The particular columns of the RCAM are only used to downgrade the braking action.
If a vehicle reports an erroneous improved conditions then because this does not change the reported braking action then the landing risk is unchanged. But if the vehicle fails to identify deteriorating conditions, then the risk increases; this is important for those operators who use reported runway condition as the basis of landing performance (Boeing ?).
I cannot see how a vehicle assessment can be related to an aircraft. 'Mu' measurements use similar tyre technology and have been shown to have little correlation with aircraft performance.
Vehicle tyres and brakes are very different to those on an aircraft. Is it a small vehicle or a large off-road AFRS; - what tread depth, deep grooved winter tyres or not, ABS vs AntiSkid.
Driver experience and judgement may not equate to a pilot; is the driver a pilot, is experience of direction control limited to road widths, if so then runways might appear less restrictive.
What might seem like a good idea could introduce an additional, subjective hazard in already difficult operations