That's true for the Leaf and the legacy Hyundai/Kia family comprising the Kona/Niro/Soul and classic Ioniq. The splined coupling with adjacent radial locating diameter and closely-located bearings each side is clearly an over-constrained design but Nissan seems to have gotten away with it, presumably by precise production machining methods.But every production EV in which the motor shaft is not also the transmission input shaft couples the motor to the transmission input (which is exactly what we're talking about here) with a splined shaft connection and nothing flexible.
Hyundai/Kia on the other hand did not and there have been quite a few issues surrounding the spline, starting with a knocking noise. In many cases only the gearbox or motor are replaced under warranty and the noise returns. It seems that most successful fixes involve replacing both. This has been ongoing for 3 years now and they seem to be slowly addressing the problem. The motor costs around US$6.5k and the gearbox US$1.5k. I have a Kona from 2018 and am lucky, it's quiet.
The new E-GMP platform seems to have moved to the design tactic adopted by Tesla and no-doubt others where the spline provides support for one end of the pinion shaft, so three bearings in total across the motor and gearbox. The Bolt is even more simple, the pinion gear is simply cantilevered off the motor output shaft. This is not a mistake GM's experienced powertrain engineers would make and the entire gearbox design shows good attention to detail. The legacy H/K and Leaf to lesser extent look no more advanced than a 1950s BSA motorcycle.
Used oil analysis from Konas and Leafs show that the Kona has typically twice the contamination of the Leaf regarding iron and aluminium, and at half the distance driven.
It's fair to say that a gearbox to transfer case splined coupling on a typical 4x4 is not dissimilar in principle but generally one side will have a longer distance to the bearing such that a tiny amount of misalignment can be tolerated.
But there's another issue that legacy H/Kia seem to be weak on and that is draining shaft currents from the motor. There is a circular conductive brush at the motor output shaft but still the gear oil turns black in short order, under 10,000 km or miles. A small number of Ioniq and Kona owners have had unexplained bearing failures, tellingly one leaving no significant ferrous debris. The Leaf gearbox design uses a grounding brush assembly on the intermediate shaft but I'm not clear if there is also one on the motor output as well. Perhaps someone here can confirm that one way or the other? The problem I see with circular brushes is that a tiny amount of oil contamination can reduce the effectiveness. The Leaf's brush (pair) is contained in a dry, sealed cavity.
Note the shagged out spline on this example.
Kona/Niro gearbox showing proximity of pinion bearing to spline, upper-right.