J. Elliott Campbell, Roland Geyer, The climate benefits of retiring a fully operational internal combustion engine vehicle.Science393,591-595(2026).DOI:10.1126/science.adv5441
Idris M, Garniwa I, Soesilo TE, Utomo SW, Asyari MZ.
Environmental impacts of internal combustion engine vs electric vehicle:
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Recent research by J. Elliott Campbell and Roland Geyer examines the climate consequences of retiring a fully operational internal-combustion-engine vehicle and replacing it with an electric vehicle. Their life-cycle analysis concludes that the greenhouse-gas benefits of switching can begin on the first day of the gasoline vehicle’s life. Even when a conventional vehicle is retired relatively early, the avoided operating emissions generally outweigh the emissions associated with producing the replacement EV. Cost, accessibility, driving needs, and other practical considerations still shape individual decisions, but from a climate perspective, the study finds that it is almost never too soon to switch. The full article is linked above.
That climate advantage, however, is not the whole
environmental story. My husband remains concerned about batteries, which is one
reason I still do not own an EV.
A comprehensive life-cycle assessment (LCA) reveals a
genuine trade-off: EVs usually perform far better on greenhouse-gas emissions,
especially during use, but their batteries can impose heavier burdens during
mineral extraction, refining, and manufacturing. The result is not a simple
contest between a “clean” vehicle and a “dirty” one. It is a comparison of
impacts that occur in different places, at different times, and through
different environmental pathways.
Raw Materials and Manufacturing
This first stage creates the sharpest contrast between the two vehicle types. Manufacturing an EV—particularly its battery—generally requires more energy and a broader range of minerals than manufacturing a conventional vehicle. Those upstream impacts are concentrated near mines, refineries, processing facilities, and battery plants rather than along the road where the vehicle is driven.
Lithium extraction from brines can consume or displace large volumes of water in arid regions, while hard-rock mining requires crushing, concentration, and chemical processing. Nickel and cobalt production can also generate acidic, metal-laden tailings. Without strong controls, these wastes can threaten nearby soils, surface waters, and groundwater.
Battery production also adds substantial factory energy
demand. The environmental cost varies with battery size, chemistry,
manufacturing efficiency, and the electricity mix used throughout the supply
chain.
Driving and Energy Use
Once the vehicles are on the road, the comparison shifts. A gasoline vehicle continues to burn fuel and emit carbon dioxide throughout its operating life. An EV has no tailpipe emissions, but its indirect emissions depend on how the electricity used for charging is generated.
Carbon payback: The cleaner the grid and the more efficiently the EV is driven, the faster it offsets the additional emissions from battery manufacturing. Even on a relatively fossil-fuel-heavy grid, an EV can achieve lower lifetime climate emissions; on a renewable-heavy grid, the advantage grows substantially.
Non-exhaust particulate pollution: EVs eliminate tailpipe pollution, but their greater weight can increase tire wear. Regenerative braking may reduce conventional brake wear, so the net particulate effect depends on vehicle weight, tire design, driving conditions, and braking technology.
An emerging battery-recycling system: EV batteries may be reused for stationary storage before recycling. Modern processes can recover high shares of valuable materials, but collection systems, processing capacity, economics, and environmental controls are still developing. Poorly managed or damaged batteries can create fire and contamination risks.
So, Should I Replace My Car?
This research complicates the decision to keep or replace my 12-year-old vehicle. It has fewer than 54,000 miles, runs well, and avoiding unnecessary consumption matters to me. Yet, if the question is strictly which choice produces fewer future greenhouse-gas emissions, the evidence favors switching to an EV—even before an older gasoline vehicle reaches the end of its mechanical life.The broader lesson is that “better for the planet” depends on which impacts we count. EVs offer a powerful climate advantage, but that advantage should not excuse the environmental costs of mining, water use, industrial waste, and battery production. The best path is not simply more EVs; it is cleaner electricity, smaller and longer-lasting vehicles, responsible mineral sourcing, effective battery reuse and recycling, and fewer unnecessary miles driven. My husband and I will probably continue debating batteries and self-driving technology and delay purchasing a new vehicle for a while longer. Meanwhile, I am encouraged by the next generation of higher-output solar panels now entering production, because cleaner electricity makes every EV mile more beneficial.






