In most modern EVs, the battery pack lives deep inside a sealed structure that only brand-approved technicians ever see. A student team in the Netherlands decided that design logic works against long-term sustainability and affordability, so they built ARIA, a compact electric city car that treats owner repair as a core feature rather than an afterthought. The bright blue prototype with its upward-opening doors represents the tenth vehicle from TU/ecomotive at Eindhoven University of Technology, and it carries a philosophy that feels almost countercultural in 2025: if you own it, you should be able to fix it.

Designer: Students at TU/ecomotive at Eindhoven University of Technology

The name stands for “Anyone Repairs It Anywhere,” and the team took that promise seriously. Six independent battery modules sit accessible from the vehicle’s side without needing a lift. Exterior panels are designed for quick removal and refitting using standardized fasteners, so cosmetic damage can be addressed at home. A companion app reads the car’s status and walks owners through maintenance procedures. The team even ships a built-in toolbox with the vehicle, which signals exactly how they expect ARIA to be used.

What makes this project notable is not the ambition alone. Student teams have built conceptual EVs before, including earlier TU/ecomotive prototypes that scrubbed CO2 from the air or used recycled ocean plastic. ARIA differs because it tackles a problem that actually keeps EV owners awake at night: repair costs that can exceed the vehicle’s value when something goes wrong.

Why Modularity Changes the Repair Equation

Traditional EV battery packs are monolithic units, heavy and powerful but designed as single replaceable components. When one cell cluster degrades or fails, the entire pack often needs replacement. With too few mechanics trained on electric drivetrains and proprietary diagnostic systems locking out independent shops, repairs drag on for weeks. Costs climb into thousands of dollars. Some owners simply scrap functional vehicles because fixing them costs more than replacement.

ARIA’s architecture inverts that logic completely. The 12.96 kWh battery capacity splits across six independent modules, each weighing just 12 kilograms. Each of the six battery modules is light enough to handle manually, so an owner can remove a faulty unit and slot in a replacement instead of changing out an entire pack. The app identifies which module is underperforming, and the side-access design means you can reach it without crawling under the car or booking shop time.

The body panel system follows the same philosophy. A Summa student specifically devised the modular exterior approach, prioritizing repair speed over traditional automotive construction. If a fender gets scratched in a parking lot, the idea is to keep the fix in your driveway instead of at a service center: unbolt the damaged section, order a replacement, and install it yourself. According to the team, the whole process moves fast enough to make body shop appointments feel unnecessary.

This granular approach to vehicle architecture extends beyond convenience into genuine sustainability territory. Extending a vehicle’s usable lifespan by making repairs accessible keeps functional cars out of recycling streams longer. The environmental calculus of EVs depends heavily on how long vehicles stay on the road, since manufacturing emissions only pay off over years of use. A car you can maintain yourself has a better chance of reaching that payoff.

The Numbers Behind the Concept

ARIA reaches a maximum speed of 56 mph with a range of approximately 137 miles on a full charge. Those numbers position it firmly as an urban commuter, not a highway cruiser. The specifications make sense for the repair-focused mission: simpler systems mean fewer components that can fail and more accessible maintenance when they do.

The battery modules are accessible without specialized equipment. Team member Marc Hoevenaars, a computer science student at TU/e, emphasized that repositioning components requires no tools or prior experience. The diagnostic app reads vehicle status and provides maintenance guidance, essentially serving as a digital repair manual tailored to the specific car.

Built in approximately one year by students from TU Eindhoven, Fontys, and Summa, ARIA represents what a small team can accomplish when unconstrained by legacy manufacturing processes. The bright blue exterior and dramatic upward-opening doors add visual flair, but the real engineering statement lives in the underlying architecture.

Where ARIA Fits in a Crowded Concept Space

Modular vehicle concepts have appeared before with mixed results. The German startup ElectricBrands developed XBUS, imagining Lego-like body swaps that would let owners transform a camper into a pickup truck. Funding shortfalls stalled that project. Kia’s PV5 uses electromagnetic “Easy Swap” technology for commercial fleet reconfiguration between taxi and cargo van modes, but targets businesses with dedicated infrastructure rather than individual owners.

ARIA pursues something different: enabling owners to maintain their own vehicles rather than transforming them into other configurations. The team points to Europe’s emerging right-to-repair rules, which currently focus on appliances and electronics, as the policy backdrop for their work. Their argument is that passenger EVs should be held to the same standard of openness and longevity, and ARIA serves as their working example of how that might look in practice. Team manager Taco Olmer frames ARIA as a right-to-repair showcase, arguing that EV owners deserve genuine control over their vehicles rather than being locked into dealer-only service networks.

Reality Check: What ARIA Is and Is Not

The team has no plans to commercialize ARIA, which means the prototype’s long-term durability under actual driving conditions remains untested. Whether the modular design proves as repair-friendly as claimed after hundreds of hours on real roads is an open question. Splitting a vehicle into smaller independent modules might introduce maintenance challenges that traditional integrated designs avoid, particularly around weather sealing and connection reliability over time.

The specifications also limit practical applications. A 137-mile range and 56 mph top speed work fine for urban commuting in the Netherlands, where distances are short and speed limits modest. Drivers with longer commutes or highway requirements would find ARIA insufficient regardless of how easy it is to repair.

Still, the project succeeds as a proof of concept and a policy statement. If a student team can build an owner-repairable EV in roughly a year, the major manufacturers choosing sealed, dealer-dependent designs are making a business decision rather than following engineering necessity. Whether that message reaches the automotive industry remains to be seen, but ARIA at least demonstrates the alternative exists.

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