Ah good, we can talk physics.

Newton's Second Law

Okay, let's start with Newton's second law:

F=m*a

but we're going to flip it around to

a=F/m

so that acceleration of a body is equal to the force acting on that body divided by its mass. What this tells us is that for a given force f applied to a vehicle of mass m, the vehicle will accelerate at rate a.

Where does that force F come from? From the tires acting against the pavement per the lever arm equation:

t=F*d

or, a force F working through a lever arm of length d will produce a torque t, but again, we're going to flip it around a bit to give us

F=t/d

Which tells us that a given torque t operating through wheels of radius d will produce a force on the pavement of F.

Now we're going to combine the two to give us

a=t/(d*m)

So, acceleration is directly proportional to the applied torque and inversely proportional to mass which absolutely supports what you are saying at first glance.

HMI

HMI is an acronym for Human Machine Interface which is a whole mechanical design field built around helping humans interact with complex machines like cars. Now I have to admit some ignorance here, but I don't know what type of vehicle you drive so I'll start simple.

In my vehicles, both gas and electric, there's two pedals specifically related to acceleration. The accelerator (sometimes called a throttle) and the brake pedal - and these pedals are remarkable devices.

The accelerator (negating regenerative braking that we'll touch on later) controls positive acceleration while the brake controls negative acceleration. Basically, the accelerator makes us go faster (forward or back) and the brake slows us down. But here's where it gets nuts - these are proportionate input controls. It isn't like a light switch rather, it's more like a dimmer - the more you press on the pedal, the more acceleration you get. The way this is accomplished is by controlling the torque applied by the motor. This is key - we can control the torque output of the motor.

Puting it all together

You are absolutely correct that the electric motors in EVs can generate absurd torque which, as we've seen, results in incredible acceleration. I certainly had some fun when my EV was new. But, 99% of the time, I'm driving in traffic or on the highway and my accelerator inputs are very light - the motor is generating only a small amount of torque it's capable of producing.

Gas cars operate in a similar, albeit wildly more complex manner (the accelerator pedal controls the amount of air getting into the engine, then a feed forward control mechanism is guessing how much fuel is needed and a feedback system monitors for the presence of unconsumed oxygen or uncombusted fuel in the exhaust). The important thing is that both are capable of delivering variable torque based on operator inputs.

So let's imagine we have two cars stopped side by side at a stoplight that turns green. Both vehicles can use their accelerator pedals to control their rate of acceleration and they both accelerate away in a nice sedate manner.

As I mentioned in a previous post, an Ioniq 5 (EV) weighs about 2000kg while a Rav4 (gas) weighs about 1700kg. The EV therefore weighs roughly 15% more. If both vehicles leave the line at the same rate of acceleration the torque output from the EV will need to be 15% higher.

a=t/(d*m)

That then takes us back to Newton's Second Law and thus the longitudinal interaction force between the tire and pavement will be about 15% higher - which is not nothing, but let's add some context.

Perspective

The coefficient of drag Cd for the Ioniq 5 is 0.288 vs 0.310 for the Rav4 - about 8% higher. The drag equation is

Fd = 1/2 r * u^2 * Cd*A

where r is the air density, u is velocity, and A is the reference area. In this case r and A are equal (well, mostly equal in the case of area) for our ICE and EV examples.

What this equation tells us is that at a given speed, the Rav4 requires 8% more driving force to overcome wind resistance. This isn't just during the acceleration phase, but at all times.

It also shows us that drag forces go up with the square of speed. That means that if you increase your speed from 100 to 115km/h (15% increase), the drag forces go up by 32%.

So if we compare the EV to the ICE vehicle under cruising conditions, the friction forces between the tire and the pavement are HIGHER for the ICE vehicle in this example.

Even more than that, the impact of increasing speed dwarfs both the impact of mass and the impact of the coefficient of drag.

Summary

I haven't come across a peer reviewed body of knowledge that compellingly argues that an EV and an ICE vehicle, driven similarly, will have substantially different rates of tire wear. Rather, speed, proper inflation, and road surface seem to be much more significant. The bulk of reports of accelerated tire wear come from journalists and influencers reviewing vehicles - groups who likely enjoy the acceleration that EVs are capable of, but don't have to use.