A Heavy Duty Trucking reader had some questions about zero-emission trucks and tire wear after reading the recent story, “What 4Gen Logistics Has Learned About Electric Trucks.”

In that article, Brad Bayne, VP of strategic initiatives for 4Gen, talked about his experience in electrifying the southern California drayage fleet. One of those insights was that tires wear faster on battery-electric and hydrogen-fuel-cell trucks. While Bayne and his team knew going in that tire wear would be greater, the reality was a bit worse than they expected.

This reader was curious about just how the additional tire wear occurs.

“Is it due to higher acceleration rates with the EV powertrain? My thinking is this: Most of the miles and time are spent at highway speeds, e.g. in top gear for the diesels. That is not a high torque condition for the tires. That leaves two situations: One, the EVs climb hills faster, because they have more torque available; and two, EVs accelerate from lower speeds with the higher torque available.

“Meanwhile, diesels have a lower maximum torque available, so the only way to multiply the torque is when the transmission is operating in lower gears. That would be during acceleration from a stop or low speed, during hill climbs, and during downhill braking. Where do the EV's have an advantage? Acceleration and downhill braking (regeneration).

Bayne was kind enough to respond with some answers and insights:

Weight and Torque in Zero-Emission Trucks

• BEVs are heavier than diesels, and the additional torque is a major factor.

• Torque varies by OEM, but our fleet ranges from 2,000 to 10,000 ft-lbs, compared to about 1,600 ft-lbs on a typical diesel.

• Because of this, BEVs can accelerate nearly the same, whether empty or fully loaded at 80,000 lbs. When drivers launch too aggressively from a stop, that extra torque directly increases tire wear.

Grade Performance and Powertrain Differences Between Diesel and Electric Trucks

• On moderate grades (3–4%), our BEVs and FCEVs can climb at twice the speed or more of a diesel. We don’t encourage this behavior, but when it happens, it leads to additional wear.

• Most BEVs have just two gears. For example, our Volvos shift from 1st to 2nd at around 20 mph, making their driveline performance very different from any diesel transmission.

BEV Duty Cycle Realities

• BEVs aren’t yet a regional or long-haul replacement. They’re primarily used in drayage and short-haul operations (100–250 miles), where constant stop-and-go driving is common.

• This operational profile magnifies both the torque advantage and the associated tire wear.

Regenerative Braking on Electric Trucks

• Regenerative braking is a key benefit. We train drivers on one-pedal driving, which is strong enough that in many cases, brakes are never used.

• Some of our drivers recover up to 20% of their daily energy use from regen alone.

• While there’s not much formal data yet, many in the industry suspect regen also contributes to tire wear due to the way energy transfer and deceleration forces are applied.

In short: Heavier vehicles, higher torque, and unique duty cycles all drive higher tire wear on battery-electric trucks. 

At the same time, regenerative braking delivers meaningful efficiency gains and reduced brake wear, although it may also contribute to tire wear in ways that are still being studied.