Britain’s e-bike panic hides a bigger threat: supercar-fast SUVs on our streets

The headlines about boosted e-bikes - or "e-motos" as they should be referred to - practically write themselves. Police share clips of roadside stops, newspapers run scare stories about bikes “too fast for the road,” and columnists warn of “death traps on two wheels.” The focus is usually on bikes that have been modified to exceed the 15.5 mph assistance limit, or fitted with twist-grip throttles that transform them into electric motorbikes.

But while the media fixates, something much faster - and far heavier - is speeding past under the radar.

Earlier this year, BYD’s Yangwang U9 Xtreme - a limited-run, all-electric sports car - achieved 308mph at a test track in Germany. That eclipses the petrol Bugatti Chiron's 304mph benchmark and, for the first time, put an EV at the top of the “fastest production car” charts. Only 30 U9 Xtremes will ever be built, but the symbolism is clear: the crown of outright speed now belongs to electricity.

Hypercar trophies are trivia for most of us. However, what isn’t trivial is how EV performance has filtered down into the school-run market. Because of instant torque, a new wave of family EVs deliver supercar-style performance. For example, Volvo’s compact EX30 Twin Motor does 0–60 mph in 3.4 seconds.

For context, the Porsche 911 T takes 4.3 seconds. In other words, your neighbour’s sensible family EV is quicker off the line than a modern 911 in its purest spec. That power might be exhilarating on a test track, but it's entirely unusable, not to mention unwelcome, on the high street.

Now compare the scrutiny. In Britain, the rules for an Electrically Assisted Pedal Cycle (EAPC) are strict: max continuous-rated power 250W, and assistance must cut out at 15.5 mph. Fall outside that and you’re no longer a bicycle in the eyes of the law - you’re a moped or motorcycle, with all the licensing and insurance that entails. That clarity is good. But it’s curious that a ferocious debate rages about a tweaked bike nudging 20 mph on a back street, while family cars with sports car-beating acceleration are becoming the unexamined default.

Why does this matter? Because in towns and cities, speed and acceleration translate directly into risk. Decades of research show the step-change in harm as impact speeds rise: UK and international studies estimate the risk of a pedestrian fatality increases roughly ninefold going from 20mph to 40mph, with the curve steepening sharply above 30 mph. More recently, a studies of Edinburgh’s city-wide 20 mph programme found casualty reductions in the implementation zones, reinforcing the fact that lower speeds deliver real safety dividends at scale. Add bonnet height and increased mass into the picture - increasingly problematic with EV SUVs - and injury severity climbs further.

There is a policy gap here. We already have a working template for using software to civilise vehicles: Intelligent Speed Assistance (ISA). In the EU, ISA has been mandatory on new models since 2022 and on all newly sold cars since 2024. It’s not a silver bullet - many systems merely warn - but it proves the principle that software can shape behaviour. Where cities go further, using active ISA that gently intervenes, the results are striking: New York City’s pilot across 500 municipal vehicles recorded a 64% reduction in speeding and is now expanding to over 2,000 vehicles. Transport for London’s bus trials likewise demonstrated near-universal compliance using interventionist ISA.

So let’s have the adult conversation we keep postponing. Do we really need sub-four-second 0–60 in urban family cars? If not, the fix is both technically simple and socially transformative:

• Cap urban acceleration - torque maps can be software-limited below, say, 30 mph in defined areas, cutting the violent surges.
• Make active ISA (intelligent speed adaptation) the default - not just nagging chimes, but automatic compliance with posted limits.

Meanwhile, let’s keep e-bike rules clear and enforce them proportionately. The legal EAPC - 250W assist, 15.5 mph cut-off - is a boon for mobility, health and climate. The relatively small number of people fitting illicit kits shouldn’t be allowed to dominate the policy debate - especially when far greater risks sit behind the dashboards of ever-quicker family EVs.

Cycle Rescue is free with ETA bicycle insurance

If you suffer a breakdown (including punctures, or even a flat e-bike battery) while out cycling, our 24-hour Cycle Rescue team can arrange transport for you and your bicycle to a safe location. Buy as a standalone service, or get it included for free with ETA cycle insurance, along with:

• Theft, accidental damage & vandalism
• E-bike battery theft cover
• Cycle Rescue
• No devaluation of your bike over time
• £2m third party PLUS £20,000 personal accident cover
• Shed and garage storage
• Low standard excess of 5% (£50 minimum)
‍

{{cta-ebike}}

The ethical choice

The ETA was established in 1990 as an ethical provider of green, reliable travel services. Over 35 years on, we continue to offer cycle insurance , breakdown cover and mobility scooter insurance while putting concern for the environment at the heart of all we do.

The Good Shopping Guide judges us to be the UK's most ethical provider.

‍