The VW inverter shown in the video was clearly designed to be repaired. Internally it contains a number of PCBs and modules. The interconnects are all re-usable. One power resistor had insulated 1/4" blades and insulated push-on crimps. This would be a service exchange module at dealer level and then go to a specialist sub-contractor to be repaired at an internal module level.
He actually showed the board from a Tesla for comparison and it clearly was not desigined to be repaired. One huge PCB and the discharge resistor was several SMDs in series/parallel.
Quite a lot to read from this particular post to now, so I'm skipping a bit:
Having worked in the power electronics business (especially servo drives for automation and machinery), you should know one thing:
A blown IGBT module can physically destroy the whole inverter unit just due to the available amount of energy. There's quite a large reservoir, aka know as the battery, and another one that's usually totally underestimated: the kinetic energy within the masses of the motor and whatever is coupled mechanically to it.
Even if the damage is limited, say only the IGBT is blown and the energy was contained within the module, it is highly recommended to replace the whole driver circuits as the IGBT driver chips usually are blown or pre-damaged by the IGBT failure. So in the wors case one could replace just the IGBT, but the inverter would fail soon after because of the pre / partially damaged driver. So one is better advised to at least replace the PCB containing the IGBTs and the related drivers. In some designs this just just the only PCB in the whole inverter.
For the inverters manufacturer, diagnosing, replacing and testing IGBT drivers on such kind of PCB just isn't economically viable. Same goes for certified repair shops. To repair such kind of traction inverters, you'd need some kind of certification just because of (safety and other) regulations.