Electric vehicles are not just changing what drivers buy, they are rewriting who gets paid to keep those vehicles on the road. As battery-powered models move from novelty to mainstream, the quiet work of repairs, parts and performance upgrades is turning into a contested frontier between legacy suppliers, new tech players and automakers that want to keep more of the value for themselves. The result is a growing fight in the auto aftermarket over who owns the customer, the data and the profit in an electric future.
That struggle is playing out everywhere from collision shops and parts warehouses to racetracks and software labs, as traditional mechanical know-how collides with high voltage, complex electronics and over-the-air code. The stakes are high for everyone who has long depended on the steady stream of maintenance and replacement parts that internal combustion cars required, and for a new generation of companies betting that EVs will support a different, more digital kind of aftermarket.
EVs hit the aftermarket just as the old model peaks
The aftermarket has been one of the most reliable profit engines in the car business, with parts makers, distributors and repair shops all taking a slice every time a vehicle needed brakes, belts or fluids. That model is now under pressure as electric vehicles, which have fewer moving parts and different wear patterns, start to make up a meaningful share of vehicles in operation. Industry analysis of Over the next decade points to a steady rise in battery-powered cars and crossovers on the road, which will gradually shift where and how money is made after the initial sale.
At the same time, long term observers of the service and dealership ecosystem note that Aftermarket manufacturers and service shops have historically relied on the fact that internal combustion vehicles need more maintenance than EVs. As plug-in models gain share, that assumption no longer holds, and the balance of power between automakers, independent garages and parts brands is starting to move. The fight now is over who adapts fastest to a world where software, batteries and high voltage systems define the repair bill.
From oil changes to electrons: why EVs threaten legacy revenue
Electric vehicles eliminate entire categories of parts that have long supported the aftermarket, from exhaust systems and spark plugs to complex multi-speed transmissions. That is why analysts warn that the rise of plug-in models poses a particular risk for suppliers whose business is tied to internal combustion powertrains. One assessment of the shift notes that Feb research highlights how Major systems that are essential to vehicles with internal combustion engines simply do not exist in a battery electric car, which means the companies that built their fortunes around those components must either pivot or shrink.
The impact is already visible in the way some powertrain-focused suppliers talk about electric brands. When Tesla sells a vehicle that does not use traditional engine parts, every one of those cars is effectively a lost customer for legacy component makers. One industry interview spells this out bluntly, noting that When Tesla buys none of the conventional parts, each Tesla is a customer that Tesla and Federal Mogul no longer share in the powertrain division. That kind of direct substitution is what makes the EV transition feel like an existential threat for some incumbents rather than just another product cycle.
EVs are already reshaping what gets fixed and how often
While the full effect will take years to play out, early data and shop-floor experience suggest that electric vehicles change both the mix and frequency of aftermarket work. Industry observers tracking service patterns describe a shift away from routine mechanical jobs toward more specialized tasks tied to batteries, power electronics and software. One detailed overview of The Rise of Electric Vehicles and the Impact on the Automotive Aftermarket Industry By Evarts notes that while EVs may need fewer oil changes, they often require more complex repairs when something does go wrong, particularly around high voltage components.
That complexity is already filtering into the aftermarket in visible ways. Trade show organizers and parts distributors report that EVs are increasingly entering the Auto Aftermarket, with LAS and VEGAS events now devoting more floor space to high voltage tools, battery service equipment and training. As more of the vehicle population flips to electric, those once niche offerings are becoming central to how shops plan their future revenue.
Electronics, sensors and software crowd out wrenches
Under the skin, modern EVs are packed with electronics that change what it means to diagnose and repair a car. Instead of chasing vacuum leaks or worn timing chains, technicians are increasingly dealing with control modules, firmware and data networks that require laptop-based tools and a different kind of expertise. One analysis of the shift points out that The increase in electronic components such as sensors and ECUs in EVs escalates the need for advanced diagnostic tools, and that sensor rich designs are part of a broader move toward a technologically advanced vehicle infrastructure.
That same digital tilt is even more pronounced in so-called software-defined vehicles, where much of the car’s behavior is governed by code that can be updated remotely. In that world, the line between a repair and a software patch blurs, and the traditional aftermarket risks being cut out if it cannot access the necessary data and tools. A case study on How Software Defined Vehicles Are Transforming the Automotive Industry The describes a future dominated by software and digital technologies, where updates and new features arrive over the air rather than through a visit to a local shop. That is a direct challenge to the aftermarket’s traditional role as the place where vehicles are upgraded and kept current.
Training, safety and the human bottleneck
The shift to high voltage drivetrains and dense electronics is not just a tooling issue, it is a human capital problem. Many technicians who grew up on carburetors and hydraulic systems now face a learning curve that includes battery chemistry, power electronics and strict safety protocols. One technical overview of next generation platforms notes that Extensive retraining needed for workers to handle high voltage components safely and efficiently is becoming a central requirement as 800 volt architectures spread from premium models to more mainstream EVs.
The safety dimension is even more visible in performance and motorsport settings, where the consequences of a misstep can be immediate and severe. Guidance for track operators and teams stresses that Racing teams and track safety crews must undergo specialized training to handle high voltage systems safely, and that they need clear procedures before attempting vehicle recovery or driver extraction. Those same principles are starting to filter into mainstream collision and repair shops, which now have to treat every damaged EV as a potential electrical hazard.
Collision repair and the risk of being left behind
Collision centers sit at the sharp end of this transition, because they are the ones who must safely de-energize, repair and recalibrate EVs after crashes. That work is more complex and capital intensive than straightening a frame or replacing a bumper on an older gasoline car, and it is forcing shop owners to decide how much to invest in training and equipment. Veteran operators warn that At the same time, Independent collision shops owners need to remain competitive and look for efficiencies while they adapt, and that if they do not do these things, they will likely become extinct.
Some engineers and technicians looking ahead to a more electric fleet expect the total amount of hands-on repair work to shrink, which would further squeeze smaller operators. In one widely shared discussion, a contributor offered a Wild guess that the total number of man-hours spent repairing personal cars might reduce by 75%, and added that Even collision repair could see fewer labor intensive jobs as vehicles become better at avoiding crashes and as more components are replaced as sealed units. If that rough estimate proves directionally correct, the collision segment will have to fight harder for a smaller pool of work, even as the technical bar to participate keeps rising.
New profit pools: tires, cooling and niche performance
For all the disruption, EVs also create fresh opportunities for aftermarket players who understand where the new wear and tear will show up. One of the most immediate examples is tires, which tend to wear faster on electric cars because of their instant torque and heavier curb weights. Service specialists explain that There are several reasons for this, including the way battery packs affect the overall weight distribution, which means tire makers and retailers can expect more frequent replacement cycles and a growing market for EV-specific rubber.
Thermal management is another emerging battleground, particularly as fast charging becomes standard. Keeping batteries within a safe temperature window requires sophisticated cooling loops, pumps and fluids that will need periodic service and replacement. One technical supplier urges readers to Consider this: by 2035, EV cooling systems will likely demand over 880 m liters of specialized coolant fluids to keep packs safe under the intense strain of fast charging. That forecast hints at a sizable aftermarket for thermal components and consumables, even as traditional fluids like engine oil fade away.
Custom builds and the enthusiast edge
Beyond mainstream service, the aftermarket has always thrived on enthusiasts who want to go faster, go farther or simply stand out. Electric technology is starting to seep into that world too, creating a new class of builders and tuners who see batteries and motors as raw material for creative projects. One vivid example comes from a company called Sierra, which specializes in customizable single seater off road chassis and has begun integrating electric drivetrains into its platforms. Reporting on how the aftermarket is adapting notes that Dec coverage of Sierra highlights how builders are experimenting with compact battery packs, modular motors and high velocity fans for the electronics to create new kinds of off road machines.
These projects are still niche compared with the mass market, but they matter because they show how EVs can support a vibrant aftermarket culture rather than killing it. As more platforms become software defined, tuners may shift from swapping camshafts to rewriting torque maps or adding new drive modes, provided they can access the necessary interfaces. That is where the broader trend toward a Traditional transition that is pushing OEMs and their supply bases to reimagine business models comes into play, as over the air updates are replacing dealer visits and potentially sidelining third party modifiers unless access rules are clarified.
Global adoption and the shift to services
The EV aftermarket fight is not confined to North America or Europe, it is unfolding in fast growing markets where adoption is expected to accelerate sharply. In India, for example, technology executives argue that the automotive industry’s future looks very different as electric vehicles spread and digital tools become standard. One senior voice from a major technology provider notes that The automotive industry’s future looks very different today with the increasing adoption of electric vehicles, and that the business is shifting from a product centric model to a service driven and software based one.
That service tilt dovetails with broader economic analysis suggesting that EVs can support higher margins for those who control the customer relationship and the data. One breakdown of the numbers argues that Opportunities knock because EVs will continue to have higher margins than ICE vehicles, and that as demand grows for technology rich models, those who can bundle hardware, software and ongoing services will be in the strongest position. For the aftermarket, that means the real contest is not just about who sells the part, but who owns the platform that decides when and how that part is needed.
Who wins the EV aftermarket fight
As electric vehicles move from early adopters to the mass market, the aftermarket is being pulled in two directions at once. On one side, legacy revenue streams tied to internal combustion engines are eroding, putting pressure on suppliers and shops that built their businesses around oil changes, exhaust systems and mechanical repairs. On the other, new profit pools are opening up in areas like high performance tires, battery cooling, advanced diagnostics and software enabled upgrades, all of which favor players who can invest in technology and training. Industry roundups that track how Auto Aftermarket events are evolving show that the sector is already reorganizing around these new realities.
In that sense, the fight in the EV aftermarket is less a single showdown than a series of overlapping contests: between automakers and independents over data access, between old line parts makers and new tech suppliers over who defines the vehicle’s architecture, and between local shops and centralized platforms over who gets the customer’s trust. Analysts who map Impact on the Automotive Aftermarket Industry argue that the winners will be those who treat EVs not as a threat to be resisted, but as a platform for more complex, higher value services. For everyone else, the risk is clear: in a world of batteries and code, the old playbook of selling more filters and gaskets will not be enough to stay in the game.
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