The bicycle industry has seen an exponential demand, especially since the Covid-19 pandemic hit. With an increase in commodity prices and new players entering the industry, every manufacturer has to be as efficient as possible to make its bicycle stand out in the market. We talk to Scott Sports India on making its place in the Indian market, the impact of the pandemic and investing in its customers. 

The increase in the purchasing power of consumers in developing nations like India, Mexico and Malaysia is anticipated to be the utmost driver for the bicycle market in the years to come. Also, according to a recent study, the global bicycles market is expected to reach USD 78 billion by 2026, especially with so many bicycle players making their way into the market.

One such company is Scott Sports, a Swiss producer of bicycles, winter equipment, motorsports gear and sportswear, which has also made its place in India. Working towards the development, manufacturing, sales and marketing of high-end performance products intended for biking, the company’s agenda is to get more and more people out on bicycles, cycling outdoors. When the company started off in India, a large part of its customers was, in fact, people from the IT sector. These people had travelled across the world on projects, realising that there is a lifestyle that one can have and that there are bikes that one can buy which actually cater to this lifestyle, giving one a better riding experience. However, as time has gone by, the company has had customers right from a 12- or 13-year-old kid to an 85-year-old gentleman, ever since it started its journey in India in 2012. It currently has about 110 outlets and with the Avanti Giro FM1 brand coming in, it is planning to add another 150 outlets in the next 12 months. 

Bikes suitable for anyone and everyone

Scott Sports introduced Avanti Giro FM1 from New Zealand recently in India, making it suitable for southern hemisphere countries. “In the southern hemisphere, largely, there exists a lot of commute and price-sensitive customers, from India to South Africa to Brazil to Australia etc.,” says Jaymin Shah, Managing Director, Scott Sports India, and continues, “That entire belt of countries consists of sports, but at the same time, is very sensitive to price. Therefore, at the end of the day, they want products that are designed for a particular reason, that can do the work and don’t burn a big hole in their pockets. This is why we launched the Avanti brand, which also lets us reach out to a bigger target audience that is India.”

But introducing a bike for the southern hemisphere is not the company’s only unique element. Scott Sports, till it entered the business, realised that bicycles are available in a one-size-fits-all kind of a category. What Scott Sports did was get the same bicycle in different frame sizes. “Just the way you can buy a shirt in a small, medium, large or XL size, the same can be done with bicycles,” Shah reveals and adds, “This is a change that the Indian customer did not know about (about a decade back).”

Another element that Scott Sports focuses on is called ‘bike fit’. Shah explains, “Bike fit is a concept where one can customise the dimensions on one’s bike. The frame size remains the same, but it has a different leg length, torso length and so on.”

Shah further informs, “We have a system and a software, along with a German partner, where the system scans your body and makes recommendations as per the model you want to select.”

A broken helmet is a good helmet

Customisation or no customisation, one factor that people surely look for in any vehicle, including bicycles, is safety. Catering to this need, we see many bicycle brands offering helmets or other safety features. Scott Sports’ bikes come equipped with reflectors, which are mandatory. “Along with this, we sell a lot of products as accessories, like helmets, reflector vests or even reflector stickers,” Shah asserts. Pointing out a very interesting aspect about helmets, he further tells us, “While the core idea of a helmet is to protect the bicycle rider, many people think that the helmet should not break when they crash. However, the fact is that if the helmet does not crack after a severe crash, then the helmet in question is of a sub-standard variety. A good helmet will crack. This is because the crack is what dissipates the fall and distributes the impact.”

Increase in commodity prices

Scott Sports is currently catering to three segments – lifestyle, commute and sports. Shah believes that the sports and lifestyle segments will see growth. “On the commute side, we have suddenly seen a drop in bicycles, only because cars are back on the streets,” he tells us.

As these segments see growth, prices too will be a factor of consideration. All of Scott Sports’ bicycles are made of alloy and carbon. However, general commodity prices, which include aluminium alloy etc., have seen an increase in price. From Scott’s perspective, the demand has not been impacted for one reason alone – the consumer/target audience not looking for the mass market. “They are looking for premium products,” Shah says and continues, “Only time will tell if this is sustainable or not, because a point may come where the consumer will say that he/she is not willing to pay beyond that price. Plus, global shipping rates have gone through the roof, i.e. by five times, which is huge. Scott has also increased the prices of its products in India from 1st April this year.” 

Shah goes on to mention that the government is doing all it can to cool off commodity prices. “However, I don’t think it all can be controlled by just one government measure. That’s because there are a lot of factors which are beyond our control, from the Russia-Ukraine war to the Covid situation. And this applies not just to India but the world,” he cites. 

One material is as durable as the other

On the material front, he clarifies that whether a bicycle is made of steel, alloy or carbon, the product is a durable one. What’s important is that it has to be maintained well. “The biggest difference between an alloy and a steel bike or an alloy and a carbon bike is the weight of the bicycle. Steel bicycles typically tend to be heavier than alloy bicycles and carbon bicycles tend to be lighter than alloy bicycles. One is as durable as the other,” he explains. 

Educating the customer and mechanics

With the customers’ demand and needs changing rapidly, educating them and making them aware becomes highly crucial. Scott Sports has some singular initiatives in this domain. For one, it has a customer helpline number that is not a sales helpline but simply a customer education helpline. “One can call the helpline and talk to our product specialists who will guide the customer through various factors,” Shah avers. 

Another initiative it has is ‘breakfast rides’ (conducted mainly pre-covid). “We used to conduct breakfast rides with small communities across the country, where our product specialists would address one topic,” Shah puts across and adds, “The topic could be with respect to customer education, bike maintenance, bike fit and would vary in every ride. Also, with everything sort of opening up post-covid, we will be restarting these breakfast rides.”

Scott Sports invests not just in its customers but in its mechanics as well. It runs ‘technical services’ meant for trade only and for all the mechanics. “Here, either our team would go out to a regional centre and call in the mechanics nearby or the mechanics would come to Mumbai,” Shah informs and adds, “This is something we used to do on a regular basis to sensitise the mechanics.”

Covid’s impact on business

Post the lockdown, Scott Sports has grown by 100 percent. “In that sense, it was a great year from a business perspective. However, we also realise that there is a lot of demand out there,” Shah shares. 

While it was a smooth-running chain pre-covid, each country had to be subject to its own lockdowns post-covid, as per their respective government’s measures. “So now, all our bikes come from Cambodia, but a lot of components come from Vietnam or Malaysia or Indonesia. It’s not just about putting a bicycle together – it’s about getting all the moving parts, from the tyres to tubes to suspensions, together. So, from that perspective, tying everything together from different parts of the world became a challenge for us,” Shah enlightens.

Challenges for the industry

With these challenges, we can’t remove the competition out of the equation, especially with new companies entering the market. Nonetheless, Shah claims that at the price-point and quality level where Scott Sports is, it is equivalent to a BMW or a Mercedes or an Audi today. “You can buy a product which is priced at INR 40,000 but also buy a Scott bike which is priced at INR 1 million,” he says and goes on, “The mass brands, we hear, are in over-stocked situations, which is also contributed by so many players entering the market. However, when one looks at the premium market – that we are targeting and have been historically present in – no overnight player can really come in and challenge us over there.”

However, there are other challenges to face. The Indian government’s restriction on import of tyres and tubes has impacted the bicycle owners the most, Shah believes. He asserts that there are local manufacturers for automobile tyres. However, on the bicycle front, with the level of quality required for international brands, the importers requiring such tyres are facing the biggest challenge. 

The next step

Scott Sports sold over 12,000 units during the financial year 2021-2022. Speaking of the company’s targets for the current fiscal, Shah tells us, “Our target is not more than 15,000 next year. This is essentially not a reflection of the demand but a reflection of how many bikes we can get into the country.”

Catering to every personalised requirement

The bicycle industry certainly is seeing tremendous demand and is evolving every day, especially where every consumer gets to choose a bike that suits him/her the best. This, of course, comes with its share of challenges for the industry and customers both. For a market like India, where customers can be price-sensitive and some also willing to invest in bicycles, making them aware goes a long way, catering to their every personalised requirement that they look for when purchasing a bicycle.

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Goodyear Tire & Rubber Company has appointed Jerome Rouquet as Chief Financial Officer, effective 1 December  2026, as the US tyre maker seeks to improve operational performance and maintain financial discipline.

Rouquet will report to Chief Executive Mark Stewart and join the company’s senior leadership team. He currently serves as CFO of Visteon Corporation, where he oversees global financial activities.

Before joining Visteon in 2020, Rouquet held senior finance positions at Tenneco and Federal-Mogul. At Federal-Mogul, he served as CFO, chief accounting officer and controller.

"This is an important addition to our leadership team," said Stewart. "Jerome combines deep financial expertise with a proven ability to help organizations improve performance and navigate transformation. As we continue building momentum and executing our long-term strategy, his leadership and experience will help position Goodyear for success."

Rouquet’s experience spans financial strategy, operational performance, investor relations and public-company finance. His appointment supports Goodyear’s focus on operational improvement, financial discipline and capital allocation to increase shareholder value.

He holds a Master of Business and Management from Institut Supérieur de Gestion in Paris and completed the International Business Management Program at the Manhattan Institute of Management in New York.

Scott Deakin, who has served as interim CFO, will remain in the role until Rouquet joins the company and will support the transition.

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Dunlop Tires North America (DTNA), a Sumitomo Rubber Industries, Ltd. subsidiary, has appointed Robert Liu as Assistant Vice President of Product Management. Liu brings more than three decades of varied experience in the tyre and automotive sectors to guide the Dunlop and Falken brands through their next stage of product innovation and expansion.

Liu started his career as a simulation engineer at General Motors before spending 27 years at Continental Tire, where he held positions in Product R&D, Sales and Product Management. He also completed a five-year expatriate assignment in Shanghai, leading Product Management and R&D for Asia-Pacific, and most recently directed R&D for the American region with a focus on replacement Passenger Light Truck tyres. In his new role, Liu will lead product development, overseeing PLT and Truck & Bus Radial products with a skilled Product Management team.

Ken Hsu, Vice President – Marketing, DTNA, said, “We are excited to welcome Robert to our team. His extensive experience and proven leadership in the tyre industry align perfectly with our goals for innovation and growth. We believe his insights will greatly benefit our product strategies as we move forward.”

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Portugal’s retreading industry is caught between its established technical capabilities and a market increasingly shaped by low-cost new tyres, regulatory shifts and price-driven purchasing. Associaçao de Recauchutagem de Pneus (ARP) President David Laureano speaks to Tyre Trends about the necessary changes, current state of the industry and how to rebuild confidence and create conditions for investment.

Are policy changes necessary to create a level playing field for retreaders?

I consider policy changes a priority for boosting Portugal’s retreading sector and plan work on four fronts. The first is to review the environmental and economic treatment of retreading so that charges and incentives acknowledge the extension of tyre service life.

The second is to strengthen enforcement of compliance obligations for all operators placing tyres on the market. The third is to introduce criteria regarding lifecycle costs, performance and circularity in public procurement, enabling the participation of technically suitable retreaded solutions.

The last is to facilitate company access to instruments for industrial modernisation, energy efficiency, training and innovation. These measures should be developed in collaboration with public entities and other sector stakeholders. Policy quality improves when those who manufacture, use and manage tyres participate in their formulation.

What are the ARP’s priorities under your leadership?

My priority is to strengthen a unified voice for the sector while respecting the diversity of the companies that comprise it. Building trust among users by demonstrating the quality of domestic retreaders. I want to contribute to an association that stays close to its members and is capable of gathering reliable data, fostering knowledge sharing and presenting well-founded proposals to public authorities.

I also view it as essential to bring the fleet industry, educational institutions and technology partners closer together. We can collaborate on training, research and the dissemination of best practices, thereby strengthening the sector’s collective capacity. The change I would like to see in the market is a more informed purchasing decision, one that recognises tyre performance and the value of extending its service life.

What role can retreading play in reducing raw material consumption and waste?

Retreading preserves a significant portion of the tyre structure by utilising a technically sound casing and enables a new cycle of use. This reduces the need for materials required to manufacture an entirely new structure and postpones the casing’s end-of-life.

Realising this potential requires effective management across the entire value chain including initial selection, maintenance, timely tyre removal and casing inspection. Benefits must be measured rigorously. Savings depend on the tyre type, process and usage conditions; therefore, we must communicate substantiated results rather than applying a single percentage figure to every situation.

What hinders greater acceptance by fleets and consumers?

Doubts regarding quality and safety persist, alongside insufficient information about the industrial process. The perception of poor quality was already among the obstacles identified in the sector characterisation study conducted by Valorpneu in 2019. Trust is built through transparency that requires explaining casing selection, production controls, traceability and the tyre’s suitability for its intended use.

There are specific United Nations regulations for retreading, namely Regulations No. 108 and No. 109. Under these regulations, all operators are required to conduct tests on the tyres they produce, and the tests are identical to those performed on new tyres. The sector also needs to make results more visible through fleet monitoring and comparable usage data.

We cannot focus solely on sales as after-sales service is crucial for building trust and ensuring continuity with the end customer, whether they are transport companies or private individuals.

How can retreading be better integrated into circular economy and sustainability policies?

Retreading should be considered right from the initial tyre selection. This entails prioritising casings designed for extended use, ensuring proper maintenance and establishing systems to evaluate their utilisation. Valorpneu specifically identifies extending service life, the potential for reconstruction and the segregation of tyres with retreading potential as preventive measures.

We would like to see this logic translated into specific objectives and indicators such as how many casings are utilised, how many usage cycles are achieved and how much resources are preserved. These results would help guide incentives and purchasing decisions.

What is the current state of the tyre retreading industry in Portugal?

Portugal possesses a retreading industry with experience, technical expertise and close ties to its customers. Its presence is particularly significant in the heavy-vehicle tyre market. However, it is a sector that needs to strengthen its position.

Commercial pressure challenges companies to demonstrate the product’s value over its lifespan, particularly in a market where the purchase price is a decisive factor. Our ambition is to unite the sector to transform existing industrial capacity into a stronger market presence driven by quality, information and constructive institutional representation.

What is the impact of low-cost imported tyres on retreaders?

Pressure from low-cost tyres is a key concern, one that has also been highlighted in ARP’s public communications. When the decision focuses solely on the initial price, it becomes harder to highlight the value of durability, technical support and the potential to reuse the casing for further service cycles.

Geographic origin alone does not determine a tyre’s quality. We advocate for competition based on verifiable criteria regarding safety, performance, compliance with environmental obligations and lifecycle costs. There is also the issue of continuity as retreading relies on the availability of suitable casings. Therefore, the choice of a new tyre should also take into account its retreadability potential.

Which segments show the highest demand?

Heavy vehicles form the sector’s core base. Road freight transport is therefore a central market, and we see opportunities to strengthen our presence among passenger transport and service fleets, tailored to the specific demands of each operation. There are also specialised applications.

Retreading data for 2024 covers commercial, agricultural, industrial and civil engineering tyres, among other categories. While these figures characterise the activity, they should not be confused with domestic market demand shares. Our goal is to work with each segment to identify where retreading offers a technically sound and economically advantageous solution.

How do regulatory uncertainty and capacity expansion affect investment?

An industrial facility invests with a multi-year horizon. Equipment, training and process improvements require confidence in future operating conditions. When rules or charges change, projects tend to be re-evaluated, complicating investment and expansion decisions.

A concrete example of a shift in the economic landscape is the Ecovalor (environmental fee). In 2025, the Valorpneu schedule indicated a zero Ecovalor for domestically retreaded tyres placed on the market. In 2026, it introduced a specific schedule with a 10 percent bonus, and for the heavy-duty category, the indicated rate is EUR 8.07 per tyre, plus VAT.

We believe that changes of this nature must be accompanied by dialogue with the sector, an assessment of their impact and predictability. Companies need to understand how their environmental contribution will be valued before committing to new investments.

How important is the total cost of ownership regarding demand?

It is fundamental. For a fleet, the purchase price is just one part of the equation. The assessment must include mileage, fuel consumption, maintenance, downtime and casing utilisation. Comparisons must be made under similar conditions regarding load, route, axle position and usage.

Retreading must demonstrate its value in this context through concrete results. I would like to see more long-term relationships between fleets and retreaders with records that allow for tracking cost-per-kilometre and improving decision-making over time. This benefits both parties.

Should retreading be recognised as a strategic industrial and environmental activity?

Yes. That is the vision I want to help affirm. It is an activity that brings together industrial production, technical expertise, transport services and resource preservation. This recognition must be reflected in industrial policies, investment instruments and purchasing decisions.

It must also be accompanied by the sector’s own commitment to quality, innovation and demonstrating its results. ARP aims to contribute to this effort alongside companies, fleets and public entities. We share a common interest in maintaining an industry capable of generating value in Portugal and making better use of the resources on which we all depend.

What is the outlook for the next three to five years?

I see growth potential, but that growth will depend on the conditions we are able to create. Increased fleet focus on operating costs, the need for efficient resource utilisation and industrial modernisation could create opportunities. To capitalise on them, we need suitable casings, customer trust and economic stability.

I would not venture a specific growth rate without a sufficiently solid statistical basis. Ambition must translate into concrete objectives by winning over users, increasing casing utilisation and strengthening corporate competitiveness.

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India’s tyre recycling industry discussed regulation, technology and material recovery at RE-GO 2026, a three-day conclave held in South Goa from 10 to 12 September. Organised by the Tyre & Rubber Recyclers Association of India (TRRAI), the event brought together more than 250 delegates, representatives from more than 200 companies and participants from more than 20 states.

The third annual conclave, hosted at Novotel Goa Dona Sylvia, included more than 20 speakers and experts, three panel discussions and more than 20 exhibitors and sponsors. The conference programme ran on 10 and 11 September , followed by a departure programme on September 12.

Regulation and technology dominate discussions

Held under the theme of policy, compliance and circularity, the conclave brought together recyclers, technology providers, tyre industry representatives, policymakers, regulators, standards professionals, consultants and business leaders.

Discussions covered regulation and standards, extended producer responsibility (EPR), traceability, automation, environmental performance, digitalisation, artificial intelligence, material recovery and circularity.

The technical programme examined automated pyrolysis, co-processing, national standards for tyre pyrolysis oil (TPO) and recovered carbon black (rCB), fleet management, EPR policy and compliance, and the Common EPR Portal. Other topics included life-cycle assessment (LCA), greenhouse gas emissions accounting, digital transformation and technical innovation.

Industry and regulatory representatives attend opening session

The inaugural session featured Satish Goyal, President of TRRAI, and Jairaj Zarekar, its Secretary. Other participants included Anand Kumar, Former Director and Scientist ‘F’ at the Central Pollution Control Board; H. M. Meena, Scientist ‘D’ and Joint Director at the Bureau of Indian Standards; and Sanjeev Sharma, Senior Vice-President And Business Head For Mobility Solutions And Fleet Management at JK Tyre & Industries.

Arup Kumar Misra, Chairman of the Assam Pollution Control Board, was the chief guest and delivered the keynote address, “Tyre Recycling: From Liability to Asset”. The address focused on turning end-of-life tyres into recoverable resources and sources of economic value.

Three panels examine the sector’s priorities

The conclave featured three high-level panel discussions on sustainable recycling policy, recycling technology and the development of a circular tyre economy.

The first examined policy, standards, EPR, compliance and sustainable development. The second focused on shredding, granulation, automation and continuous pyrolysis. The third considered how collection, technology, markets and manufacturing could be connected to support a circular tyre economy.

The panels were moderated by Tushar Suhalka, Varun Manjunath and Jayant Vaidya, respectively.

The event also included an exhibition featuring more than 20 exhibitors and sponsors, networking sessions and an awards and recognition ceremony.

TRRAI highlights collaboration and standards

TRRAI said it had more than 500 members, representing approximately 75 percent of the tyre recycling market. The association works on standardisation, professionalisation, technical advancement, regulatory dialogue and collaboration across the sector.

The conclave highlighted the role of co-operation among industry participants, government bodies, regulators, standards organisations, technology providers and technical experts. Its discussions reflected a focus on stronger standards, improved traceability, environmental accountability, digitalisation and circularity.

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