They shouldn't have worse braking distance than the highway code etc. suggests. Separately, emergency braking distance is a function of tires and suspension, and driver alertness, not drive train type. Weight only comes into it if the tires and brakes don't match up to vehicle weight.IvanV wrote: ↑Wed May 22, 2024 9:17 amAnother factor is that EV/HEs might be that they have longer braking distances. I've been unable to find out whether this is in fact the case, there seems to be some disagreement about it.bob sterman wrote: ↑Wed May 22, 2024 5:23 amhttps://jech.bmj.com/content/early/2024 ... 024-221902
Looks like they need to be made noisier - to protect pedestrians.During 2013–2017, casualty rates per 100 million miles were 5.16 (95% CI 4.92 to 5.42) for E-HE vehicles and 2.40 (95%CI 2.38 to 2.41) for ICE vehicles, indicating that collisions were twice as likely (RR 2.15; 95% CI 2.05 to 2.26) with E-HE vehicles.
The use of high efficiency tires might increase stopping distances, but so does worn tires, etc.. Against this, most EVs include collision avoidance driver assistance features that older ICE vehicles don't. And noise from passenger vehicles doing 30 mph is at least as much road noise of tires on road as engine noise. It's only at low speed that engine noise is important - when fatalities are much less likely.
But for older electric hybrid vehicles in the 2013-2017 time frame, I suspect that there's a confounding factor of the kind of people who drove those vehicles vs the general driving population. Priuses, etc. have a particular image and market segment they includes quite a few older people, as well as taxi usage.