In general, cells 1-94 are all within 0.02V of each other, 95 starts to get a bit iffy, but 96 is far out. At 100% charge, 96 is at 4.18V, 95 @ 4.08V, and the rest at 4.04-4.06V. At low charge, 96 and 95 have similar deviations (96 bad, 95 questionable), but with lower voltages than the rest of the cells. The BMS is claiming that the minimum deterioration cell is 0%, and there are several that will get listed with that value (it would be nice to get each cell's deterioration, but that might not be available on the bus). I ticked the boxes in Torque Pro to log #1, #96, and overall state of charge, but will need to dig around to find the logs.
The car was leased in March 2015 and has about 39,000 miles on it. My wife and I switch off every couple months to keep the Soul and Leaf both under the 18,000 mile/yr lease limits. When she drives, it is a 42-mile commute with overnight 1.4 kW charging. When I drive (96-mile commute), I charge both at work (6.6 kW), and home (1.4 kW). We always try to charge to 100%, but much of the time it is still going when we leave for work.
I noticed the range was getting a bit tight a couple months ago, but that was just before switching off with the Leaf. My wife drives in much heavier traffic (avg 45 mi/h, I do 75+ on my route), so didn't notice the range drop until last week. Now I need to drive ~55 mi/h to get to work (using about 80% battery, 16 kWh). The charging stays at 6.6 kW until about 75%, then gradually tapers down to 600 W. It used to go from 6.6 kW all the way to 100%.
My appointment is early Tuesday morning. I'm pretty sure I'll make it if I drive slowly