New‑Energy Cars: Safety Trumps User Experience—Why Some Engineers Miss It

I agree with the saying that traffic flow is zero without safety, because without safety the flow collapses to zero.

After the recent Xiaomi Su7 incident, I used the Doubao large‑language model to investigate the vehicle’s specifications. Starting from the standard and Pro versions, the model concluded that the Xiaomi Su7 standard‑edition ADAS has hardware limitations during night‑time highway driving, particularly in complex scenarios, resulting in a high risk. The system does not forcibly prevent use, but users should be cautious when enabling it.

Therefore, test engineers should adopt a safety‑first mindset, add more test cases for night‑time highway scenarios, and strongly recommend that the ADAS function be forcibly disabled once the vehicle is on a night highway. This sacrifices some user experience but protects lives.

The 30° field of view of the millimeter‑wave radar cannot promptly detect oncoming vehicles in opposite lanes or construction detours, creating blind spots.

At 120 km/h the radar scans roughly 33 meters of road per second; obstacles near the edge of the view may not be responded to in time.

ADAS is only an assistance feature; when a risk is detected it alerts the driver but lacks a mandatory disengagement mechanism.

The user manual does not clearly state the night‑time highway limitation of ADAS.

From another perspective, the standard‑edition’s millimeter‑wave radar has design flaws: why are only one or two units installed instead of the expected two‑to‑three? The current version should be considered an entry‑level experience rather than a true standard model.

Further comparison images illustrate the performance differences between millimeter‑wave radar and lidar.

In summary, the analysis shows that safety concerns outweigh user‑experience benefits for the Xiaomi Su7’s ADAS, and engineers should prioritize disabling the feature in high‑risk night‑time highway conditions.