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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Sun Auto Tire & Service, one of the largest independent tyre and automotive service providers in US, has entered into a new sponsorship agreement with Ty Gaynor Motorsports, backing driver Ty Gaynor as he takes on the NHRA circuit in both Top Dragster and Super Stock categories. This alignment brings together two entities that prize performance, precision and consistency – qualities that are essential under the hood and behind the wheel. Sun Auto’s branding will appear on Gaynor’s race vehicles throughout the season, with the company’s nationwide network of over 575 locations symbolically travelling alongside him as he competes across the country.

At just 18 years old, Gaynor represents a third generation of drag racing heritage, having climbed from Junior Dragsters to secure his first NHRA national event victory in 2025 at the Dodge NHRA Nevada Nationals. That landmark Top Dragster win featured a nearly flawless reaction time and a run closing in on 200 mph (approximately 322 kmph). Company leaders describe the sponsorship as a natural outgrowth of Sun Auto’s deep roots in automotive service and its enduring commitment to high-level performance.

The 2026 season will see Gaynor continue his campaign in both Super Stock and Top Dragster competition, with his first race scheduled for the upcoming weekend. Through this partnership, Sun Auto reinforces its connection to the precision and dedication that define success both on the track and in the service bay.

Gaynor said, "Growing up around my family's shops that are now part of the Sun Auto Network, it feels like everything's come full circle having that logo on my cars. What started as family is now a network of more than 575 locations across the country."

Matthew Loos, Chief Marketing Officer, Sun Auto Tire & Service, said, "Whether it's in the shop, in the pits or on the track, consistency, precision and performance matter.”

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Dunlop Motorsport marked its competitive debut on the Nürburgring Nordschleife with a strong top-10 finish, underscoring the potential of its advanced tyre technology. Central to this effort was the use of Dunlop tyres, integrated with the innovative Sensingcore system developed by Sumitomo Rubber Industries. This proprietary technology transforms the tyre itself into a smart sensor, delivering real-time data on critical parameters such as wear, pressure, wheel load and track conditions without requiring additional hardware. By enhancing both safety and strategic decision-making, Sensingcore enables early detection of issues like loose wheel nuts and allows for optimised pit stops, proving its value under the extreme demands of the ‘Green Hell’.

Behind the wheel of the black-and-yellow Porsche 911 GT3 R, drivers Nico Menzel and Dorian Boccolacci delivered a determined comeback. After a challenging qualifying session left them in 24th place due to ill-timed yellow flag periods, Menzel wasted no time, surging to 18th by the end of the opening lap. Boccolacci then took over, extracting the full potential of the new Dunlop slicks with consistently fast lap times. A well-executed team strategy propelled the duo into the top 10 before the race’s midpoint. Although the leading pack had built an insurmountable gap by then, preventing a podium challenge, Boccolacci brought the car home in ninth place overall after four hours of racing.

The event served as a crucial development test for both tyre technology and Sensingcore under real-world conditions, highlighting its promise for future motorsport and production applications. Dunlop Motorsport will continue its preparation at the next Nürburgring Endurance Series round, the 57th Adenauer ADAC Circuit Trophy on 11 April 2026, as part of its buildup to the ADAC RAVENOL 24h Nürburgring in May.

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Magna Tyres marks its 20th anniversary today, 23 March 2026, celebrating two decades of expansion within the off-the-road and industrial tyre sector. From its beginnings as an entrepreneurial venture addressing the need for reliable OTR tyres, the family-owned business has evolved into a recognised international brand. It now serves customers across more than 130 countries, supported by a worldwide network of offices, partners and distributors.

Technical expertise and a commitment to customer focus have driven the company’s strategic growth, establishing it as a trusted partner across mining, construction, ports, terminals, recycling and agriculture. Headquartered in Waalwijk, the organisation draws on deep knowledge of rubber compounds and tyre engineering to deliver high-quality solutions tailored for demanding applications.

Over the past 20 years, the company has strengthened its global presence through new offices, expanded production capacity and strategic acquisitions. Long-term relationships with customers, distributors and partners remain central to its approach, blending entrepreneurial drive with the stability of a family-owned enterprise.

Michael de Ruijter, CEO, Magna Tyres, said, “This anniversary not only marks 20 years of growth but also the next phase. We will continue to invest in innovation, capacity and our global network to further strengthen our market position and serve customers worldwide at the highest level.”

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Hankook Tire, the exclusive tyre supplier for the ABB FIA Formula E World Championship, equipped the entire grid with its specialised iON Race tyre for the 2026 CUPRA Raval Madrid E-Prix. This marked a pivotal deployment for the tyre at the historic Circuito del Jarama, the longest circuit on the calendar, where it was tasked with handling the combined strategic complexities of a new race format.

Held over 23 laps of the undulating 3.934 km layout, this Season 12 round introduced the first single-header application of PIT BOOST alongside a revised ATTACK MODE, forcing teams to master a deeper layer of strategy. The fast-flowing corners and significant elevation changes made energy management paramount. Throughout the weekend, the iON Race tyre proved essential, offering stable grip and controlled thermal behaviour that provided predictable warm-up and consistent traction under the circuit’s demanding sustained cornering loads. This balanced performance window gave teams the confidence to commit to their pit strategies despite limited historical data at the venue.

Jaguar TCS Racing executed a flawless strategic race, with António Félix Da Costa securing victory in the inaugural Madrid E-Prix, leading teammate Mitch Evans in a 1–2 finish while Pascal Wehrlein rounded out the podium for Porsche. Following the conclusion of Round 6, the championship now prepares for Rounds 7 and 8 in Berlin, where the teams and the Hankook tyres will face a distinctly different challenge on the familiar Tempelhof circuit.

Manfred Sandbichler, Senior Director of Hankook Motorsport, said, “The Madrid E-Prix offered a valuable opportunity to see how teams adapted their strategy on Formula E’s longest circuit. With PIT BOOST and a revised ATTACK MODE influencing race dynamics, tyre consistency was an important factor as teams managed energy and race pace across the 23-lap distance. Insights from Jarama will contribute to our ongoing collaboration with the championship as the season continues.”

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