John Miller: Hi, everyone. I hope you're all doing well today. It's nice to see everyone again. How’s the weather in Seoul, Jin-woo and Soo-jin?

Park Jin-woo: Good afternoon, John. It's getting quite chilly here now, but the clear skies make it tolerable. How about in California?

John Miller: It’s the usual—sunny and mild. Sometimes I feel like we skip straight from summer to winter. But it’s good to see everyone back for what I hope will be a productive discussion today.

Emily Nguyen: I hope the early meeting today wasn’t too hectic for you.

Kim Soo-jin: Thankfully, it wasn’t too bad! Though I did have a bit of traffic this morning—I guess you have the same problem in San Fransico.

Emily Nguyen: Certainly, traffic is a big part of life here too, but I’m hopeful our work together will eventually help reduce that.

John Miller: Exactly. That’s why this project is so exciting. It’s not just about hitting production targets; it’s about creating something that can truly change the way we move and improve the urban environment.

Park Jin-woo: I completely agree. This partnership is an important milestone for us. It’s part of such an impactful innovation, and we’re excited to see it progressing.

John Miller: Let’s start with progress updates. Jin-woo, how are things coming along on your side with the certification tests?

Park Jin-woo: Thank you, John. We’ve made good progress since our last meeting. As discussed, we addressed the thermal resistance issue by refining the material composition in our battery housing. The revised components have passed internal tests, and we’ve sent the updated data to your team for review.

Emily Nguyen: That’s excellent to hear. Thermal resistance was a key challenge. Jin-woo, what specific materials did your team end up modifying?

Park Jin-woo: We replaced the previous polymer with a high-grade composite that has superior thermal stability and mechanical strength. Specifically, we selected a glass-reinforced polymer blend, which performs much better under high-temperature conditions. This material not only withstands higher heat but also resists deformation over time, which is critical for ensuring the long-term reliability of the battery housing.

Emily Nguyen: That sounds impressive. But wouldn’t switching to a composite like that make the manufacturing process more complex?

Park Jin-woo: Great question, Emily. It did introduce some challenges at first. We had to recalibrate our injection molding equipment because the new material has a higher melting point and different flow characteristics. Additionally, we optimized the cooling process to ensure the material solidifies evenly. This step is essential to prevent internal stresses that could compromise durability.

John Miller: I see. How has that impacted your production speed? Did these changes slow things down significantly?

Park Jin-woo: Not significantly, John. Once we dialed in the new settings, our production trials showed minimal delays. The adjustments mostly involved upfront calibration work. Now, the process is stable and consistent, and we’re confident it won’t slow down mass production.

Emily Nguyen: That’s good to know. How about performance during thermal cycles? Does the new material hold up under repeated heating and cooling?

Park Jin-woo: Yes, that’s one of the highlights of this composite. It maintains its structural integrity even under extreme thermal cycling, which is crucial for EVs operating in a range of climates. We’ve subjected it to rigorous internal tests that simulate real-world conditions, and the results have been very promising.

John Miller: Impressive. Are you confident the new material won’t introduce any issues with manufacturability or scalability?

Park Jin-woo: We’re confident. Our production trials have shown no significant delays or cost increases, but we’ll continue monitoring as we scale up.

Emily Nguyen: Good to hear. Let’s move on to compliance then. Any updates?

Kim Soo-jin: Let me take it from here. Regarding the regulatory requirements, we’ve made significant progress. We’ve submitted the environmental impact analysis and the updated quality control documentation. However, the energy efficiency certification is proving to be a bit complex. John, could you clarify what additional data is required for that?

John Miller: Certainly, Soo-jin. For the energy efficiency certification, we’ll need data on power consumption during active and idle states, validated by an accredited third-party lab. I assume you’ve started collecting that?

Kim Soo-jin: Yes, we’ve made progress. Our team has conducted several test cycles on the battery modules under controlled conditions to collect preliminary data.

Emily Nguyen: That sounds great, Soo-jin. Can you share what specific parameters you’ve tested so far?

Kim Soo-jin: Absolutely. We focused on power consumption in three primary operational modes: standard drive, regenerative braking, and idle states. For instance, during the standard drive mode, we measured average consumption under both steady speeds and acceleration. In regenerative braking, we tested energy recovery rates to ensure optimal efficiency. For idle states, we evaluated standby energy draw over extended periods. These tests were conducted using precise load simulations to replicate real-world conditions as closely as possible.

John Miller: That’s a good start. Are you confident the results are consistent and comprehensive enough for submission?

Kim Soo-jin: So far, the results are consistent, but we’re refining a few parameters. For example, we’re conducting additional tests to measure energy efficiency under varying load conditions, especially during low-temperature operations. This is important because our previous data suggests slight fluctuations in performance at extreme temperatures, and we want to address those variations before submission.

Emily Nguyen: You mentioned working with a lab in Korea. Are they familiar with international standards for EV energy certifications?

Kim Soo-jin: Yes, they are. We’re collaborating with a lab in Korea that is not only ISO/IEC 17025-accredited but also US-accredited through A2LA. This means their processes and results are recognized by US regulatory bodies. They’ve already validated several of our steady-state data points, such as power consumption during cruising and idle modes.

John Miller: That’s good to hear. Does their accreditation also cover California-specific energy standards?

Kim Soo-jin: That’s something we’re currently confirming. While they are equipped to handle most US federal requirements, we’re verifying whether their scope includes the California-specific benchmarks. Since California has some additional nuances, I want to ensure there won’t be any gaps in the data we submit.

John Miller: Understood. If it turns out they can’t handle the California requirements, I can recommend a lab here in the US that has experience with those standards.

Kim Soo-jin: That would be very helpful, John. I’ll have an update on their California-specific capabilities by early next week. If it’s needed, we’ll prioritize working with a US-based lab for that portion.

Emily Nguyen: That sounds like a solid plan.