I've been driving electric cars for a few years now, and that includes long-distance trips. I currently own the BMW and a Porsche Taycan, which is a really fast charging car. 10-80% goes with an average of 200 kW, in time about 18 minutes. You can select "battery-saving fast charging" in the Taycan, then the peak power does not go to 270 kW, but stays at 200 kW. I don't. I charge to 100% before every long haul, drive fast (it's Germany) and charge fast. I like to drive the battery down to 1% or 0% on the road.
In connection with the topic of the thread, it is important to mention that you can read the battery on the Taycan („Car Scanner“), so also SoH and cell drift. The values are both very good after not quite 20,000 mls, the cell drift is even like when new. I am not surprised. It doesn't matter if you charge to indicated 100% or drive to indicated 0%. What is important is that I charge by timer directly before driving from 80 to 100% and immediately recharge the battery at 0%.
Because it is only important to stay briefly in these extreme states. This is because the cell has two poles and the ions are either more at the anode or the cathode depending on the state of charge. Only at 50% is there balance between the anode and cathode. But the problems do not grow linearly. At 80% displayed, the imbalance is still ok. The same is true for displayed 20%. But you should only go beyond this for a short time.
Cell Voltage Deviation Taycan: 0,01 V
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