Even in the article linked it says that the chemistry of the battery will dictate whether there is significant loss in voltage.
Firvtge battery chemistry in BEVs there’s is a slight initial loss of voltage then a fairly steady level until the battery nears complete depletion. However, you need to take into account that most manufacturers don’t give the vehicle access to the whole battery charge, so the drop will occur at a level of charge greater than the battery would naturally be allowed to reach.
In (very approximate) numbers the voltage drop is most significant between 100% and 95% capacity. Manufacturers hold between 5 and 10 percent as a safety zone, so the level the vehicle can access power from is below the point of most loss. The point of voltage drop at the lower end is below the 10% level, at which the software will be having a bigger controlling impact than the battery voltage.
So, to answer the original question:
In the real world there is minimal difference between the voltage output of a vehicle battery as managed by software of the type vehicle manufacturers use at ‘fully’ charged and ‘nearly fully’ charged. The entire calculation also completely ignores factors like software control of the power for both efficiency and motor optimisation, any losses between the motor and the wheels through either mechanical or electronic traction control systems.
I’m entirely unsure why this post holds relevance outside of a very narrow range of uses, like racing and speed trials, neither of which any car on the scheme would be particularly popular or realistic a choice. Now, if the likes of the EV6 GT, Ioniq 5 N, Porsche Cayenne or the electric hyper cars were on scheme, this may have some minuscule level of relevance.
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Mark