[erie]

And with EV the problem would be bigger as the frequency of replacing EV tires is higher due to heavier weights of EVs.'Emissions Analytics found that a single car sheds almost nine pounds of tire weight per year, on average. Globally, that amounts to 6 million metric tons of tire pollution annually, with most of it coming from wealthier countries where personal car use is more prevalent.

The amount of tire pollution emitted per vehicle is increasing as more electric cars hit the road around the world — some 14 million of them this year, according to the International Energy Agency. EVs tend to be significantly heavier than gas-powered or hybrid cars due to their larger, heftier batteries. The average battery for an EV on the market today is roughly 1,000 pounds, with some outliers approaching 3,000 pounds — as much as an entire gasoline-powered compact car.'

[Cpoll]

> Emissions Analytics found that a single car sheds almost nine pounds of tire weight per year, on average.

Is that referring to EVs? That number is surprising considering a tire only weighs ~25lbs. 9lbs/year means the tires are half-gone (and long since threadbare) in 5 years.

[abdullahkhalids]

It is referring to the total from all four tires i.e. 4 kg per car per year [1].

Please note that car tires or anything really won't have uniform degradation. The first year will lose a lot of mass, then once the outer material is shed, there will be far less shedding [2]. So I understand the above number as global tire shedding in a year/total number of cars.

P.S. I just looked it up. I have no idea if the source is reliable.

[1] https://www.emissionsanalytics.com/news/how-tyre-emissions-h...

[2] https://www.emissionsanalytics.com/news/gaining-traction-los...

[steve_adams_86]

Multiple sources suggest that 9 pounds is possible but on the very high end. It seems like something closer to 5 pounds is more usual. Being thread bare by 3-4 years seems common if you’re a relatively heavy commuter.

I am surprised. I thought it was a lot less. I’m worried by this too, knowing so many people drive on their tires much longer.

[amluto]

EVs with effective regenerative braking release less brake dust. Choose your poison.

[kjkjadksj]

Manual transmission ice cars also have this feature

[AnthonyMouse]

> EVs tend to be significantly heavier than gas-powered or hybrid cars due to their larger, heftier batteries. The average battery for an EV on the market today is roughly 1,000 pounds, with some outliers approaching 3,000 pounds — as much as an entire gasoline-powered compact car.'

This is basically oil industry propaganda. It's like saying "the average internal combustion engine is roughly 1,000 pounds[1], with some outliers approaching 3000 pounds[2] -- as much as an entire electric compact car[3]."

[1] e.g. https://www.cummins.com/engines/cummins-67l-turbo-diesel-202... (1070 lbs)

[2] https://www.dieselpartsdirect.com/documents/cummins-specs/cu... (3150 lbs)

[3] e.g. Fiat EV (<3000 lbs)

EV batteries weigh more than gas tanks per unit energy but EV motors weigh less than petrol engines and don't need transmissions, exhaust and emissions controls, large water cooling systems, etc. The result is that EVs weigh around the same as ICE cars of the same size, e.g. Tesla Model 3 vs. BMW 3-series. The difference is typically less than 10-20% and it can be zero.

The premise that they weigh a lot more mostly comes from the rarity of subcompact EVs, so then people compare EVs (typically midsized cars or larger) to the lighest ICE cars (subcompacts) and it's heavier because it's bigger. Here's an ebike with a >200 mile range that weighs under 100 pounds:

https://ridereview.com/products/fuell-flluid-22s

There is no reason you couldn't make a subcompact EV with that range that weighs the same as subcompact ICE vehicles. But EV production is still constrained by battery production, so they put the batteries into premium vehicles, which are bigger. And then people claim that they're heavier, even though there's nothing intrinsic about that.

Moreover, newer battery chemistries with a better energy density would make them lighter. Even 20-30% improvements would make a large difference because the battery makes up such a large fraction of the weight of the car. If anyone gets a battery chemistry production-ready that uses oxygen from the air as one of the reactants, ICE cars would be without purpose.

[audunw]

There’s nothing in your comment that actually backs the idea that EVs will make the problem significantly worse.

Yeah, batteries weigh a lot, but everything else weighs less. A battery can be a structural component, an ICE engine cannot.

I think you will find a bias towards heavier weight if you compare EVs and ICE cars actually sold. But in recent years car makers have focused mostly on crossovers/SUVs for EVs, because that’s where they make the most margins. VW launched their new line with ID.4, Hyundai with Ioniq 5, Kia with EV 6. But all of these car makers are launching smaller lighter models now. An EV SUV is heavier than an ICE, I’ll grant you that. We need a bit better energy density to make a reasonable light SUV, but a smaller car doesn’t have to be more heavy than an ICE equivalent.

I recently had to change tires on our old 2015 Kia Soul EV. Not because they were worn down, but because they’re too old. There still plenty of tread depth left. It has been driven a completely average amount in that period.

There are anecdotes from car fleet operators who say they don’t see any significant difference between their EVs and ICE.

I’m willing to bet that driving style can have much more impact, and EVs can go both ways. Due to high torque you can drive more aggressively and chew through tires. You’ll certainly find stories of EV drivers like this. But you can also enable ECO mode and one-pedal driving, which I’m sure will result in way less jerk on the tyres than what most people can achieve with an ICE cars. It’s really easy to drive super smoothly with EVs, and I think most people will prefer that style of driving. Especially if it becomes common knowledge that it saves both on energy cost and avoids premature tire replacements.

I’m not too worried about the long term trend here. Car makers have so many incentives to drive down the weight of battery packs as it has exponential impact on costs. There are several next generation battery chemistries in early stage production phases that can potentially eliminate the weight disadvantage for a reasonable battery size.