[QUOTE]Rivian is using standard cylindrical cells, like large AA batteries, built into packs. But then it’s cleverly sandwiching two layers of packs together, w

[QUOTE]Rivian is using standard cylindrical cells, like large AA batteries, built into packs. But then it’s cleverly sandwiching two layers of packs together, with the liquid cooling that batteries need sealed in the middle. Scaringe grabs a pack to show me “the flow has been optimized to make sure the maximum temperature difference between the hottest and coldest cell of the pack is less than three degrees.” That’s important because lithium ion batteries are happiest in the same temperature zones as humans. He gets excited again as he explains the cooling loops for battery, traction system, and cabin. “It’s so cool, the battery and the thermal system are my favorite parts!” Double-decker batteries helps Rivian promise huge 180-kWh and 135-kWh capacity packs for its vehicles. The largest pack Tesla now offers is 100-kWh. Its testing shows 450 miles of range might be possible, but it’s a long way from EPA tests with an official rating to prove that. Although Scaringe says his team has has worked hard at smoothing air flow, a truck is not an inherently aerodynamic shape, which means freeway driving will be far from efficient. Eventually, when Rivian is entirely happy with its battery pack design and manufacturing process, it will have to scale it up. As Tesla has shown, that can be the tricky part. The company will do mass production at a plant in Normal, Illinois, with deliveries due to start in late 2020, and sales targets of 50,000 vehicles a year in the US.[/QUOTE]