EV & Hybrid Auto Transport
Electric vehicles generally move on auto transport equipment like other vehicles, but their weight, high-voltage systems, low-voltage battery condition and manufacturer-specific towing/loading instructions deserve additional attention. The goal is to give the assigned carrier accurate information before pickup.
Get a Current QuoteBattery packs can make an EV heavier than a similarly sized combustion vehicle, while suspension settings, wheelbase and loading procedures vary by model. Provide the exact year, make and model plus whether the vehicle is fully operable, disabled, collision-damaged or displaying a high-voltage/low-voltage fault.
EVs can use very different procedures when they must be repositioned for transport. The carrier should follow the current owner/tow-operator instructions for the exact model rather than assuming that one manufacturer’s procedure applies to another vehicle.
| Example | Current manufacturer planning point | Why Phoenix records it |
|---|---|---|
| Tesla Model Y | Tesla’s transporter instructions call for all four tires off the ground during transport and use Tow Mode for controlled winching/repositioning. Tow Mode requires vehicle conditions such as key detection and low-voltage power. | A disabled Tesla may need more than a generic “winch available” assumption. |
| Rivian R1T / R1S | Rivian’s Tow Operator Guide includes Vehicle Shipping mode to reduce battery use while the vehicle is in transit. | Manufacturer settings can be part of shipment preparation, but the current guide for the exact vehicle should be checked. |
A disabled EV may still require low-voltage power, a detected key/fob or touchscreen access to release the parking brake or activate a manufacturer transport mode. If the vehicle cannot power on, has no keys, has locked wheels or cannot enter neutral, disclose that before assignment instead of waiting for the driver to discover it at pickup.
For a damaged EV or hybrid, transport planning starts with whether the high-voltage system or battery may have been compromised. NHTSA maintains manufacturer emergency response guides and rescue sheets that include vehicle-specific towing and storage information. Phoenix does not treat a seriously damaged high-voltage vehicle as an ordinary non-running load until the pickup party and qualified provider can establish an appropriate transport plan.
For ordinary domestic road transport, the practical requirement is enough usable power for the planned loading/unloading method when the vehicle is being treated as operable. For Hawaii or another ocean segment, the selected ocean carrier can impose specific vehicle-acceptance or battery-state rules. Verify the current rule for that provider and sailing rather than applying one percentage nationwide.
For vehicle-specific high-voltage, recovery and towing safety, use the owner’s manual and manufacturer emergency-response information. NHTSA’s EV resources are useful for locating model-specific emergency response guides, but they do not replace the manufacturer instructions for the actual vehicle.
Many operable EVs can use open auto transport when the assigned carrier has suitable capacity for the vehicle’s dimensions and weight. The exact vehicle and condition still need to be disclosed.
No universal road-transport percentage should be assumed. The vehicle needs enough usable power for the planned loading method if treated as operable, while ocean/port providers can impose separate current rules.
Treat it as a potentially inoperable shipment and identify whether the wheels roll, the parking brake can release, a key is available and the manufacturer transport procedure can be used.
Do not assume so. Potential high-voltage battery damage can change recovery, storage and transport requirements. Use the manufacturer/NHTSA emergency-response guidance and qualified provider instructions for the exact vehicle.
Use the quote form for current route, vehicle, equipment and timing details rather than relying on a generic national rate.
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