Reading the literature it seems that tyre wear is predominately caused by factors other than those imposed at touchdown eg scrubbing during turns, braking. Pre spin does seem to greatly reduce the wear imposed by touchdown, but the wear caused by touchdown in any event is negligible when compared to the other causes. Many patents have been filed for pre spin systems but the fact that none have been taken up, other than for gravel ops, would suggest an economic case can't be made.
https://ntrs.nasa.gov/archive/nasa/c...9930092250.pdf
From the results of the many tests which were made in the basic study of wheel spin-up drag loads, certain inferences may be drawn regarding the probable effects of prerotation on tire wear. It would seem that prerotation should greatly decrease tire wear. On the other hand, no appreciable amount of tire wear was evident in the impact-basin tests, even though the program involved some 450 simulated landings without prerotation, covering a range of vertical velocities up to 9.6 feet per second and initial skidding velocities up to 273 feet per second. The tires on an airplane having the same type of landing gear were worn out, however, in a substantially smaller number of landings under much less severe impact conditions. Since the only source of tire wear in the impact-basin tests is the wheel spin-up process, the much larger rate of wear in the flight landings appears to be due to sources other than wheel spin-up, perhaps braking and turning conditions. From these considerations it would appear that prerotation should have little effect on tire life.
If you wish to spring the dollars an SAE report here,
https://www.sae.org/standards/content/air5800/