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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NEXEN TIRE has unveiled a major marketing push across United States designed to lift brand visibility among everyday drivers and sports fans alike. The initiative merges high-profile sports arena placements with hands-on retail strategies, aiming to reach consumers through stadium screens, in-store displays and moving advertisements. Company officials see this broad approach as a key step in deepening connections with the American market, which remains the world’s largest for tyre sales.

A central piece of the effort involves digital LED advertising inside nine Major League Baseball stadiums spread across four different US regions, ensuring exposure to both live crowds and television audiences. The company has also purchased commercial time on more than 10 sports networks to stretch its national reach. Beyond baseball, NEXEN TIRE will extend its existing sponsorship of the National Hockey League’s Anaheim Ducks, adding ribbon boards and exterior billboards at the team’s home rink and training facility.

On the retail side, the manufacturer is placing banner and digital advertisements at over 3,000 locations throughout North America, including major big-box chains and specialised tyre stores. A separate truckside advertising campaign will put branded wraps on delivery vehicles operated by key dealer partners, turning highways and local roads into moving billboards. The North American region already generates 22 percent of NEXEN TIRE’s total revenue, a figure representing roughly 40 percent growth since 2021, with larger diameter tyres of 18 inches and above now accounting for half of all regional sales due to rising demand for trucks, SUVs and premium vehicles.

The company has further strengthened its position by broadening its retail distribution network, launching new tyre models, attending industry gatherings like the SEMA Show and hosting test drive events for dealers. With this latest brand investment, NEXEN TIRE expects to accelerate its growth trajectory and lock in a more permanent presence across the North American market.

Brian (Yoonseok) Han, CEO, Nexen Tire America, said, "The core of this strategy is making NEXEN TIRE a natural part of American consumers' everyday lives, from stadiums to stores to the roads they drive on each day. By combining sports marketing with retail activation in a comprehensive campaign, we expect to accelerate growth in the North American market."

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Dunlop Tire Corporation (DUNLOP) has entered a strategic partnership with the International Auto Film Festa (IAFF), now in its fourth year as a global hub for automotive cinema. All future references to the event from 2026 onward will carry the title ‘International Auto Film Festa - Powered by DUNLOP’, marking a significant branding shift.

The Tokyo-based festival has quickly become a unique cultural celebration blending automobiles, filmmaking and creativity. Filmmakers worldwide are invited to submit original short films of up to 15 minutes, covering car culture, cinematography, animation, artificial intelligence and motorsport. As the official title partner, Dunlop will help expand the festival’s international footprint, rooted in shared values of innovation, performance and storytelling.

All 12 judges have already cast their votes for this year’s winners. The award ceremony and party for the International Auto Film Festa - Powered by DUNLOP will take place on 25 April in Tokyo’s Roppongi district.

Yoshiyuki Shimizu, Founder, IAFF, said, “We are truly honoured to welcome Dunlop, a global brand, as our title partner. IAFF is not merely a short movie competition but a new cultural platform where automobiles and cinema merge. With Dunlop's strong support, we are confident that, together with creators and their works from around the world, we can vividly portray the future of automotive culture from Japan, a major automotive nation.”

Akito Makino President and CEO, Dunlop Tire Corporation, said, “Dunlop supports the International Auto Film Festa, which aims to showcase the appeal and potential of automotive culture through film, and has decided to sponsor this film festival. As a company that supports the evolution of mobility and the emotions of people, we will continue to contribute to the development of diverse values and culture surrounding automobiles.”

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Pirelli has announced a technical update for the Moto2 class ahead of the World Championship’s European season opener this weekend in Jerez de la Frontera, Spain. The Italian tyre manufacturer will supply riders with a new rear development tyre designated F0192. This specification shares the same structural design as the existing supersoft SCX but introduces an alternative compound aimed at enhancing wear resistance and delivering more consistent performance over race distances.

Following its initial rollout at the United States Grand Prix, the standard supersoft SCX remains available for this round, enabling Moto2 competitors to conduct a direct back‑to‑back comparison with the new compound variant. Both rear supersoft options may be paired with the standard soft SC1 and medium SC2 front tyres. With the addition of the development tyre, each intermediate class rider will have access to up to ten rear tyres across the weekend.

For the Moto3 category, the championship’s entry class will rely on proven, reliable solutions. Riders will use the soft SC1 and medium SC2 compounds for both front and rear positions. These specifications have a successful track record in Jerez, as demonstrated last year when José Antonio Rueda claimed victory with a medium SC2 front and a soft SC1 rear.

Giorgio Barbier, Pirelli Motorcycle Racing Director, said, “On the occasion of the Spanish GP, scheduled for this weekend at the Circuito de Jerez - Ángel Nieto, we have decided to provide Moto2™ riders with a new rear development specification, the F0192. Compared to the standard supersoft SCX, it retains the same structure but features a new compound. This solution should improve wear while also delivering more consistent performance over race distance.

“The Jerez circuit is an excellent testing ground for evaluating new soft solutions, as it does not have highly abrasive asphalt and, at this time of year, temperatures are usually warm enough to allow the use of particularly soft options. In addition to this new solution, riders will of course also have access to the standard SCX, enabling a direct comparison between the two tyres under the same track and weather conditions, providing us with the most accurate feedback possible. The supersoft was already used as a race tyre last year and proved well suited to the characteristics of this circuit, so it is simply a matter of understanding which of the two alternatives will be preferred by the riders.”

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The Tyre Recovery Association (TRA) has warned that UK’s circular economy goal will remain out of reach if waste tyre processing continues to move abroad. Environment Agency data shows enhanced verification measures introduced last October have a compliance rate below two percent, a figure the TRA described as deeply concerning. Without a fundamental shift in policy and enforcement, a closed-loop system cannot be realised.

Exporters are systematically ignoring the new rules. Of 4,189 waste tyre shipments since 1 October 2025, only 54 post-shipment forms were completed correctly, a compliance rate of just 1.3 percent. The vast majority of UK’s annual 300,000 tonnes of tyre exports end up at illegal batch pyrolysis plants in India. The TRA called this both an environmental failure and an economic loss, as the UK ships abroad the very feedstock needed to power its own circular economy.

While the UK treats waste tyres as a disposal problem, the domestic sector holds 150,000 tonnes of licensed but idle processing capacity. The TRA argued that with enforceable regulation and proper oversight, the industry could expand significantly, creating skilled jobs and generating high-value secondary materials at home instead of losing them overseas.

Shredding tyres reduces environmentally harmful disposal and unlocks new value streams. Shredded tyres are strategic feedstock for sustainable aviation fuel, advanced continuous pyrolysis, recovered carbon black for new tyre manufacturing and rubberised asphalt for long-life roads. The TRA urged immediate regulatory action to stop uncontrolled exports and activate dormant domestic processing capacity without further delay.

Peter Taylor OBE, Secretary General, Tyre Recovery Association, said, “The Environment Agency’s transparency is very welcome, but the figures are an indictment of those tyre export brokers who continue to operate without conscience. To see a compliance rate of just 1.3 percent is ultimately depressing, these measures are a long way off having any meaningful impact.

“New measures need to be introduced so that EA can fulfil their statutory duty; until then, the export chain simply continues to abuse their goodwill. We must face the hard reality. Shred is the only immediate route to a circular economy and sustainable future for British operators. Unless we mandate that tyres must be mechanically processed into shred before they leave our shores, we will continue to fuel pollution abroad while our domestic recycling assets wither.

“Our neighbours and competitors are realising the opportunity from secondary materials. We continue to export the UK’s future in the back of shipping containers, while the rest of the world builds a circular economy. If the UK does not move to a shred-only mandate, we will be left behind.”

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