Criticism of SUVs

Vehicles that are larger and heavier in size like SUVs require large amounts of braking power and more powerful steering assists to aid in turning the wheels more quickly. Because of this, the reaction of an SUV to sudden braking and steering maneuvers will be very different to drivers who are more accustomed to lighter vehicles. This is due to the combination of a vastly higher center of gravity and excessive weight severely affecting the cornering ability of SUVs with rollovers much more likely than cars or minivans, even at low speeds.^[13]

Construction

Heavier-duty SUVs are typically designed with a truck-style chassis with separate body, while lighter-duty (including cross-over) models are more similar to cars, which are typically built with a

Because of greater height and weight and rigid frames, it is contended by Malcolm Gladwell, writing in The New Yorker magazine,^[6] that SUVs can affect traffic safety. This height and weight, while potentially giving an advantage to occupants of the vehicle, may pose a risk to drivers of smaller vehicles in multi-vehicle accidents, particularly side impacts.^[17]

The initial tests of the

In parts of Europe, effective 2006, the fitting of metal bullbars, also known as grille guards, brush guards, and push bars, to vehicles such as 4x4s and SUVs are only legal if pedestrian-safe^{[clarification needed]} plastic bars and grilles are used. Bullbars are often used in Australia, South Africa, and parts of the United States to protect the vehicle from being disabled should it collide with wildlife.

Safety improvements during the 2010s to the present led automobile manufacturers to make design changes to align the energy-absorbing structures of SUVs with those of cars. As a result, car occupants were only 28 percent more likely to die in collisions with SUVs than with cars between 2013 and 2016, compared with 59 percent between 2009 and 2012, according to the IIHS.^[22]

Visibility and backover deaths

Larger vehicles can create visibility problems for other road users by obscuring their view of traffic lights, signs, and other vehicles on the road, plus the road itself. Depending on the design, drivers of some larger vehicles may themselves suffer from poor visibility to the side and the rear. Poor rearward vision has led to many "backover deaths" where vehicles have run over small children when backing out of driveways. The problem of backover deaths has become so widespread that

The wider bodies of larger vehicles mean they occupy a greater percentage of road lanes. This is particularly noticeable on the narrow roads sometimes found in dense urban areas or rural areas in Europe. Wider vehicles may also have difficulty fitting in some parking spaces and encroach further into traffic lanes when parked alongside the road.

Psychology

SUV safety concerns are affected by a perception among some consumers that SUVs are safer for their drivers than standard cars, and that they need not take basic precautions as if they were inside a "defensive capsule".^[27] According to G. C. Rapaille, a psychological consultant to automakers, many consumers feel safer in SUVs simply because their ride height makes "[their passengers] higher and dominate and look down [sic]. That you can look down [on other people] is psychologically a very powerful notion." This and the height and weight of SUVs may lead to consumers' perception of safety.^[6]

Gladwell also noted that SUV popularity is also a sign that people began to shift

Stephen Popiel, a vice president of Millward Brown Goldfarb automotive market-research company, noted that for most automotive consumers, safety has to do with the notion that they are not in complete control.[6] Gladwell argued that many "accidents" are not outside driver's control, such as drunk driving, wearing seat belts, and the driver's age and experience.^{[citation needed]}

Sense of security

This section needs to be updated. Please help update this article to reflect recent events or newly available information. (February 2022)

Study into the safety of SUVs conclusions have been mixed.

Actual driver death rates are monitored by the IIHS and vary between models.[32] These statistics do show average driver death rates in the US were lower in larger vehicles from 2002 to 2005, and that there was significant overlap between vehicle categories.

The IIHS report states, "Pound for pound across vehicle types, cars almost always have lower death rates than pickups or SUVs."^[32] The NHTSA recorded occupant (driver or passenger) fatalities per 100 million vehicle miles traveled at 1.16 in 2004 and 1.20 in 2003 for light trucks (SUVs, pick-ups and minivans) compared to 1.18 in 2004 and 1.21 in 2003 for passenger cars (all other vehicles).^[33]

Marketing practices

The marketing techniques used to sell SUVs have been under criticism. Advertisers and manufacturers alike have been assailed for greenwashing. Critics have cited SUV commercials that show the product being driven through a wilderness area, even though relatively few SUVs are ever driven off-road.^[34][35] For example: At 22 November 2023, the ASA (Advertising Standard Authority), banned ads for Toyota Hilux in the UK, for being displayed as being driven on a wilderness area^[36]

Fuel economy

The recent growth of SUVs is sometimes given as one reason why the population has begun to

As a result of their off-road design SUVs may have

Fuel economy factors include:

• High masses (compared to the average load) causing high
  energy demand
  in transitional operation (in the cities) ${\displaystyle {P_{accel}=m_{vehicle}\cdot a\cdot v}}$ where ${\displaystyle P_{accel}\,\!}$ stands for power, ${\displaystyle m_{vehicle}\,\!}$ for the vehicle mass, ${\displaystyle {a}\,\!}$ for acceleration and ${\displaystyle {v}\,\!}$ for the vehicle velocity.
• High cross-sectional area causing very high drag losses especially when driven at high speed ${\displaystyle {P_{drag}=A_{cross}\cdot cw_{vehicle}\cdot {\frac {v_{air}^{3}\rho _{air}}{2}}}}$ where ${\displaystyle P_{drag}\,\!}$ stands for the power, ${\displaystyle {A_{cross}}\,\!}$ for the cross-sectional area of the vehicle, ${\displaystyle {\rho _{air}}\,\!}$ for the density of the air and ${\displaystyle v_{air}\,\!}$ for the relative velocity of the air (incl. wind).
• High rolling resistance due to all-terrain tires (even worse if low pressure is needed offroad) and high vehicle mass driving the rolling resistance ${\displaystyle {P_{roll}=\mu _{roll}\cdot m_{vehicle}\cdot v}}$ where ${\displaystyle \mu _{roll}\,\!}$ stands for the rolling resistance factor and ${\displaystyle m_{vehicle}\,\!}$ for the vehicle mass.

Average data for vehicle types sold in the US:^[38]

Drag resistance (assuming the same drag coefficient which is not a safe assumption) for SUVs may be 30% higher and the acceleration force has to be 35% larger for the same acceleration, which again is not a safe assumption, than family sedans if we use the figures from the above table.

Pollution

Because SUVs tend to

Various eco-activist groups, such as the Earth Liberation Front or Les Dégonflés have targeted SUV dealerships and privately owned SUVs due to concern over increased fuel usage.^[44][45]

In the US, light trucks and SUVs are held to a less-strict

In

Similar activist groups, most likely inspired by the Swedish group, have carried out actions in Denmark, Scotland, and Finland.^[70][71]

See also

• Automobile safety
• Environmental impact of transport
  • Air pollution
  • Environmental aspects of the electric car
  • Gas-guzzler
• Mobile source air pollution – Air pollution emitted by motor vehicles, airplanes, locomotives, and other engines
  • Exhaust gas – Gases emitted as a result of fuel reactions in combustion engines

References