Frequently Asked Questions
Learners ask a lot of questions at certain points during the course, and we naturally answer them in some of the later presentation slides. Here are some additional questions our trainers get asked.
Learners ask a lot of questions at certain points during the course, and we naturally answer them in some of the later presentation slides. Here are some additional questions our trainers get asked.
No, but if you’re removing a High Voltage battery, the battery must be placed on a Class 0 insulated mat or work bench/platform.
No, If you’re purely servicing the vehicle or working on any low voltage systems there’s no need to isolate the HV system unless you have to remove a HV component to get access to other low voltage components.
No, not at all. For accident repair centres, if a HV vehicle is severely damaged, a qualified worker should check that the vehicle is safely isolated and not dangerous before any work is conducted.
In most cases, the coolant used within HV systems such as the Invertor unit is usually a standard Ethylene Glycol based antifreeze. However some manufacturers do specify a particular dielectric (non-conductive) coolant, therefore you MUST check the labels on the coolant reservoirs or consult the manufacturers technical data.
Remember, some HV vehicles utilise an Air Con cooling system which usually integrates with the Vehicles’ Air Con system and dielectric compressor oil MUST be used when regassing the system.
Any workers who want to complete High Voltage training courses such as the IMI’s accredited Level 2,3 and 4 course should be capable of confidently using and understanding an automotive multi-meter before attending their HV training course.
Early Teslas were able to use an Ethernet diagnostic socket because the EOBD regulations are only applicable to emissions related faults and the respective diagnostic process. Tesla have now incorporated the EOBD-II diagnostic socket on vehicles from around 2024 MY.
Pro-Moto have a range of HV tools, PPE and equipment for sale, please take a look at our online shop.
To start working on HV vehicles and their systems you would need to purchase the relevant PPE, HV warning signs and barriers, correctly rated electrical test equipment and suitably rated insulated hand tools. In terms of what the initial costs would be, it really depends on how deeply involved your work will be but you would certainly be able to get started without spending more than £1,000.
Although it wouldn’t be required legally, unless you work within the collision repair industry, if you are HV qualified and haven’t worked on any HV vehicles for a long while since gaining your HV qualifications, a refresher course would be well advised.
In basic terms, three phase AC motors are much more efficient, more powerful and more compact than almost any other type of HV motor drive system and are ideally suited for use in High Voltage vehicles.
The warranties given by vehicle manufacturers for their HV components, including the batteries within EVs are usually longer than the vehicles warranty, mostly 7 or 8 year warranties but just like an engine or gearbox, if you abuse them they may not last as long as you could expect.
HV Battery and Vehicle manufacturers are still learning to some degree about the life expectancy of Li-Ion batteries that are used within mass produced vehicles but early indications suggest that the batteries will outlast the predicted expectations.
Some EVs may be a little heavier than their closest ICE equivalent but mass produced vehicles have been getting generally heavier over the last 10 years or so due to all the crash protection, safety features and new technology that’s built in. There are many ICE vehicles that are heavier than EVs as well.
There was a report a while ago from UK MOT data that showed something like a 1% higher tyre failure rate for EVs than ICE vehicles but it really does depend on many factors, not least of which is how the vehicle is being driven.
Some studies have suggested that due to the higher torque availability from EV drive motors and slightly heavier vehicle weight this can happen but there are equally as many drivers who have stated that they haven’t noticed increased tyre wear on their EVs when compared to their previous ICE vehicles.
Old EV battery modules or cells that have deteriorated past their useful life in a vehicle may well have a 2nd life and be used within energy storage systems where the efficiency that they still hold is perfectly acceptable for energy storage. (Battery Energy Storage Systems)
There are many charging solutions available for EV drivers that don’t have off street parking such as lamp post chargers or charging points/poles being fitted along streets. The UK is one of the world leaders in terms of public EV charging with over 90,000 charging points now in place.
Remember though, we are still in the early stages of EV adoption and for some people the charging process may not be as good as for others in the short term, but it will improve and don’t forget, when you drive an EV, you never need to visit a fuel station again.
The regulations can seem complicated and, of course have changed over the last few years for various reasons but, in a nutshell, here’s the outline,
“80% of new cars and 70% of new vans sold in Great Britain will now be zero emission by 2030, increasing to 100% by 2035.”
If you’d like to read more about the current position, here’s a link to the Government website,
https://www.gov.uk/government/news/pathway-for-zero-emission-vehicle-transition-by-2035-becomes-law
Learner Entry Requirements
Learner entry for this qualification should be assessed on an individual basis. Selection criteria for entry should take into account each applicant’s existing academic/vocational qualifications and experience in working in the retail automotive industry. Although not mandatory, it is recommended that learners will have 3 GCSEs, or Scottish Standard Grade/Intermediate in Maths, English, and a Science-based subject.
Level 3 Award in Electric/Hybrid Vehicle System Repair and Replacement
Individuals will already have appropriate vehicle maintenance and repair knowledge and skills at level 3.
Our EV courses typically follow standard training‑day hours, but the exact finish time depends on group progress and assessment activities. We always make sure learners have enough time to complete practical tasks safely and confidently.
For training, we provide the specialist HV PPE such as Class 0 gloves, face shields and insulated mats. You only need to bring your usual workshop PPE (safety boots, workwear, etc). We’ll show you how and when HV PPE is used correctly.
IMI EV qualifications do not expire, but the IMI TechSafe registration linked to them should be reviewed every three years. This ensures technicians stay up to date with current safety standards and technology.
No. Insulated tools are only required when you’re working on, or in the immediate vicinity of, high‑voltage components. Routine mechanical work, brakes, tyres, suspension, interior doesn’t require insulated tooling.
Your IMI qualification level determines the scope of work you can carry out.
You must always work within the competency level you’ve been trained and assessed for.
Yes, and it’s a very good idea. Technology moves quickly, and a refresher helps rebuild confidence, update safety knowledge and ensure you’re still competent to work on HV systems.
In most cases, yes. Electricity, especially off‑peak or home‑tariff rates tends to be cheaper per mile than petrol or diesel. Public rapid charging can be more expensive, but overall running costs (servicing, brakes, consumables) are generally lower for EVs.
IMI TechSafe is the IMI’s professional register for technicians working on EVs. It demonstrates that you are trained, competent and working to recognised safety standards. Many insurers and employers now require TechSafe status for EV‑related work.