but an old PHEV whose (fairly small) battery was out of production.

> EV manufacturers are trying (often successfully) at blocking these 3rd party repair options and making the cost to repair an EV $$$$$$$$$$$$$$$$$$$$$$

Mechanics are expensive these days, even for ICEs. Yes, repairing an EV is expensive, but so is repairing a newer ICE.

I would love to hear criticisms against EVs that didn’t apply to cars in general.

>>I would love to hear criticisms against EVs that didn’t apply to cars in general.

Hmm plenty of that out there, like Rich Rebuilds where they have all kinds of stories about how the Repair Tatics common to the Phone Industry is being applied to the BEV's for example where a $300 cooling line repair ends up being a $20,000 repair at the dealer, and the $300 repair is "not authorized" and would likely cause problems with the Owner it is inspected by the Manufacture where by the manufacture could then decerfiy it for charging on the network

You must have your head buried sooooooo deep in the sand to not see the repairability problems manufacturers are brining to BEV;s as they start to treat them as smartphone you drive, with all the Bullshit locked down common to phones and other electronics that simply are not on ICE cars.

Ford can not prevent me from gasing up my car if i put a non-ford piston in Tesla can prevent me from charging my Telsa if I used unauthorized repair

While it's true that you can't replace one cell, you also don't need to because the pack is designed to lose individual cells without significantly impacting the range. It's not like they're not all in series or something. They're paralleled in medium groups (72 on original model S) with individual fuses, so a single lost cell cuts the capacity of that one group by 1/72. Active rebalancing can transfer charge between groups, so it's hardly noticeable.

Norway is at around 80% of new car sales being electric.