How will the collaboration with Michelin influence the future of the company? What vision do the companies share?

Michelin evaluated our recovered carbon black material in 2016. Since then, they have made significant testing of quite large volumes of our material over time to evaluate its consistency and quality. This is probably the most important parameter for any tyre manufacturer to use recovered carbon black. The interest in the technology itself started to grow as they saw that the performance of the recovered carbon black material was quite impressive. Over time, they started doing due diligence on the technology during those years. We intensified the negotiations in the early stages of 2020 and finally entered into a partnership agreement in April where Michelin invested 20 percent in Enviro. But, that was only one part of the partnership we envisioned. We also had, from the beginning, discussions about how we can provide the technology as a part of their solution to build a business model around mining tyres. This way, they could also offer their mining customers a solution for the recovery of the mining tyres. In that aspect, we negotiated regarding a joint plant project we are currently building in the Antofagasta region of Chile. We are also preparing the permitting for a plant in Uddevalla, Sweden, of 60,000-tonne ELT capacity for car and truck tyres.

In addition to that, we evaluate different technology experiences from both sides where we contribute with our experience in pyrolysis and treating end-of-life tyres in a professional way. Michelin is contributing with their extensive knowledge about developing and innovation into industrial capacity plants. What we have is a very intense collaboration on a more or less daily basis.

Going forward, we see that Michelin has a strategic ambition to replace up to 100 percent of the materials in the tyres with sustainable alternatives. Carbon black is one of the materials where we think that quite large volumes can be replaced over time. They're also involved in replacement and development of different types of oils in the tyres. From Michelin’s side, I think they have a wider interest in the recovery of all the materials in the tyres. This also aligns with our interest since we are recovering tyre pyrolysis oil and doing that quite successfully. We expect more plans in collaboration with Michelin in one way or another. Their investment in our company and the clear engagement in showing the market that they're using our material in motorcycle racing tyres in Moto E and in performance tyres for racing cars is helping us to get the acknowledgement in the market. This is important for our growth and our expansion plan.

How are you matching the quality and consistency of the recovered carbon black to virgin carbon black? Can you also please elaborate on the collaboration with AnvaPolytech, where Enviro completely replaced virgin carbon black used in Volvo's rubber components back in 2015?

We are using our patented batch process, which is a fixed batch process. The technology that we are using was developed for over 20 years to maintain control of the pyrolysis process. We can make sure that the result of the pyrolysis in the material is consistent, which means that we are not creating new carbon, as you easily do when you have a continuous process, and we are making sure that the pyrolysis process has evaporated all the volatiles out of the carbon fraction. This is very important and we control this with the system in multiple parameters that we measure during the process. We also have a significant quality control system downstream. So, in the post process of the pyrolysis, we do multiple quality checks. Before each shipment, we have ASTM standard controls for about 10 different parameters where we compare to the industry ASTM standard normally used for carbon black. There are a few ASTM measurements used for virgin carbon black that are not applicable for all recovered carbon black products, but the majority of the tests can be similar and we keep a very high consistency there. This is also one of the main achievements of the company since January 2016. We made the first commercial delivery to AnvaPolytech and they are a rubber component supplier to Volvo Cars. They have been involved with us before the commercial deliveries in the research and development of the material for rubber components. They were also involved in lots of different types of testing, where meeting the automotive standard for EPDM rubber components was a very significant part, and also got the final approval from Volvo Cars to replace the material. Since 2016, we have replaced 100 percent carbon black in those components with our material. I think it's now more than 100 million components delivered from Anva to Volvo Cars.

The gas produced during the pyrolysis process is used to fuel the machinery itself. Is there a commercial value for the gas in this market and are you exploring those business verticals?

It is a very valid question; we are producing new pyrolysis gas, and in the process, we condense out the oil, but there will be a fraction of gas that is not condensable. That gas is the excess gas that we use for the next pyrolysis phase. In our current plant at Åsensbruk, we use the excess gas and part of the oil to power the main process and the post process for heating purposes. In the new plants we will be building, for instance, one in Sweden, we plan to start production in the fourth quarter of 2023, where we will use green energy from wind, solar, water and waste to provide energy. In this case, the excess gas will be used only to heat the dryer system in the post process. Does it have a commercial value? I think some markets do; it might be used also in-turn to produce energy or electricity, but at the moment, this is not something that we are exploring further in detail.

The company recently received two ISCC certifications, one for the pyrolysis oil and the other for the carbon black. What were the challenges in earning the certifications and are there any other benchmarks that you're targeting for any other product in the future?

We are very proud to be the first to achieve the certification for the recovered carbon black. It is an important step for both the certification and for us as a company. We are already seeing some of the players in the tyre industry looking to certify according to ISCC now. This means that there will be a higher value in connection to using that type of material. There are always challenges with being certified and the most challenging maybe is to follow the certification requirements in terms of how, when and where to measure. We need to make sure that this is something that we can live up to when we are audited annually. We must also commit resources and capabilities to do this. We also needed to involve our supplier of tyre material, which, in Sweden, are Ragn-Sells. They are also audited by the certifier.

Enviro was evaluating business prospects in India. What is the current status of opening a full-size plant? Pyrolysis is banned in India across almost all states by the pollution board, and we're seeing various companies being ordered to shut down plants. Where does Enviro fit in and what are the developments?

Yes, we have been conducting meetings together with the Swedish Energy Agency, Swedish Export Organization, Business Sweden and a few other organisations including India-Sweden Innovations Accelerator and Confederation of Indian Industry in India. We have been exploring the Indian market for many multiple axles, and during the last two years, we are meeting with all the major tyre producers, both local and international. We are meeting with oil companies downstream who are potential customers for oil. We are meeting with waste treatment and tyre treatment companies locally and also making presentations to most local governments. However, we feel it is a bit too early for us to enter India on a more massive basis.

We have decided strategically that we will start with Europe followed by probably the US in the next phase. I think that will help India to monitor what is happening with the technology and how it can be a part of the system in those markets. We can then use that as a showcase for creating a sustainable and long-term system for the Indian market. We hope that this display of the system will be appreciated by the players in India to implement and also be some kind of inspiration to make that happen. In regards to pyrolysis being banned, I think it's probably a very correct decision because the pyrolysis technologies that we have seen being used in India are mainly Chinese versions where the environmental 360-degree impact has not really been considered. I think it was a very necessary decision.

The system for import and collecting for the pyrolysis industry was not really in place at that moment. But I think we can showcase together with a few of our peers in the European market that batch pyrolysis process and pyrolysis in general can be made with a very sustainable and safe technology with the highest possible emission control systems. We are hoping that by setting an example in Europe and showing both the technology and the system, maybe we will enter India in the next five years.

What are some of the constraints that you see in entering the Indian market?

I think one constraint that we are struggling with – mainly in Europe, but also in other markets – is that end-of-life tyres are viewed purely as waste materials. To really get our authorities and government regulators to understand that we are making a transition of waste materials into something that can sustainably replace fossil resources is a challenge. We are in the right direction. ISCC certification is one step.

Reach of the materials is another step. I think that transition to get aligned with the current legislation in many countries is still a hurdle. Even if it's improving, making this kind of large transition of an industry that is not really present at the moment requires financial support. Financial investors need to be willing to take a little bit of a risk to make the industry change as rapidly as it needs to. It's not enough for the tyre industry if there is one company able to provide the small volume to the market; they need multiple suppliers and large volumes to replace larger volumes of virgin material. The volume is a constraint itself. We hope, together with Michelin and other parties that we're working with, to provide larger volumes in the coming 10 years. Our ambition is to establish at least 30 plants globally in the coming decade. We also hope that our competitors are also successful in India.

What potential do you see in the Indian market, being one of the biggest automotive markets in the world, in terms of government support or the infrastructure for the products Enviro produces?

One of the opportunities is the growing automotive market. There is also a foundation of industry there in India for a long time. There is a tradition to produce tyres with a lot of knowledge, research and development around tyres and rubber materials, which I think is a very interesting potential itself. The competence around the materials in India is significant. I think the size of the market itself is an opportunity. If you choose to see the immaturity of the collection system as an opportunity, which I do, I think there is a lot of potential to establish from ground-up, a workable system with different stakeholders where I think local and national government needs to play a role, but it needs to be still on market conditions. I think the model that we will be showcasing in Europe will be attractive for both the government and local private stakeholders like the tyre industry and rubber industry.

In a broader sense, what is the future for the company and what are your goals? What are you excited about?

There are very clear targets from the tyre industry since they are consuming more than 70 to 80 percent of the carbon black material in the world. We have very clear targets for replacing fossil-originated materials with recovered or sustainable materials. We are very excited about the volume potential we see there. We have started to take steps in that direction with multiple tyre producers. The regulation in Europe and other countries to reduce the fossil content in oil products and chemical products is very positive for us. ISCC is a very important tool for the market to implement recovered and bio-based materials which have tax incentives. These enable us to launch our expansion plan, which, as I mentioned, is for the next 10 years to open 30 plants globally. We are excited that we are now in the position to work in establishing one plant with Michelin in Chile and in parallel a plant in Sweden with more or less the same time scheduled to start production. In the pipeline, we have several very interesting projects building up.

Are there other manufacturers or automotive players that are satisfied with the level of quality in your recovered carbon black? Are there any projects in the pipeline?

We have seen the interest significantly increasing in suppliers to the automotive industries and to other core manufacturers since we got the ISCC certificate for our products. But I think that we could better market what we have achieved together with Volvo in order to really get the other car brands into using more of our material. I think we have some homework to do there, because what we do is too little known to them at the moment. So there is work to be done there. We know we can achieve it. We should focus on letting them know what we can do. We are working with some other automotive manufacturers not only for the recovered carbon black but also to help them achieve their zero-emission objectives. So that could be related to oil, carbon black, steel and potentially other materials such as carbon fibre, for instance. (MT)

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A new strategic partnership between Bridgestone and Kirkby Tyres is set to transform the availability and delivery of agricultural tyres throughout the UK. Kirkby Tyres, a celebrated wholesaler with over six decades in the industry, will now stock the entire Bridgestone and Firestone agricultural portfolio. This includes the acclaimed VT-TRACTOR, known for its soil-protective high flexion construction, the durable VX-TRACTOR, the newer VH-IND and VX-R TRACTOR models and the full Firestone line. The VX-R TRACTOR, for instance, is recognised for its stable performance across varying ground conditions and operator comfort.

The alliance prioritises the needs of end-users, including farmers, dealers and contractors, leveraging Kirkby Tyres’ formidable logistics and customer-centric philosophy. Operating from a substantial central facility in Liverpool, which features extensive covered warehousing, the company guarantees nationwide next-day delivery without mandating a minimum order. This capability ensures faster access and consistent year-round supply for customers.

Kirkby Tyres brings a distinguished reputation to this collaboration, having recently been named the UK's top tyre wholesaler by the National Tyre Distributors Association. Their proven expertise and reliable distribution network are central to this enhanced route to market, aiming to deliver products precisely where and when they are required.

David Almazan, Head of UK Region & Commercial Business Unit Director at Bridgestone, said, “This partnership is about putting farmers, our dealer network and contractors first. By working closely with Kirkby Tyres, we can ensure a more efficient access to our Bridgestone Agriculture products, backed by genuine expertise. Kirkby Tyres understands the realities of modern agriculture, and together we are perfectly positioned to support customers with premium tyre products that deliver performance, durability and confidence.”

Michael Rosenthal, Commercial Director, Kirkby Tyres, said, “Partnering with Bridgestone allows us to offer customers access to a historic premium brand and a complete agricultural tyre portfolio. By combining Bridgestone’s high-performance Agriculture tyres with our distribution expertise, we can help farmers reduce downtime and keep machines working when it matters most.”

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Ozzy Tyres has launched a new MONSTA all-terrain tyre, engineered to align with the actual driving patterns of modern Australians. As the nation's utility vehicle market expands, with models like the Ford Ranger dominating sales, a clear trend has emerged: most 4x4 owners primarily use their vehicles on sealed roads for daily commuting and family transport, venturing off-road only occasionally. Founder and Director Hussein Chahine identified this shift, noting a significant market gap for a tyre that delivers the rugged, aggressive aesthetic and off-road assurance drivers desire, but without the traditional compromises.

Conventional all-terrain tyres, optimised for extreme off-road conditions with large tread blocks, often generate excessive road noise, vibration and a harsh, stiff ride on pavement. Ozzy Tyres addressed this by rethinking the design from the ground up. After six months of dedicated research and development, the new MONSTA tyre features a pattern with narrower gaps and smooth, curved tread lines. This design maintains crucial off-road traction and durability while ensuring a quiet and stable on-road performance. Furthermore, engineered sidewalls provide greater compliance than typical all-terrain tyres, enhancing ride comfort and reducing strain on vehicle suspension.

This product underscores MONSTA’s unique position as the only Australian-owned tyre brand in the market, a status that enables a direct, customer-led approach to manufacturing. The company’s vertically integrated model allows it to respond swiftly to local driving trends and feedback, rather than relying on imported products designed for different conditions. Manufacturing has now commenced, beginning with 10 sizes and plans for more as demand grows. The brand’s organic international expansion into markets like Japan and New Zealand continues, but the new MONSTA tyre is distinctly born from an understanding of Australian habits.

Ultimately, the tyre is built for the reality of Australian lifestyles. It provides the confident, aggressive look and sidewall strength that 4x4 drivers want, coupled with the daily comfort of a smooth and quiet ride. Chahine emphasises that by designing and developing their own products, Ozzy Tyres maintains full control over quality and performance, ensuring the tyre resonates with drivers who no longer need to sacrifice on-road comfort for off-road capability.

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Yokohama Tire Corporation, a subsidiary of The Yokohama Rubber Co., Ltd., has become a supporting sponsor for the new American Off-Road Racing Championship (AORC), which launches in 2026 as North America’s top desert racing series. The company will also equip competitors with its GEOLANDAR brand tyres for SUVs and pickup trucks.

The championship is a collaboration between Unlimited Off-Road Racing and the Best in the Desert Racing Association, consolidating several premier events, including the historic Best in the Desert series and the Mint 400. This five-race points championship will traverse demanding US desert courses, commencing with the Parker 400 in Arizona. As a sponsor, Yokohama Tire Corporation will deliver marketing and motorsport support throughout the series.

The provided tyres will include racing specifications derived from the GEOLANDAR M/T G003 mud-terrain model and overseas-market GEOLANDAR SD off-road racing tyres. Building on the proven track record of GEOLANDAR tyres in events now forming the AORC, TEAM YOKOHAMA is focused on securing series championships.

AORC Schedule

14–18 January: Parker 400 (Arizona)
4–8 March: Mint 400 (Nevada)
22–26 April: Silver State 300 (Nevada)
23–26 July: Vegas to Reno Legends Rally (Nevada) *Not included in AORC series points
13–16 August: Vegas To Reno (Nevada)
15–19 October: Laughlin Desert Classic (Nevada)

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Emerging as a direct answer to the mining industry's most persistent durability challenge, Triangle Tyre has comprehensively launched its groundbreaking giant OTR tyre bonding protection solution: EnsureX Efficient Technology. This innovation is specifically engineered for the world's most punishing environments, such as the Deo Nai coal mine in Vietnam's Quang Ninh province. There, extreme heat, prolonged humidity and rugged lignite terrain traditionally cause severe tyre ageing and delamination, leading to high failure rates and operational risk.

The core of EnsureX is a material science breakthrough that solves the critical problem of adhesion failure between rubber polymers and steel cords under heavy load and complex conditions. It centres on an ultra-high-performance cobalt-free bonding system paired with a gradient adhesion-layer distribution. This combination delivers transformative performance through three key pillars: exceptional fatigue resistance to handle constant deformation, enhanced ageing resistance that boosts adhesion strength by over 40 percent and long-lasting corrosion protection suited for harsh climates.

Already proven in rigorous field testing, the technology has been applied to 49-inch and 57-inch tyre series with remarkable results. It acts as a resilient mechanical anchor within the tyre's structure, deeply securing each steel cord to create a far more integrated and robust assembly. This engineering advancement reduces delamination failures by more than 95 percent and extends overall tyre service life by over 15 percent, directly addressing the costly cycle of premature scrapping.

The successful deployment of EnsureX Efficient Technology marks a significant leap forward in OTR tyre capability. By providing a stronger, more durable and stable solution, it not only elevates safety and efficiency for mining operations but also solidifies a new standard of performance through independent innovation in high-end tyre manufacturing.

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