Tana Oy, a Finnish environmental technology company specialising in manufacturing mobile solid waste shredders, screens and landfill compactors, has strengthened its footprint in Taiwan by appointing Infinity Services Co., Ltd. as its official agent. This partnership is set to improve service and engineering support throughout the region. Infinity Services brings a highly skilled management and technical team with extensive experience in environmental and recycling equipment operations.

With Tana already established in Taiwan for several years, Infinity Services will now provide reliable local support for the existing fleet of machines, ensuring customers benefit from enhanced technical expertise. This move underscores Tana’s long-term dedication to the Taiwanese market, offering faster response times and comprehensive after-sales service, thereby reinforcing the company’s commitment to delivering superior customer care and operational efficiency in the region

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Tyrecycle, led by CEO Jim Fairweather, has responded to a recent federal inquiry into end-of-life tyres, conducted by the House of Representatives Standing Committee on Industry, Innovation and Science, by stressing that the industry’s successes should not hide its failures. While the inquiry focused on commercial and economic aspects of tyre recycling, Fairweather argued that any regulatory changes must target specific market gaps rather than burdening parts of the sector that already work well. Tyrecycle supports mandatory market-based regulation and increased government procurement, and Fairweather described illegal tyre dumping as completely unacceptable.

The recovery rate for passenger and truck tyres in Australia stands at 96 percent, yet off the road tyres, or OTRs, tell a different story. Only two percent of OTRs are recovered, despite these large tyres from mining and agriculture accounting for about 29 percent of Australia’s tyre market. Fairweather highlighted regional disparities, noting Western Australia produces 60,000 of OTRs out of a national total of 155,000 tonnes, while Queensland and New South Wales together contribute another 75,000 tonnes. He warned that a complete system overhaul could raise consumer prices with little benefit.

Fairweather explained that passenger and truck tyres benefit from established state-based regulations and infrastructure, but OTRs require targeted intervention. Policy must differentiate between working markets and those needing genuine help. Fairweather reiterated that Tyrecycle is prepared to process every tyre in Australia, provided the correct supporting system is in place.

A critical shortage of domestic end markets for recycled tyre materials is a central problem. Tyrecycle collects around ninety thousand tyres daily, yet viable markets remain limited. Fairweather cautioned against over reliance on extended producer responsibility schemes, arguing they do not inherently create market demand. Australia needs market-based solutions that enable recyclers to find commercially viable applications. Tyre derived fuel provides an outlet, but more recycled products should be used domestically rather than exported. Other applications face limited demand, and collection alone does not close the waste loop.

On illegal dumping, Fairweather argued that schemes funnelling money through a central authority risk inflation and reduced competition. Better alternatives include rigorous enforcement of accreditation and monitoring systems that maintain direct customer relationships. He supported a mandatory scheme requiring manufacturers to contribute to waste management costs, though he prefers a market-based approach over a strict extended producer responsibility framework.

Fairweather stated that existing state-based regulations are sufficient; no new laws are needed, only proper enforcement. Where enforcement is weak, non-compliant operators undercut legitimate recyclers, reducing investment confidence. High quality enforcement supports market integrity, competition, lower prices and greater consumer choice. He placed tyre issues in the context of end-of-life vehicles, noting Australia processes 850,000 vehicles annually, generating 1.36 million tonnes of waste.

Fairweather concluded that only a combination of effective regulation, infrastructure investment and genuine end market development can achieve a circular economy for tyres. Without these measures, even well-intentioned schemes cannot deliver sustainable outcomes. Tyrecycle supports stronger compliance, expanded domestic consumption of recycled products and targeted fixes for off the road tyres, with Fairweather simply wanting the right regulation properly enforced.

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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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