Sure, you could generate a tiny bit of lift by spinning the tires. The question is, why would you want to?
The wing already generates plenty of lift. By making the tires also generate lift, the pilot will need to slightly lower the nose to keep the airplane at the desired altitude. The slightly lower angle of attack would reduce the drag from the wings very slightly.
However, the drag generated from the tires would increase tremendously. Anything that produces lift produces drag, and that includes Magnus-effect devices. This paper suggests that lift-to-drag ratios of 7.8 are possible. This is already poor compared to a typical airplane (a 747 has an L/D of about 19, according to that same paper). But the device in the question would perform even worse than that.
The efficiency of a Magnus device is dependent on how fast it can rotate*, and (like a wing) its aspect ratio. The slower it rotates, and the lower its aspect ratio, the worse it performs. The L/D of 7.8 in the last paragraph came from a long, thin cylinder (the exact aspect ratio wasn't in the paper) turning at 5.5 times the speed of the air flow. This paper measured an L/D of about 1 for an aspect ratio of 3 and speeds up to 5 times the airspeed. That is an enormous amount of drag for a comparatively small amount of lift. Considering that a tundra tire has an aspect ratio of about 0.5 or less, its performance as a lifting device would be even worse than that.
Of course, the tires are physically much smaller than the wing, and so the albatross you want to hang on your airplane wouldn't be too terribly bad. I don't think that you'd notice too much of a performance drop, but that's just speculation, I don't know that for sure.
* The "speed" of a Magnus cylinder being measured tangentially at its outermost edge.