Up to now, most of these works used FEA models to assess the wear performance. For example, [PERSON] et al. [25] investigated the trade-off between uneven wear and wear life using multi-objective optimisation, where the objectives were evaluated using response surface methodology in order to save computational time as wear simulation was significant high, even for a super computer. Similarly, [PERSON] et al. [26] suggested a multi-objective optimisation approach for uniform wear, by minimising the ratio of the contact pressure in the tyre shoulder and the contact pressure in the tyre footprint central part. However, the FEA models focus mainly on the detailed tyre modelling and they require high computational power, but they do not consider the rest of the vehicle subsystems and their interaction with the tyre. This has led to an unclear understanding regarding the trade-off between important vehicle performance aspects and wear. For instance, the conflict with regards to comfort and vehicle stability is widely studied [27; 28]; however, only [PERSON] et al. [29] investigated the trade-off between wear performance and handling. To the authors knowledge, there is not extensive literature on the optimisation of the vehicle and tyre parameters with regards to comfort, vehicle stability and wear performance where this work focuses. This is a considerably critical subject, as, during the conceptual design, the effort is placed upon efficient simulation and optimisation of both tyre and suspension parameters in order to decrease the development costs for physical testing. Considering the above, in this work, the trade-off among comfort, vehicle stability and wear performance is investigated using a vehicle model combined with a wear model, which considers the vehicle dynamic characteristics, temperature effects, tyre dimensions, vehicle velocity and tyre slip angles. The emphasis is on the optimisation of both tyre and suspension parameters for minimising wear on a passenger vehicle, which is equipped with either passive or semi-active suspensions. The aim is to seek for a tyre design that is not significantly affected by different road profiles and to investigate how different control algorithms in the semi-active suspension influence the tyre wear. Hence, initially, tyre parameters (e.g., pressure, tyre width, outside radius, crown thickness and chordwise radius) are optimised (Scenario 1) for a vehicle being equipped with a passive suspension and driven over an S-Path, on which road roughness of Class A and B are assigned. Afterwards, a common optimal solution is sought among the alternatives provided by the two optimisation cases, requiring to have close design variable values and provide similar wear in both cases. Then, the identified tyre design is adopted and the optimum suspension design is sought (Scenario 2) for the two cases, but also for different suspension types. For each suspension type, a common solution with regards to their design variables is identified among the optimal alternatives provided by the two optimisation cases, requiring to have close values in their design variables. Significant conclusions regarding how tyre wear behaves with regards to passenger comfort and vehicle stability are extracted, while the results illustrate where the optimum suspension and tyre parameters have converged trying to compromise among the above objectives under different road types, and which suspension could compromise among all of them more optimally. This paper is organised as follows. Firstly, all the models (vehicle, suspensions, tread and wear) are described and the road path and profiles used as excitations are displayed. Secondly, the validation of the models with IPG/CarMaker is illustrated. Thirdly, the formulation of the multi-objective optimisation is displayed. Then, the results are outlined. Finally, conclusions are extracted.