I'm not sure much changes. High voltage systems are fairly complex and basically impossible to work on at home in a safe manner. This will direct pretty much all repairs that require disabling the high voltage system to mechanics / dealerships. We have a living example of this sort of transition with GM and their Volt / Bolt. Mechanics working on EVs today have be specially trained on high voltage procedures, which are fairly cumbersome in the shop to perform. Even things that seem simple, like the heat pump, end up with a fair amount of complexity due to stuff like special procedures, special oils, more valves with addition of a battery loop, etc.
Dealerships do lose the oil change up-sell loop, but my gut feeling is they can make up the cost with big margins on high-voltage repairs. Check out the workshop service manuals for some existing EVs today -- its staggering how much more complex a battery cell replacement is compared to say, an ICE engine swap. Dealer prices on these two procedures are priced accordingly, with procedures that involve HV components regularly costing more than the depreciated value of the EV itself! The Toyota Prius seems to be the first and last model with any kind of easy repair kept in mind for high-voltage components on cars.
Dealerships do lose the oil change up-sell loop, but my gut feeling is they can make up the cost with big margins on high-voltage repairs. Check out the workshop service manuals for some existing EVs today -- its staggering how much more complex a battery cell replacement is compared to say, an ICE engine swap. Dealer prices on these two procedures are priced accordingly, with procedures that involve HV components regularly costing more than the depreciated value of the EV itself! The Toyota Prius seems to be the first and last model with any kind of easy repair kept in mind for high-voltage components on cars.