“By the time a petrol car reaches 120,000 miles, it’s 47% more likely to have failed than an EV (16% failure rate vs. 23.5% failure rate)”
“By the time a petrol car reaches 120,000 miles, it’s 47% more likely to have failed than an EV (16% failure rate vs. 23.5% failure rate)”
Not really, no. There are EVs with more torque than a douchy truck, but the 2027 F150s start at base with 555Nm of torque - while the torquiest production BYD I could find data on is the Han with 516Nm. Hyundai makes the N, a dedicated track racer with 568Nm of stock torque (or ~700Nm with “boost”, whatever that means), and the Cybertruck claims 1000Nm at highest (200Nm les than listed for an F450) but these are all top-trim for their line. There are some EVs with equal to or greater than douche-truck levels of torque, for sure, but they are similarly for sure not commonplace.
Max torque at the wheels on ICE vehicle depends on selected gear - being the highest jn 1st -, while EVs have a much flatter max torque curve putting more stress on the tires. I think most medium sized EV tires see more torque than many fat US trucks, but then you have much better traction control so it’s a moot point probably.
Cornering and road bumps at higher speed than trucks is probably what stresses EV suspensions the most.
The torque applied at the wheels from a complete stop tends to be much higher from EVs than even high torque ICE trucks, because ICE drivetrains don’t produce maximum torque until the engines are turning at 3500+ RPM. The engines will idle closer to 1000 RPM, and the driver simply lifting their foot off the brake pedal will cause the automatic transmission to apply torque to the wheels gradually. Even stomping on the throttle takes a little bit of time (and speed) before the engine hits 3000+ RPM.
EV drivetrains can apply near full torque at 0 RPM, so the acceleration from a complete stop tends to be higher torque at that particular moment.
I’m sorry, I’m not exactly sure what your point is? Higher acceleration vehicles putting more wear on tires than the difference in weight alone would suggest isn’t a definite relation, but as a rule of thumb it’s pretty solid.
I rambled more than make a point, actually! I just wanted to point out that comparing spec sheet torque numbers is very misleading but also that torque in itself doesn’t mean directly higher wear if is electronically controlled as in EVs.
I’m not sure I get what you mean in your latest comment, but I think weight is a bigger factor than torque on component lifespan.
Oh, yeah - I totally agree about torque being a poor comparison across drive systems. That was sorta what I initially was calling out. Although that comparison was more about max absolute torque than torque available while driving. People tend to take the ridiculous torque availabe from standstill in an EV and assume that means the cars are overall superior by that metric, when any ICE torque chart will show you it’s a much more conplex comparison than “one peak larger than another”
And all I was saying there is that the tires on a sporty car tend to wear faster than the tires on a similar car but with less power, and that has an impact on component wear times that’s not insignificant. But yeah, unless you have traction control disabled and drive like a total ass, weight is for sure the largest factor there (just not the sole factor).