To quote Auto tech review on more specific data:
The battery pack is designed as a 108S4P configuration. There are 108 cells connected in series and four in parallel. The battery consists of 36 modules containing 12 cells per module, and a total of 432 cells. The rated voltage of the battery is 389 V and has a capacity of 90.2 kWh. The total energy density is 149 Wh/kg. The battery pack can deliver 358 kW of instantaneous power for up to 10 s and has a continuous output of 110 kW. The high-energy pouch cells use the latest NMC (Nickel Manganese Cobalt) technology and provide high volumetric and gravimetric density of 541 Wh/l and 257 Wh/kg.
I was not aware they are 58Ah cells, but so are those from Audi E-tron which are similar model.
If you recalculate those claims... 358kW / 4P = 89,5kW for single string. Then you further divide by 108 cells and 3.65V per cell to get 227A per cell. This is 10s rating of 3.9C and single cell can withstand 1.2C load indefinitely. That is 110kW system load with cooling in place.
The lifetime goal of ten years is achieved, inter alia, by limiting the SoC. The usable range is 0 to 96 % and is monitored by the battery control module. The I-Pace battery has been subjected to rigorous testing to ensure maximum reliability and safety throughout the vehicle’s service life. The battery was subjected to temperature shocks between -40 and +85 °C. Between +25 and +80 °C, the absence of corrosion was detected with high humidity of 70 to 95 %. All legal crash tests were successfully completed, including drop tests from 4.9 m height on concrete floor.
Thermal runaway is real danger with those new low Vanadium content cells. I think industry just realized that.
I have provoked thermal runaway with cell layer damage only stabing them through and not keeping the nail in the cell. Of course also with nail pushed through the cell connecting all the layers! What is concerning is that it seems cells will overheat very easily if emptied and thermal runaway is a real concern. I would advise no fast charging or fast draining without some cooling system. Battery core temperature needs to be monitored.
Otherwise i see a charging knee at 3.95V upwards where balancing becomes effective. I NEVER discharge cells below 3.0V!
Whenever i experimented with undervoltage cells started to overheat. Furthermore i had two cells in paralell and it seems one of them dropped to 0% SOC and went into reversal. It started to drain the second one. Within minutes the second one heated up. When i tried to charge them i could charge the second one but it quickly got drained into the first one. In the car that would be reason for thermal runaway.
And one advice: If you keep split pack, have one fuse on positive line inside the rear of the pack and one fuse in the front pack to split them up. This can prevent total loss if cells in front would melt the cables in the car shorting the rear pack also.