GoKawiilCalifornia just became the first state to address a problem most people don’t know they have: inefficient tires.
When automakers design a new vehicle, low rolling resistance tires are one of the least expensive ways to improve fuel economy. But they must eventually be replaced, and experts say replacements are often less efficient. This can result in internal combustion vehicles burning more gasoline and EVs needing more electricity.
“It’s very difficult or impossible for consumers to know how energy efficient their tires are going to be,” said Brian Fadie, senior manager for state policy at the Appliance Standards Awareness Project. “As a result, many people unknowingly buy tires that cost them more money than necessary.”
On Monday, the California Energy Commission unanimously approved a rule that would phase in the nation’s first standards for tire efficiency. The rule is “designed to ensure that replacement tires sold in the state are at least as energy efficient, on average, as tires sold in the state as original equipment.” It would also establish a labeling system that gives tires a “leaf” rating, to make it easier for consumers to find the best options. In addition to saving drivers money, the state projects that the changes could reduce carbon dioxide emissions by 2 million tons annually, which it says is equivalent to taking around 400,000 cars off the road.
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“We are proud to approve the nation’s first replacement tire efficiency standards,” said commission chair David Hochschild, in a press release. “This action will help Californians save approximately $1 billion a year on refueling while reducing pollution and extending the range of vehicles on the road.”
California’s regulations will take effect in two phases, with the first targeting the most inefficient tires starting in 2029 and the second, stricter standard beginning in 2033. The timeline is longer than initially proposed, to address the concerns of some manufacturers who wanted more time to adapt. The rule also comes with exemptions including snow tires and those used in competition. All-weather tires are also excluded, but the state will track them, as that growing segment may be regulated in the future.
Karim Marshall, director of climate and energy policy at the Consumer Federation of America, criticized the delayed timeline and the number of carveouts. But he says even that version of the rule marks significant progress. “We aren’t going to let the perfect be the enemy of the good,” he said. Bill Magavern, the policy director for the Coalition for Clean Air, a nonprofit focused on public health in California, agreed that the regulation was necessary. “Manufacturers do not do the right thing on their own,” he said. “They need the government to set smart standards.”
Reducing the rolling resistance of a tire isn’t technically that difficult, said Fadie. Incorporating more silica, for example, improves not only efficiency but traction as well. Rubber chemistry and tread designs can also lead to gains. The debate centers around the cost of those improvements, and the tire industry appears split on the rule.
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