I read the latest Chevy Tahoe's have encrypted PCM's so non-dealer repair shops won't be able to scan them.

GM has had encrypted ecms for over a decade;
They also have a means of tracking if the ecm has been dickered with - but there are always people finding get arounds.
That Tesla story is astonishing.

Lots of active and retired industry types on this site, from the OEM, OES, and independent segments of the trade, and I am certain there is a diversity of opinion on the subject. The writer wants to advance his viewpoint about "right to repair", but a bigger question, for both the dealer and independent repair sides, is what are they going to do once EVs start doing the majority of the mileage on the highways and biways. The lifetime service opportunity for a BEV is a tiny fraction of what it costs to keep an ICE vehicle, even a modern one, running. Hardly any moving parts, no filters or belts, fluids, spark plugs, etc.

As to the battery pack replacement, pretty obvious that there's a need for some kind of road hazard insurance offering, to spread the risk and cost around. Whether the OEMs or unaffiliated providers fill the void remains to be seen. You can bet Toyota, Ford, and Mercedes have figured out that dinging the buyer of a $50,000 car for a third of the original purchase price, because they have the misfortune to encounter some road debris, isn't a viable commercial prospect.

Perhaps the "fix" with the Home Depot fitting will be durable, but if the car catches fire and closes the Holland Tunnel down because it DOESN'T work, the lead story on the nightly news won't be "Car owner saves money with juryrigged fix, and shuts down traffic between the centre of the universe and the hinterlands". One of the companies I'm involved with supplies the battery temperature regulating system for the Model S, and it's pretty high-tech stuff with extremely tiny tolerances. Just introducing a tiny bit of turbulence into the coolant stream might be enough to alter the capacity to cool or heat the storage medium.