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They are not. Certification for li-ion voltage curve is totally different beast.I'm suggesting they may already be certified for that voltage.
Current NCA li-ion pack designed to last lifetime of the car, Tesla Model S. If LFP could last 100 or 1000 times longer than the Model S itself - that would not change a thing for an automotive application of it. So upfront cost is what matters. Comparing it to AGM makes no sense at all - AGM are not used in Tesla Model S or Model X and most likely(read 0 chance) would not be used in Model 3.Upfront costs, no, but actual lifetime costs, I think at least LiFePO4 is already cheaper than a good AGM battery.
If in your imagination AMG batteries will be used in automotive world - we got a principal disagreement.
Sure I meant cells that are separated from traction loads. I could not imagine how one cell could participate at both loads simultaneously. And this is why I wrote QUOTE: "separate and totally independent part of main pack" <--- but with your selective reading skill I see how in your mind cells in separate and independent parts of main pack could see both traction loads as well as 12V loads....Since they would see traction loads as well as 12V loads they would have to cycle more frequently and under greater load than the rest of the pack.
In reality I meant only possible savings from assembly of battery pack - same cells that designed to last for the life of the car will make sense to place into same case.
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