>This is not how the friction coefficient works Yes, it very much is. The harder tire has a lower friction resulting in the total force to break static fricti

>This is not how the friction coefficient works Yes, it very much is. The harder tire has a lower friction resulting in the total force to break static friction being lesser than that of the lighter object with the higher friction tires. Go get some cleats and push a heavy object around on ice if you want to see this in action. > the weight differential between an ICE truck (heavy engine, empty bed over half the drivetrain) and an EV battery pack applying downward force across the entire sled, The weight transfer (when the truck tries to rotate the wheels and can't the truck tries to rotate about the rear axle) mostly negates this. Watch some videos of pulling trucks and tractor. By your reasoning the massive weights they hang in front of the front axle would be counterproductive because they would remove weight from the rear axle. In practice enough of the weight transfers to the rear axle to result in a net improvement. >nor EV traction control vs a torque converter and the disadvantaged mechanical transmission attempting to vector torque. Your statement is fantasy. Both systems are inputting torque to a differential (presumably an open one since these are base spec 2wd models). The traction control is going to modulate the brakes on the spinning tire to fudge the same effect as a more conventional traction aid installed in the differential would provide. Electronic traction control introduces yet another variable to the equation, some traction control systems behave like an electronic nanny and cut throttle. Some just assume the customer is right and slam the brake on the spinning wheel. I'm going to assume they both have the latter type because it makes this comparison simple but any vehicle equipped with the former type is going to be at a disadvantage.