Adding/removing/swapping battery modules would definitely be a job for a couple of trained techs. If each module runs at full voltage and they get paralleled together, then adding modules is electrically doable without replacing all of them. Each module, drained, would probably weigh about 220 lbs if they are each 20 kWh. The question is, how are they mounted in the Aptera? Given what we've seen of the chassis, the battery modules most likely ride inside the passenger cell, which means removing seats, center console, carpeting, and (hopefully) a fire barrier to get to the modules. From there, I would imagine that dead space bracing would simply unbolt and lift out and the modules dropped in their place and connected.
One thing Mitsubishi learned when producing the i-MiEV, is that a lot of manufacturing cost can actually be saved by making all the factory options standard equipment. They did this for the 2014 US model, producing a single, better trim level that was $6,000 cheaper than the 2012 base model. Tesla takes a similar approach by building most hardware into the car and locking out unpaid options in software (obviously motors and battery vary with each car). With this, given the four different battery options if I were in the designer's shoes, I would design the cooling manifold in every Aptera to be capable of the 100 kWh battery, which each module's connections being self-closing quick releases so that minimal coolant drains/refills are necessary. The trick would be voltage-matching the modules. Perhaps each module connection has a separate pair of contactors, and a service mode will individually fully charge each module before paralleling them.
Adding/removing/swapping battery modules would definitely be a job for a couple of trained techs. If each module runs at full voltage and they get paralleled together, then adding modules is electrically doable without replacing all of them. Each module, drained, would probably weigh about 220 lbs if they are each 20 kWh. The question is, how are they mounted in the Aptera? Given what we've seen of the chassis, the battery modules most likely ride inside the passenger cell, which means removing seats, center console, carpeting, and (hopefully) a fire barrier to get to the modules. From there, I would imagine that dead space bracing would simply unbolt and lift out and the modules dropped in their place and connected.
One thing Mitsubishi learned when producing the i-MiEV, is that a lot of manufacturing cost can actually be saved by making all the factory options standard equipment. They did this for the 2014 US model, producing a single, better trim level that was $6,000 cheaper than the 2012 base model. Tesla takes a similar approach by building most hardware into the car and locking out unpaid options in software (obviously motors and battery vary with each car). With this, given the four different battery options if I were in the designer's shoes, I would design the cooling manifold in every Aptera to be capable of the 100 kWh battery, which each module's connections being self-closing quick releases so that minimal coolant drains/refills are necessary. The trick would be voltage-matching the modules. Perhaps each module connection has a separate pair of contactors, and a service mode will individually fully charge each module before paralleling them.