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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The Bridgestone Americas Trust Fund has announced over USD 1.13 million in grant funding for the first half of 2026, with more than USD 575,000 directly supporting nonprofit organisations across Middle Tennessee. These community impact grants underscore the company’s enduring dedication to the regions where it operates, fosters innovation and employs thousands of team members.

In Nashville, priority area grants included USD 100,000 for road safety initiatives alongside the Civic Design Center and another USD 100,000 for the capital-building campaign of Second Harvest Food Bank. On a national level, the Trust Fund sustained multi-year partnerships by awarding USD 130,000 to Truckers Against Trafficking and USD 150,000 to Techforce Foundation, efforts that uphold human dignity, combat human trafficking and expand automotive workforce access through scholarships and development programmes.

Established in 1952, the Bridgestone Americas Trust Fund draws on over seven decades of charitable giving, evolving with the company’s business while remaining grounded in the belief that strong communities drive long-term success. Earlier in 2026, Bridgestone Corporation was named the highest-ranked tire manufacturer on the Forbes Best Brands for Social Impact list, securing the 20th spot among the nation’s top 300 brands.

Wade Munday, Director – Corporate Philanthropy and Social Impact, Bridgestone Americas, said, “Community investment is not separate from our business – it’s part of how we operate as one of the world's largest tyre manufacturers. Through these grants, we’re helping support organisations that understand their communities deeply and are delivering real, measurable impact. That’s true whether the work is happening in our hometown of Nashville or in communities across the country where our teammates move, live, work and play.”

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The Tire and Rubber Association of Canada (TRAC) has released a new Probe Research survey showing that high gasoline prices are dramatically altering Canadian driving habits this summer. Two-thirds of motorists say fuel costs will force them to cancel or shorten road trips, yet 81 percent still plan at least one day trip or overnight stay. Seventy percent of respondents believe expensive fuel is the new normal rather than a temporary fluctuation.

Travel patterns are turning inward, with more Canadians opting to remain close to home. More than two-thirds have no plans for a United States road trip in 2026, while over half had already scrapped cross-border travel last year. Only one in ten drivers expects to head south of the border by car this year, marking a sharp retreat from international driving.

A significant disconnect exists between Canadian drivers’ tyre maintenance knowledge and their daily habits. Most understand that proper inflation boosts fuel efficiency, extends tyre life, prevents blowouts and improves handling. However, regular pressure checks remain uncommon. While 93 percent agree proper inflation is vital for safety and 85 percent know it saves fuel, only 35 percent of those with digital pressure displays check their tyres routinely. Among drivers without such displays, a mere 16 percent follow the monthly check recommendation.

Technical misunderstandings are widespread. Two-thirds of drivers do not know that pressure must be measured when tyres are cold. Nearly three in ten mistakenly use the sidewall stamp, which lists maximum load pressure rather than the recommended level, leading to uneven wear and reduced traction. Eleven percent rely on visual inspections or admit ignorance about proper inflation, even though a tyre can be underinflated by 20 percent or more and appear normal.

Using Statistics Canada data showing 43.8 billion litres of gasoline purchased in 2024, TRAC calculated substantial potential savings. United States Department of Energy studies indicate proper inflation improves fuel economy by 0.6 percent on average. Applied nationally, that would save 262.8 million litres of fuel annually, preventing over 600,000 metric tonnes of CO₂ emissions. At April 2026 fuel prices of 1.69 dollars per litre, those savings translate to approximately 444 million dollars. Tyre manufacturers are also developing low rolling resistance tyres with specialised tread patterns and lighter materials, which can improve fuel economy by two to four percent, saving hundreds of dollars over a tyre’s lifespan.

The online survey of 1,000 Canadian drivers was conducted between 6 and 14 April 2026, using a national panel. A probability sample of this size would yield a margin of error of plus or minus 3.1 percentage points, 19 times out of 20.

Carol Hochu, President and CEO, Tire and Rubber Association of Canada, said, “With gas prices continuing to impact travel plans, many Canadians are looking for practical ways to save at the pump. Proper tyre inflation is one of the simplest ways to improve fuel economy and vehicle safety. Regular tyre pressure checks, reducing idling, maintaining a steady speed, accelerating gently and coasting to decelerate all contribute to better fuel economy and meaningful savings at the pump.

“The good news is that the majority of vehicles on the roads today provide drivers with real-time tyre pressure information, giving those drivers the opportunity to maintain their tyre pressure more consistently. Drivers without this technology tend to be less consistent in checking tyre pressure, which leads to reduced fuel economy, shorter tyre life and ultimately higher operating costs. As tyre pressure monitoring systems become universal, drivers will be better equipped to maintain proper tyre pressure and improve fuel efficiency, safety and tyre life.”

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Goodyear returns to the legendary Circuit de Spa-Francorchamps this weekend for the second round of the FIA World Endurance Championship season. All 18 LMGT3 entries will compete on Goodyear Racing Eagle tyres at the demanding Belgian track, where the versatile Goodyear Racing Eagle Medium compound has been selected to handle the circuit’s famously unpredictable conditions.

Unlike the previous round at Imola, Spa’s high-speed layout, long straights and dramatic elevation changes place sustained loads on tyres, especially through the compression at Eau Rouge. This makes the Belgian track one of the most aggressive for tire degradation, with a steeper performance drop-off expected over a stint. While differing tire strategies shaped the race at Imola, Spa is expected to reward a more direct, single-stint approach as teams focus on extracting maximum performance from each set.

Given Spa’s location in the Ardennes, highly variable weather is always a possibility, so teams will also have access to the Goodyear Racing Eagle Wet tyre, designed to disperse surface water and provide grip in the rain. Elsewhere this weekend, Goodyear Racing Eagle tyres will be in action at Watkins Glen International for three NASCAR series and at Brands Hatch’s Indy layout for the British Touring Car Championship.

Stephen Bickley, Goodyear Endurance Program Manager, said, “We expect to see less variation in race strategies at Spa. The nature of the circuit means degradation is higher, so teams will focus on extracting maximum performance and are likely to equip new tyres at each stop. There is no left-right bias at Spa, and the load profile doesn’t lend itself to changing only front or rear tyres, so teams may still look to extend stints under safety car or full course yellow conditions, but we expect to see the baseline strategy being more consistent.

“The Goodyear Racing Eagle Medium tyre has proven it can perform at a range of tracks, support front, mid and rear-engined cars and deliver what both professional and amateur drivers in this pro-am class want. At Imola, tyre temperature management was never a concern for LMGT3 teams, even on such a demanding and unpredictable track. Should conditions turn wet at Spa, teams can rely on the Goodyear Racing Eagle Wet tire as a proven and effective solution.”

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Apollo Tyres has unveiled the Apterra HT5, a new premium highway terrain tyre aimed squarely at the core SUV segment in India. The tyre is engineered for popular models such as the Fortuner, Endeavour and Scorpio, promising strong grip, long life, comfort and durability across both highway and demanding driving conditions. Designed and developed at the company’s Global R&D Centre in Chennai, the Apterra HT5 will be produced at manufacturing facilities in Andhra Pradesh and Chennai, featuring a beast-like stance that channels raw power and silent control.

The tyre incorporates several technical advancements to meet diverse driver needs. Long lasting durability comes from advanced Armour Technology and a Hybrid Fill Compound, offering cut resistance, improved mileage and extended tread life. Superior grip is achieved through a Dynamic Pattern design that adapts to varying road conditions for enhanced traction and confident braking at higher speeds. Enhanced comfort is delivered by precision-engineered tread sipes that balance block stiffness to absorb road harshness, resulting in a smoother driving experience.

India’s SUV market now follows two distinct usage patterns, with traditional rugged SUV users prioritising durability and mileage while new-generation SUV drivers focus on performance, grip and road presence. The Apterra HT5 bridges these two worlds with a single versatile solution, removing the need for trade-offs. Through this launch, Apollo Tyres reinforces its commitment to innovation and customer-centric engineering, adapting to the evolving expectations of SUV owners across the country.

Dahiya, Vice President, Commercial (India, SAARC and South-east Asia), Apollo Tyres Ltd, said, “Apterra HT5 represents our deep understanding of how India’s SUV market is evolving. Today’s SUV owners expect a product that can keep up with demanding usage while also delivering performance and comfort. With Apterra HT5, we have engineered a tyre that brings together durability, mileage, grip and refinement in one offering, ensuring our customers no longer must choose between toughness and driving experience.”

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