Sure, but you've still got to figure out which parts to use and how to put them together. Automakers have over a century of calibrating ICE propulsion, so the incremental change in calibration for an ICE is very small. Calibrating EVs may be much easier, but the incremental change is huge for legacy automakers. As an aside, even Tesla cheerleaders should be happy that legacy automakers are entering the EV space. Competition is great for the consumer.
> Chemistry for batteries doesn't really matter all that much when thinking about compatibility.
I mean, sure, all batteries will deliver "electricity", but engineering is all about balancing conflicting requirements. You want low volume, low weight, low risk of "thermal events", high energy capacity, high discharge rate, high charge rate, high charge cycle count, etc etc etc.
> Tesla packs are a good example of this. ... Yet the pack form factor for Model S and X is the same.
I'd say this is a good example of the cost of engineering. On the one hand, if it ain't broke don't fix it. On the other hand, customers continue to demand better vehicles, especially as competitors enter the market.
It's true that if you designed a EV battery pack to be one solid anode and cathode, you might have to worry considerably about the chemistry that makes up the pack.
That, however, isn't how anyone is building packs (that I know of). EV manufacturers are all pushing for packs made of modules made of cells. The cells that they are making are quite literally a typical form factor (Typically 18650s)
Yes, you have to figure out how to put together your pack of 18650s and how to cool/heat them. However, what you don't have to worry about is what chemistry goes into them. That's an upstream supply concern. A 10% bump in storage can be gained with better chemistry, it doesn't require that you completely redesign your pack with each new chemistry. As a bonus, that also means you can source your cells from multiple manufactures, because they are all pushing out the same form factor.
Typically cylindrical cells like 18650 or 21700 for Tesla, everyone else is using pouches or prismatic cells. Of course, based on sales the typical EV is a Tesla.
I do not agree with that. Not every EV manufacturer will develop their own chemistry or process, but they do care about it.
Vehicle manufacturers currently manufacture the internal combustion engines, transmissions and major powertrain components. It accounts for a large part of their capital investment, technology base, and value add to the end product. If they don't manufacture the comparable parts of the electric vehicle, they become much smaller companies reduced to assembling vehicles from parts made by others.
BEVs are far simpler than regular cars. Particularly ones that aren't retrofitted on older chassis. There are simply far fewer parts to deal with.
Chemistry for batteries doesn't really matter all that much when thinking about compatibility. Do you care about the chemistry of any given AA? Probably not. Batteries and battery packs are right there in the same wheelhouse. Whether a chemistry gives you 1wH or 20wH really doesn't matter if the form factor and voltages are all the same.
Tesla packs are a good example of this. The chemistry has changed pretty drastically from 2012->today. Yet the pack form factor for Model S and X is the same. It only recently changed with the Model 3 (and they are still producing S and Xes).