Here's the problem with electrics: what do you do when you run out of charge? A gallon of 3,3,2 isooctane contains enough energy to move a 6,000-pound vehicle carrying half a ton of cargo or occupants ten miles in ten minutes, and it can be carried in a bucket. Not so much with it's electric counterpart.
Crash-tests: your Prius isn't up against a Suburban in the IIHS crash standards, it's facing off against a four-foot steel-plated, rebar-reinforced concrete cube, anchored to a poured, steel-reinforced concrete foundation. Eventually, mass wins. There's only so much you can do with fold-y bits and energy-absorbing impact zones. Sooner or later you simply have to add more metal.
Engine efficiency: Carnot-cycle heat engines have, at most, a 60% maximum conversion efficiency. In four-stroke motors, about a third of that gets eaten just operating the engine. There is an upper limit. Hope you won't miss that nine-second 0-60, because you won't have it much longer.
Electric dragsters outrace the best gasoline and diesel vehicle? Not at the track. You remind me of a talks-out-his-ass ex-coworker, who claimed that jet dragsters were getting 1.5s 1/4mi times. He doesn't have a job anymore. I'm honestly not surprised. Top fuel cars use nitromethane, and you don't even have to get into the exotic fuels before you outrun one of the turbine-powered cars. Top-fuel and funnycar classes have been ahead of the Jet-A boys for nearly two decades now.
Suffice to say, when the tech actually exists, we'll have electrics. Not that we don't want to make them, they're still really unfeasible for a large array of needs.