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Very random thought: I wonder what people's dogs and cats think, if anything, when seeing their owners having sex ...

That's likely the difference between the marketing people's wishful thinking and the engineering people's reality. While energy densities may vary between NMCs, the basic chemical reactions do not. All NMC batteries will have similar degradation profiles within the margin of error of different charging and usage profiles. Much of this particular battery chemistry advancement is done unless some headline breakthrough comes about.

Have to say that we love our EV9. Wife came home last night with 54% on the battery pack and plugged it in to have 100% in the morning as she informed me, she needed to run up north to deal with my side of the family and then down south to deal with her side of the family about 250 miles of driving. Plug in the L2 charger and let it charge up overnight. No running out to the gas station. Kia own battery group has conflicting info on charging and maximum usage compared to their auto site. @surreal1272 Thank you good info, had not seen that, but then did not look there compared to their battery division. Also knowing that Kia / Hyundai / Genesis has different batteries from LFP to Solid State coming online in 2026 and 2027 this was why Leasing made sense to me, I am looking at 3 years only before trading it in on a new EV. Wife is averaging 150 miles a day driving, usually she waits till it is down to mid-teens percentage before plugging in at home for charging. Overall, EV experience for us has been positive and I am hoping to add the EV9 Pickup as a replacement to my Escalade next year. Pretty much averaging charging every 5 days or so right now, once our new grandson gets a bit older and the other grandkids are out for the summer, next week it begins, my wife will not be driving as much in going to help with daily getting the kids to school and helping out. This can mean that I can see her going to only charging every 7 to 10 days then. We will see.

Of course, all that goes out the windows on vehicles with LFP batteries, which are only standard range Teslas at the moment. But Ford and others will be using LFP for the next generation of low(er) cost EVs they plan to release. With LFPs, you can pretty much do whatever you want with regard to charging. They don't degrade from L3 charging as NMC batteries can. They don't mind being at 100% for extended periods. However, they don't have the energy density for long-range installations, so they'll likely end up being used in lighter and cheaper vehicles to counteract the range deficiency. To maintain the same range, an LFP in the Kia EV9 would need to be roughly 30% larger, and there likely isn't room for it.

So, two things: 1. Consistently charging to 100% on fast charging is where most of the damage happens. He is slow charging at home, so this isn't an issue. 2. Holding the vehicle at 100% for extended periods of more than a few days also causes damage. If the vehicle gets L2 charged to 100% overnight and then is used for commuting every day, there are very few negative effects. That said, two other things: 1. Letting the battery go towards zero is good for the battery and the software calibration. It won't harm things if you don't, but doing so keeps your range estimates accurate. 2. Those with short commutes do not need to charge daily on long-range EVs like this. Yes, it's neat that you can start every day at 100%, but each charge cycle is still a cycle, and there is an upper, though undefined, limit on the number of charge cycles the battery will take. Taking a more ICE-like approach of only charging when needed will extend battery longevity. Plugging it in only every few days when the SOC gets to ~20% is fine. Of course, if you know you have a longer trip coming, fill it up ahead of time just like you would with a gas car.

Ugh, and most of the Marriott properties use glass tops on their desks, meaning I have to go find some magazine or something to use as a mouse pad since optical mice don't work on those.