The first of the three ratings on a tyre label is fuel efficiency, and what it is really measuring is rolling resistance. Every piece of tread entering the contact patch is squashed and then released, and rubber gives back slightly less energy than it took, with the difference leaving as heat. A low rolling resistance tyre is built with compounds and a construction that lose less in that exchange, so the car uses less energy simply moving along.
On a hybrid that arithmetic gets more interesting, because there is a battery in the car. The same body shell weighs a good deal more than the plain petrol version of itself, and all of that extra mass goes through four contact patches roughly the size of your hand. Weight wears tyres. So does torque arriving from a standstill, which is how the electric side of a hybrid pulls away, and standing starts are exactly when tread gets scrubbed. Owners are often surprised at how quickly a set disappears, and the answer is not that the tyres were poor. Some hybrids also come with a foam ring bonded inside the tyre to damp out road noise, which is not a detail to lose when you replace them. Match what the car was built with rather than the nearest thing in the size.
Most of the sets we fit go on during the working day, while nobody is using the car. An office car park in Walworth, a retail bay, a space outside the house that is empty until six. The wheel comes off in the Camberwell Road area, not on a ramp in Bermondsey. Nothing is towed out of Aylesbury Estate or Burgess Park; the work finishes there.
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Traffic along Walworth Road and around East Street is a constant cycle of pulling away and stopping again, and that cycle is harder on tyres than steady mileage ever is, particularly on a heavy car that delivers its pull from rest. It is worth knowing that before deciding a set has worn out too soon. Since we fit at the kerb or in an estate bay across SE17, the choice gets made with the old tyres in front of you and the car exactly where you left it.
A hybrid owner replaced a factory set with the least expensive option in the size and got noticeably fewer miles out of it. The weight of the car had not changed and the new tyres were not built for it.
A tyre came off with a band of acoustic foam bonded to the inner liner, which the owner had never known was there. Its replacement needed to have one too, or the car was going to sound different for the next four years.
Four tyres changed on the Aylesbury with the car left in its resident bay throughout. The old set went away in our van and nobody lost a parking space over it.
Rolling resistance, which is the energy the tyre loses as heat just by being rolled along under load. The classes run from best to worst and the gap between the ends of that scale is real. On an electric or hybrid car it shows up as range as well as fuel.
That used to be a fair worry and it is much less true now, because the label rates wet grip separately and you can read both. Compare the two ratings together rather than assuming one has been traded for the other, and be wary of any tyre that is strong on one and weak on the other.
Mostly weight. Batteries are heavy and every kilo is carried by the tyres. Add torque delivered from a standing start and a lot of stop start traffic, and the wear rate climbs. It is the car doing it rather than the tyres failing, which is why a like for like replacement is the sensible answer.
Damping noise. A ring of foam bonded to the inner liner absorbs the resonance that builds up in the air inside the tyre, which makes the cabin noticeably quieter. If your car came with them, replacing them with plain tyres will change how it sounds on every journey.
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