[Sense] is subjective in this case.
If longevity and to reduce degradation is the goal, low SOC is preferable both for calendar- and cyclic aging.
You can not reduce degradation by charging past 55-60%.
As long as the energy from 55-60% or less is enough for daily driving (chemistry dependant) this charging to 55-60% will lead to the lowest degradation.
To minimize degradation:
-Do not charge to a higher SOC than needed.
-Charge often (reduces the need per above and reduces the Depth of discharge)
-Charge late, having the charge just finishing before the next drive so the car will stand less time at higher SOC.
Actual Model S cells calendar aging:
(Only calendar aging, as the text refer to other cells that was cycled)
View attachment 1052150
80% was worse than 100% in this case, this is seen in several other tests as well.
But for our purpose we can think that it works like the chart I posted in post #146 above).
Another test on Panasonic NCA
NCR18650, not taken from a Tesla bit closely related)
View attachment 1052152
Actual model 3 cells tested:
Only thre SOC- points but they match the other charts very good, pointing to the fact that model 3 cells also behave looe other Panasonic NCA cells.
View attachment 1052153
Calendar aging is the process taking the absolute largest part of the battery for the 8-10 first years.
For cycles, low SOC is good as well.
Actual Model 3 cells cycled in 10% Depth of Discharge steps:
Teslas use a 4.5% buffer so the displayed SOC differs slightly in the low regime:
5-15% will be displayed as 0-10% on the display in the car.
15-25 will be shown as about 10-20%
View attachment 1052154
All these charts show very low degradation, much lower than the calendar aging.
With the ”worst line” (5-15%) you loose 17% after 3000 FCE ( = 30.000 actual 10% cycles). This is equal to 1.2 million km or 750K miles, so driving ~20K km / 12K mi annually will give ~ 0.28% degradation.
This chart shows larger cycles but we can see that lower SOC cycles is better than in high SOC:
View attachment 1052156