I read most of the comments and scanned through the rest and reflect on a few of them. First my own experience:
I typically read and memorize the estimated electric range prior to driving away and leave the GPS set to "Home". This allows me to easily compare the reported change in EV range with the actual miles driven. When I know that that I will make it back home all electric I don't care how I drive and typically accelerate faster. The power use indicator has 8 segments of which the last two have the white sector. I try to prevent pushing the pedal that deep, in part because that often results in a ICE start which then runs for one or more minutes. I try to keep the accelerator below the 4/8 mark where possible.
There is a cluster of retail outlets close to Lidl we frequently drive to. The GPS distance is 3.5 miles or 7.0 miles round trip. Half the distance can be driven at 50 mph, but there is a section with a max speed of 35 mph and 4 stop signs. When driving normally, accelerating up 35 mph followed by gentile stops, the electric range reduces by about 12 miles. When I drive the same round trip accelerating very slow (well within 3/8 of scale) and coasting to a stop using only the paddles, the electric range reduction is about 5 miles. The way we drive the car our electric range is both indicated and checked to correspond to 49 to 55 miles (average about 52 miles).
I did multiple test over longer distances (over the same ~ 25 miles section of coastal level road) on a semi-highway driving 55 mph. Including the section to reach the semi-highway, the GPS distance traveled is typically about the same as the reduction in electric range. Often I notice I can speed up to 60 mph and keep the ratio of miles driven to miles "used" at 1 to 1.
When I know I can make it home without ICE, I drive fully electric even if this includes sections where everybody (including me) drives 70 to 75 mph. When I know that I cannot make it back home fully electric, my rule is to switch to hybrid mode once the car speed is higher than 55 mph. On the home bound trip I do the same, but switch to electric only one the GPS tells me I can reach home electrically for the remaining distance. In my case that is typically a 9 mile GPS distance over secondary roads, for which I know I can do it using ~ 6 miles of range (due to lower driving speed).
The electric range indicated is a prediction based on energy used over distance travelled (personal driving styles and local conditions, mountainous versus flat terrain). Driving most of the trip at speeds of 70 mph in hybrid mode does not appear to affect the predicted electric range. As far as I can figure it out, the Clarity records the electric miles history separately from the hybrid miles history. The miles range electric prediction is a function of the acceleration and speeds when driving electric. Energy losses due to air friction increase with the square of the car speed. When driving to the local mall and back all electric with speeds up to 75 mph, the indicated electric range drops to the 40 to 45 range immediately after the next full charge. It appears to take 5 to 10 full battery charges and use of moderate acceleration and speeds below 55 mph to reach a new "steady state" in indicated electrical range after trips using higher speeds or higher acceleration.
In general the electrical resistance is a function of temperature. For metals the resistance is lower at lower temperatures, but for electrolytes, the resistance increases with lower temperatures. That is the most important reason why pure electric cars have about 2/3 of their range under cold winter conditions. The latter is the case since the electrolyte (in the Li-Ion battery) transfers electrons in chemical reactions which run faster at higher temperatures. So there is an optimum condition to be reached. I am sure Honda engineers tried to optimize the wiring. Reports from people who took Tesla's apart indicate that the primary cables between battery and motors were very thick. This is likely similar for the Clarity, but since the motor capacity is much smaller there are likely thinner cable used. For the same power draw the Clarity would have higher cable power losses than a Tesla. At typical power draw (say 50%) and component temperatures of between 30 and 100 degree F, power loss for electric cars are dominated by battery losses at low temperature and wiring losses at high temperatures.
To reach the "ludicrous" mode, Tesla heats the batteries while driving (using electrical energy), since this will reduce battery resistance and allows to withdraw more Amps from the same battery, allowing "ludicrous" acceleration.
A good thing about the Clarity is that when driven in hybrid mode, the battery is kept at optimum temperature by the heat dissipated from the ICE. When alternating hybrid mode (at high speeds) with pure electric mode (in slow traffic) the battery temperature under cold weather conditions can be maintained for a long time close to its optimum with minimum increase of battery resistance and minimum reduction of electric range.
Heat transferred to air within the car is mostly ventilated (if not recycled) or lost trough window glass. Direct heat transmitted to the body is only transferred to the car interior via the body (breathing and skin). Hence while the sensation of heat through the seats entering the body makes you feel warm, the amount of energy lost to the environment outside the car is much smaller. Using the seat warmers is therefore more efficient for the same level of comfort.
Summarizing, slow acceleration and deceleration will always result in a longer range due to lower electrical losses and the prevention of activating the brakes. This is aggravated at lower winter temperatures when parked outside and driving purely electric. Driving at lower speeds also reduces air friction. Based on tables published for the Tesla's, the optimum speed is about 30 mph; driving slower than 30 mph thus reduces the electric range. Maintaining speed at a constant 55 to 60 mph on flat roads results in a 50 mile electric range for our Clarity.
This all applies to a 1.5 year old Clarity with 17,000 miles of which 3/4 driven electric. I am not sure how the battery will hold up over time, especially since it is not easy to limit charging to 80% of capacity (as recommended by Tesla), while operating the battery between 20 and 80% would seriously limit the electric range.
