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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Dunlop Motorcycle Europe has renewed its role as an Official Partner of the FIM Endurance World Championship for the upcoming season, which kicks off this weekend with the demanding 24 Heures Motos at Le Mans. Their continued presence underscores a long-term commitment to the series and its unique challenges.

Since 2022, Dunlop has served as the exclusive tyre supplier for the Superstock class, and from 2025, also for the Production Trophy category, meaning two thirds of the entire grid races on their rubber. The premier Formula EWC class remains open to multiple tyre brands, yet Dunlop is the preferred choice of seven leading privateer outfits aiming to challenge factory teams for podium finishes. Among them is the number six ERC Endurance squad, which hopes to build on its successful podium result from the previous year. Dunlop supplies a full range of slick and wet tyres from its KR racing line, blending standard products with development compounds.

Endurance racing is a crucial part of Dunlop’s tyre development program, serving as a real-world test bed for future racing and track day tyres. A new medium specification front tyre, codenamed G2_01 VAL3, will debut at Le Mans. Formula EWC teams will use it, while Superstock and Production entrants can choose between it and one other option. This tyre is easily identified by a yellow Dunlop sidewall decal.

David Auerbacher, International Motorcycle Race Event Leader, Dunlop Motorcycle Europe, said, “The start of a new season is always an exciting time, especially when we begin with the most prestigious endurance race on the calendar. We’re ready for another season of endurance racing, where we’ll continue introducing new tyre specs to keep pushing performance across three classes with very different philosophies and goals. The Le Mans Bugatti circuit has low grip levels compared to other tracks, and coming here in April can often throw up unpredictable weather. Managing tyre performance day and night in a range of conditions is key to winning.”

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Maxxis has expanded its mountain bike lineup with two major innovations, one addressing the demands of modern cross-country racing and the other exploring entirely new terrain in wheel design. The brand introduces the Aspen AT, a tyre built for rougher and more variable XC courses, alongside a pioneering family of 32-inch mountain bike tyres.

The Aspen AT draws from the trusted Aspen family’s speed but adds a revised tread profile that boosts control and confidence on uneven ground. It sits between pure racing tyres and aggressive trail models, giving riders a single option for the varied demands of today’s XC and down-country riding. While the Aspen AT addresses the present, Maxxis looks further ahead with its new 32-inch platform. Larger wheel diameter improves rollover capability, traction and high speed stability on rough trails, offering a fresh choice for those who want to keep momentum and smooth out feedback without replacing current wheel sizes.

The initial lineup includes Aspen ST, Aspen and Aspen AT tread patterns, with Forekaster and Dissector versions following in the third quarter. Key features of the Aspen AT include a fast-rolling XC tyre with broader all-terrain capability, a revised tread for better grip in rough sections and construction suited to modern racing disciplines. The tyres deliver increased rollover for a smoother ride over obstacles, improved efficiency on rough surfaces and a larger contact patch that translates into greater stability and grip.

By adding the Aspen AT and introducing the 32-inch tyre family, Maxxis continues to lead the evolution of mountain biking, supporting riders from competitive starts to the very edge of what is possible on two wheels.

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Goodyear is all set to launch the new Kwik Fit British Touring Car Championship (BTCC) season this weekend at Donington Park’s National circuit. A 21-car grid marks the beginning of a campaign defined by a changed race structure, one that puts a stronger focus on how teams manage their tyres and prepare for each session rather than raw pace alone.

For the Donington rounds, competitors will receive four sets of the standard Goodyear Racing Eagle Medium tyre plus one set of the softer option compound. Throughout the season, every event will include both the standard tyre and one set of the option rubber, which must be used in at least one of the three races held over the weekend.

The most significant strategic shift comes from the revised weekend schedule. There is now only a single free practice session before qualifying and the newly introduced Race to Pole on Saturday. This compressed timeline is expected to reshape tyre strategies dramatically, rewarding those who can best adapt to limited track time.

In wet conditions, teams can turn to the Goodyear Racing Eagle Wet tyre, designed with a tread pattern that clears standing water to deliver grip. Beyond the BTCC, Goodyear Racing Eagle tyres will also be in action this weekend at the FIA World Endurance Championship’s Six Hours of Imola, as well as in the NASCAR Cup Series and the NASCAR O’Reilly Auto Parts Series races at Kansas Speedway.

Michael Butler, Goodyear’s BTCC event leader, said, “This season, teams will have more preparation to do, but less time to do it in. The changes put a lot of pressure on drivers to make the most of free practice, as it’s the only real opportunity to understand how the tyres are working before dialling in a setup that needs to perform in qualifying and the Race to Pole.

“Typically, teams will add a degree or even a degree and a half of extra negative camber for qualifying to maximise one-lap performance. However, with parc fermé conditions in place between qualifying and the Race to Pole, what will make a strong strategy is finding a setup that works across both sessions, or choosing to favour one and accepting a compromise in the other. That’s where tyre management and understanding how the different compounds behave will be key.”

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Kumho Tire USA has kicked off the 2026 Formula DRIFT PRO Championship season with a strong statement, as their driver Jack Shanahan secured third place in the opening round. Competing on Kumho’s Ecsta V730 tyres, Shanahan piloted an E82 BMW that was assembled in only 16 days. His podium finish demonstrated remarkable skill and precision throughout each battle, setting a positive tone for the season ahead.

After earning second place in qualifying, Shanahan moved confidently through the main competition, defeating Rudy Hansen, Jeff Jones and Aurimas Bakchis in successive rounds. However, when engine troubles arose during his Top Four matchup against Fredric Aasbo, Shanahan made the difficult but honourable decision to withdraw rather than risk spilling oil onto the track. This unfortunate mechanical failure also denied spectators the potential excitement of a final round showdown between Jack and his brother.

Shanahan first joined the Formula DRIFT PRO Championship in 2025, quickly establishing himself as a serious competitor. His rookie season was exceptional, as he finished sixth overall and earned Rookie of the Year honours while supported by Kumho tyres. Now in 2026, he aims to build on that momentum with clear goals of reaching more podiums and contending for the championship, steadily proving himself among the world’s elite drifters.

Ed Cho, CEO, Kumho Tire USA, said, "We are absolutely thrilled with Jack Shanahan's impressive performance on the Streets of Long Beach, where he put our Ecsta V730 tyres to the ultimate test at the highest level of competitive drifting. His podium finish is a powerful testament to the exceptional performance and unwavering reliability of KUMHO tyres, and we are excited to have him as a returning driver for the 2026 season."

Shanahan said, "After building an all-new car for Formula DRIFT in just 16 days, we are incredibly grateful to have secured third place in round one, and KUMHO was a huge part of our success. I had every confidence in the KUMHO Ecsta V730 tyres and they performed flawlessly – providing the grip and consistency we needed for every battle on a highly technical and challenging course."

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