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Since the EPA tests do not take a drained battery into consideration, they are therefore extremely optimistic in this sense.
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My understanding is that with the EPA testing it was necessary that the SOC be the same at the beginning and the end of the test (how they assured that I have no idea), and thus shouldn't be a factor. I think what's much more a factor is the modest speeds attained and the relatively few stops.
My "City" mileage can vary dramatically on the route I take to and from work depending on the time of day/traffic. I often go in to work during the mid/late afternoon traffic, it takes at least 10 minutes longer for the 13 mile trip, I have more complete stops for lights that are cycling more frequently and more partial to complete stops for turning vehicles, idiots stopping for no apparent reason, people pulling in front of me forcing slow downs, etc. The result is more cycling b/w EV and ICE modes and less impressive MPG.
At the same time I, not infrequently, find myself traveling home after a shift at 2am. All those lights are flashing yellow or remain green much longer. I may only hit 2-3 lights and have no interference by other traffic. I maintain steady speed on cruise control at speeds from 35mph up to 62mph...I can often achieve a .3-.5mpg improvement over what I had going in or better.
Remember, the city test is a city route on a dynometer, not a city route with traffic and idiots pulling out in front of the tester with dramatic braking for that, etc. You will have times you will almost assuredly, on a given day/route, blow away the EPA numbers. Other times you'll be far below dependent on many factors. The thing is, you may get 63mpg one day, but if your consumption screen was showing 49mpg 250 miles into the tank and your route was only 10-15 miles you'll only appreciate a 1-2mpg gain, if that (sorry, too lazy to work the algebra).