I can’t confirm, but there are two equally possible explanations. First is that the percentage is based on Ah instead of Wh. Korean cars do this, and therefore a percent at high soc can hold much more energy than a percent at low soc. Easily a 25% difference.

Other thing is (the same as I suspected with my previous zoe) that the consumption meter does not include all the consumers in the car. It might only be measuring energy used by the motor inverter and simply ignoring (significant) energy needed to heat up the cabin.

In a zoe, the displayed consumption stayed relatively the same, regardless if I did many short trips or a single longer one, even though the range you get from many short trips is way lower due to a bigger proportion of energy going towards reheating the cabin twice a day instead of just keeping in warm on a long drive.

I actually doubt that most ice cars can reject heat produced at peak power output indefinitely, I just never saw that listed as a continuous power output. But yeah, peak numbers are what matter for everything but extreme use cases.

From the article about the miles per hour of charge rate:

The calculation for miles per charging hour is carried out by dividing the average charging power (in kilowatts) by the Edmunds tested consumption figure

No, the cold itself does not sap the charge by itself somehow. BUT a colder battery will be able to output less energy due to higher internal resistance (more energy lost to heat when discharging). Some cars bms are advanced enough to be aware of that and therfore display a smaller number.