Adjustable max charge percentage?

I read that Chevy has changed that in the latest revision of the Bolt and is now calling it by another name.

@Rex It's still kinda debatable because some mfr's list the nominal capacity while others list the useable capacity: All manufacturers "lock-off" a percentage of capacity at the top so that the cells can't be over-charged and all manufacturers set a bottom limit beyond which the battery will not discharge (the cars literally stop). The question is, if your 100 kWh battery has 20% locked-off you can only every charge it to 80% - the SOC gauge calls that "100%", meaning "charged to 100% of available capacity". If you, then, limit your charging to 80% - you're actually only using 64% (80% of 80%) of the battery's capacity. So shouldn't that "locked-off" 20% be enough to protect the battery from unwarranted stress? It's also true that L1 and L2 charging are "trickle charging" - limited by the vehicle's internal charger to (usually) 3.2 kW or 6.6 kW, depending. This slow charging is nearly stress-free for the cells, unlike being force-fed DC power. EVs with actively cooled traction battery packs that are only ever charged via L1 and/or L2 - even to 100% on a regular basis - have not shown significant loss of capacity over time.

@Kerbe could you please provide a link to this? "EVs with actively cooled traction battery packs that are only ever charged via L1 and/or L2 - even to 100% on a regular basis - have not shown significant loss of capacity over time. "

@Rex It's all anecdotal evidence: We know that actively-cooled battery packs suffer less degradation across the board (both in EVs and PHEVs) and people who've never charged their EVs using DC chargers show higher/longer capacity retention - even with non-active-cooled batteries. I'm not citing one source - I'm combining years of following multiple sources. Li powered EVs have been on the market for only 10 years - and they've changed and evolved so rapidly that it's nearly impossible to find reliable generic hard data. In my own experience, my car's liquid-cooled traction battery has a 20% buffer locked-off and does NOT accept DC charging. I'm only ever capable of charging it to 80% of capacity and leave it plugged into a L2 EVSE at all times so that I can take advantage of cabin preconditioning. The car sat - uncharged - on the dealer's lot for nearly two years before I purchased it and the battery capacity test at that time showed no loss of capacity. I've now driven it for a year (15000 miles) on both long and short journeys and last week's battery capacity test showed the same numbers as it had when new. I fully agree that it would be nice to be able to set a maximum SOC in a vehicle with a large-capacity battery but I think "early degradation" isn't so great a concern for drivers who don't stress their batteries on drag strips, at track days or by constant, non-stop high-speed driving and only DC charging. The current prediction is a drop of 20% capacity over 200K miles for most modern Li batteries - but they don't know for certain.