While I'm unlikely to follow the video series, I did watch the first couple of episodes (in 1.75X playback speed, and skipping sections...). I do have one question: why would you think (as you said in episode #22, 3:04 to 3:22) that it is unusual to have the clutch and flywheel mounted to the engine, rather than the transmission?
That's completely conventional; while the occasional rear-mounted transaxle with a front-mounted engine puts the flywheel at the rear, and who knows what weird things Renault and Citroen have done, the flywheel is nearly universally bolted to a flange on the crankshaft, and the pressure plate assembly is bolted to the flywheel, with the clutch disk between them, leaving the transmission with just a splined input shaft to insert into the clutch disk hub. Yes, this means that if you want to retain the clutch you need to mount it (normally using the flywheel, which is otherwise superfluous) to the motor shaft... as is typical in a DIY EV conversion.
The proposed battery voltage is a little off. Tesla Model S/X modules are 6S, so they have a nominal voltage around 22 volts (not 24); four of them will get you a little less than the 96 volts that you planned, unless you're thinking of 96 V as the charging cutoff limit rather than the nominal operating voltage.
It does seem like you have both a good idea of the type of vehicle you want to end up with (keeping much of the character of the 4CV), and what you need to do electrically.
