To be fair (now that I watched the video) the model tested was the SE LR, which I think was the right choice for the circumstances.
I too like the LFP battery. I like the ability to treat it much as I treat my phone and my Kindle - see the charge is down a bit, plug it in to charge, and unplug it when it's done. I like what I hear about its lifespan, and I like knowing that it doesn't have cobalt in it. The lower energy density seems to be the actual reason for the relatively robust nature of the thing, but on the other hand that lower density and so lower range is maybe not what most people are interested in when they're looking at a top of the range model.
I'm not sure there's anything on the Trophy I actually want. I would have said electrically folding wing mirrors, but in fact there's decent clearance on my new garage doors and it's not a problem to park with them open. Yes there are about three annoying bugs in the SE software that the Trophy doesn't have, but on the other hand I read the threads created by Trophy owners about unpairing phones and infotainment screens not booting up (and there are a couple of Trophy-specific bugs to offset the three SE-specific bugs), and I realise we're not so badly off - at least the damn system is stable, even if there are a couple of things it's not doing right.
I do find it odd that tests like this don't say which sort of battery each car has. I've occasionally asked EV owners in conversation which type of battery they have, and a lot of the time they don't know. I'm not even sure that the answer to "are you recommended only to charge it to 80% unless you're going on a long trip?" would be a reliable guide, because even on this forum there are people who are confused about that.
I was especially curious about the Kia e-Niro, the car "Mr EV" managed to run out of juice in twice.
I googled the car and I'm fairly sure it's an LFP, but even from the manufacturer's specs I'm not 100% certain. He ran out because the SoC and the GOM estimates dropped precipitously when he was already getting fairly low on charge - the first time on the motorway, after missing his exit. I think this is the behaviour of an LFP battery than hasn't been balanced enough, but I'm struggling to find any serious discussion about this. There's another video of German guy having the same thing happen to him, but again I don't know the battery type.
I think there are quite a lot of people who read about how the NMC battery should be managed and think they should do that with the LFP too, and then run into trouble because they're afraid to do that 100%-and-balance thing the LFP needs to prevent it lying to you. But until there's more discussion about this, I don't see that changing.
I'd like to know if there was any difference in performance on the range tests between cars with NMCs and cars with LFPs, but they don't even mention it.