Phone batteries get hot, but they have plenty of thermal connection with the environment. This is nowhere close to the magnitude of a heat problem you would have within a massive multicell pack, where the direct environment of one hot cell would be a few other hot cells. Active cooling is not something you add to a pack the size of a Tesla to make it survive a few more cycles, it needs it to survive the first cycle. But sure, once you have active cooling you might just as well try to make it powerful enough to create an environment that is even better than that of a single cell phone battery. Just don't hook overboard and have the cooling power demand cut noticeably into total cycle efficiency.
About cycle depth: Does Tesla come with an UI where you can do something along the lines of "I need to go 200 miles the day after tomorrow, do whatever you think is best for the battery in the time until then"? Or at least a setting "feel free to optimize from what you learnt about my driving patterns, except when I press the prepare-long-distance button"?
If not, most of that battery management technology will just be about not being worse than a single cell system. In that case, the difference in perceived durability mostly comes from a wildly different balance between depth of discharge and expected lifetime. Phone makers are quite happy with your batteries getting worse after two years, so they drive them over a wide voltage range, Tesla is in a market where they can't do that.
I suspect that drivers want their "fully charged" just as much as phone users, but I might underestimate Tesla/owners here. Maybe "battery wisdom" just needs some time to sink in. Sony is advertising a "top off the battery only just before the morning alarm goes off", this is the right direction (to bad that the new compact is a downgrade)