As modern automobiles evolve, especially electric vehicles, noise reduction has become essential across all segments, not just luxury models. With electric powertrains eliminating engine noise, road and tyre acoustics are now central to vehicle refinement. Henkel plays a key role in this shift, leveraging its materials science and adhesive technologies in automotive manufacturing. The company is now focused on transforming the increasingly important field of tyre acoustics through advances in chemistry, process engineering and strategy.

Dr Rainer Schönfeld, Head of Global Market Strategy for Henkel’s Automotive Components business, leads this initiative. He explains how the concept of placing foam inside a tyre has become a strategic technology in the electrification era, and how Henkel aims to redefine the process.

For over a decade, ‘silent tyres’ have featured in premium vehicles. These tyres use polyurethane foam inside the cavity to dampen resonance generated as the tyre rolls, often likened to a drum sound. As the tyre rotates, a standing wave forms within the cavity, typically between 200 and 250 hertz, and this energy travels through the chassis into the cabin, making it audible.

“In the early years, it was a very small business. For nearly eight years, there was limited traction. Over the last five years, however, we have seen significant growth,” Dr Schönfeld says.

The shift is closely tied to electric vehicles. Without the masking effect of an internal combustion engine, road noise becomes far more prominent, particularly at lower speeds. Foam-based solutions, Dr Schönfeld argues, address a problem that cannot be solved by tyre compounds alone.

“You can influence noise through the compound, but you will never reach the same level of effect as with foam. The cavity noise will always exist,” he says,

Laboratory tests show reductions of roughly 10 to 20 decibels at the critical frequency – enough to produce a noticeable improvement in cabin refinement.

However, the current manufacturing model for these tyres is inefficient. Foam is produced in blocks, cut to various sizes and shipped to tyre plants, where it is bonded inside the tyre with adhesives. While effective, this method adds significant complexity.

Manufacturers must manage dozens of foam variants across tyre sizes. Warehousing requirements expand, as foam – largely air – occupies significant volume. Internal logistics become cumbersome, with material repeatedly moved between storage and production lines. The cutting process generates waste, while bonding introduces additional quality control challenges.

“You are dealing with up to 10 or 20 different foam dimensions. And you are essentially storing and transporting air. That creates both cost and complexity,” Schönfeld notes.

It is this structural inefficiency that prompted Henkel to rethink the process from first principles. The result is its patented LOCTITE LASER-FIT process, a system that replaces pre-formed foam and adhesives with a fully integrated, three-step approach: cleaning the tyre, applying a liquid foam precursor and activating the structure through laser processing.

At its core, the innovation lies in applying a reactive liquid formulation directly into the tyre. The material expands and cures at ambient temperature, forming an acoustic foam in the place. The approach eliminates pre-cut foam patches, manual handling and the adhesive bonding stage altogether.

“The idea itself is quite obvious. But making it work reliably in a production environment is highly complex,” Dr Schönfeld says.

One of the central technical challenges relates to the nature of polyurethane foam. When it forms, it naturally develops a surface skin. While necessary during expansion, this skin reduces the acoustic effectiveness and the mechanical durability of the foam. Henkel’s process addresses this through an integrated laser step, developed with specialised partner 4Jet Laser System, which removes the surface layer and exposes the open-cell structure beneath.

Dr Schönfeld explains, “The acoustic performance depends on having an open-cell surface. The sound energy must be able to enter the foam and be dissipated.”

The process is both rapid and precise. The liquid precursor is applied within seconds, begins expanding almost immediately and completes foaming within roughly 30 seconds, with full curing achieved shortly thereafter. The tyre is rotated during application, using centrifugal force to distribute the material evenly and prevent sagging.

What distinguishes the system is not only its chemistry but also its adaptability. The application pattern can be adjusted dynamically for different tyre sizes and geometries without the need for retooling. This removes one of the most persistent constraints of the traditional model, where each tyre dimension requires a specific foam insert.

The implications extend well beyond process simplification. By eliminating pre-formed foam, manufacturers reduce material waste entirely. Storage requirements shrink, as liquid precursors occupy a fraction of the space required for foam blocks. Logistics become more efficient, while automation ensures consistent application quality.

“The whole system becomes simpler. You remove complexity, reduce waste and improve consistency at the same time,” Dr Schönfeld says.

As with any automotive innovation, however, trade-offs must be managed carefully. The addition of foam increases tyre weight by approximately 300 to 400 grammes – modest but not insignificant in a sector where efficiency gains are often incremental.

Thermal behaviour presents another consideration. Foam inherently provides some insulation, raising the risk of heat build-up under high-speed conditions. Dr Schönfeld emphasises that mitigating this effect was a central development requirement. “You have to ensure that the foam does not lead to critical temperature increases. The integrity of the tyre must never be compromised,” Dr Schönfeld adds.

Durability is equally demanding. The foam must withstand sustained mechanical stress over tens of thousands of kilometres without cracking or degrading. Early-stage materials exhibited such weaknesses, requiring significant refinement to achieve the necessary fatigue resistance.

The technology must also coexist with other evolving features of modern tyres. Sensors for monitoring pressure and temperature are increasingly standard, and integrating these components within foam-based systems remains an area of ongoing development. Similarly, compatibility with puncture sealants is being evaluated, although the foam itself – being open-cell – does not provide sealing capability.

From a market perspective, silent tyre technology has followed a familiar trajectory, beginning in luxury vehicles before gradually moving into premium and mid-range segments. Electric vehicles have accelerated this transition, as the absence of engine noise heightens the importance of road noise mitigation.

“In electric vehicles, the application rate is much higher. But we also see it moving into other segments over time,” Dr Schönfeld notes.

Adoption remains concentrated in original equipment markets, with limited penetration in the aftermarket. While replacement silent tyres are available, widespread retrofitting is constrained by economics, scale and regulatory requirements.

Geographically, interest is broadly distributed. Dr Schönfeld points to engagement from tyre manufacturers across Europe, North America and Asia, with India emerging as a market of growing relevance. Road surface conditions, climatic factors and rapid infrastructure expansion create distinct acoustic challenges that may favour such solutions.

Perhaps the most consequential dimension of Henkel’s approach lies in sustainability. Conventional silent tyre designs face a critical limitation: recyclability. Certain adhesives used in bonding processes can interfere with tyre shredding, causing operational issues such as equipment clogging and even fire hazards. As a result, some recyclers exclude silent tyres altogether.

By eliminating adhesives from the process, Henkel’s system enables tyres to be processed through standard recycling streams. “Recyclability is becoming increasingly important. Our solution avoids the issues that exist with some traditional bonding systems,” Dr Schönfeld says.

This aligns with emerging regulatory frameworks, particularly in Europe, where stricter requirements around end-of-life tyre management are expected. Concepts such as digital product passports – capturing data on materials, usage and recyclability – are likely to become standard.

Henkel’s LOCTITE LASER-FIT process is currently undergoing validation with tyre manufacturers, with commercial deployment expected towards the latter part of the decade. “We are still in the optimisation phase. Full validation takes time, but the direction is clear,” Dr Schönfeld says.

In many respects, the evolution of silent tyres reflects a broader shift in automotive engineering. Performance is no longer defined solely by speed or efficiency; it increasingly encompasses refinement, comfort and sensory experience.

“It is about comfort. And comfort is becoming more important as vehicles evolve,” Dr Schönfeld reflects.

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Zeon Corporation has been included in three major ESG investment indices, marking its debut selection for the FTSE4Good Index, the FTSE JPX Blossom Japan Index and the FTSE JPX Blossom Japan Sector Relative Index. These benchmarks are administered by FTSE Russell and serve as key performance measures for enterprises with robust environmental, social and governance practices.

The FTSE JPX Blossom Japan and its Sector Relative counterpart are specifically utilised as reference points for the Government Pension Investment Fund of Japan, while the FTSE4Good Series holds international recognition for tracking leading global firms. FTSE Russell’s evaluation framework examines a broad spectrum of criteria, spanning climate action, ecological footprint reduction, supply chain integrity, human rights, workplace safety, governance structures and anti-bribery protocols.

Operating under a founding principle dedicated to environmental preservation and human welfare, Zeon perceives this acknowledgment as validation of its ongoing sustainability efforts. The company remains steadfast in advancing social contributions through its commercial operations and intends to persistently strengthen its long-term enterprise value.

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Michelin and Axens have entered exclusive negotiations on a strategic partnership to accelerate the industrial deployment of 5-Hydroxymethylfurfural (5-HMF), a bio-based chemical developed with IFP Energies Nouvelles (IFPEN) for use in sustainable industrial applications.

Under the proposed agreement, Axens would contribute its licensing and engineering expertise to support the global rollout of the technology, while Michelin, through its ResiCare brand, would continue to develop production capacity. The companies said the partnership is intended to help replace selected fossil-derived chemicals with renewable alternatives sourced from plant materials.

A first production unit, located at Péage-de-Roussillon in France, will be operated by Michelin ResiCare. The facility will have an annual production capacity of about 3,000 tonnes and is expected to begin operations in early 2027.

The technology is the result of a joint research and development programme between Michelin ResiCare and IFP Energies Nouvelles, supported by France's ADEME and the European Union's Circular Bio-based Europe Joint Undertaking (CBE JU).

5-HMF is a bio-based platform molecule used in the manufacture of resins, adhesives and polymers. It can also be used to produce polyethylene furanoate (PEF), a bio-based plastic regarded as an alternative to polyethylene terephthalate (PET), with potential applications in food packaging, bottles and textile fibres. The molecule can also be used in solvents, specialty chemicals and intermediates, while replacing selected petroleum-derived compounds, including formaldehyde, in existing industrial processes.

Jacinthe Frecon, vice-president of Process and Equipment Innovation at Axens, said: “This project fully illustrates Axens’ ambition to turn breakthrough innovations into concrete industrial solutions on a global scale. By combining a technology born from leading research collaborations with IFP Energies Nouvelles with our licensing and engineering know-how, we have the opportunity to accelerate the deployment of key bio-based solutions for the transition to more sustainable chemistry.”

Laurent Lemonnier, chief executive of Michelin ResiCare, added: “We are convinced that 5-HMF is set to become a reference platform molecule for sustainable chemistry. Our planned partnership with Axens is a decisive lever to accelerate its global deployment and meet growing demand for high-performing bio-based solutions. This collaboration confirms the strong development potential of 5-HMF across a wide range of applications, as well as the performance of our technology developed with IFPEN. It fully reflects Michelin ResiCare’s commitment to developing innovative solutions that contribute to a safer, more sustainable world.”

Michelin said its work on alternatives to formaldehyde and resorcinol in adhesive resin formulations began in 2008. Since 2021, the company has collaborated with IFP Energies Nouvelles to develop a production process for 5-HMF based on fructose. The molecule is now used across all new Michelin ResiCare formulations for composites, plywood, abrasives and moulded compounds.

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As Extended Producer Responsibility (EPR) frameworks expand globally, the tyre industry is undergoing a structural transformation. Collection systems are improving, traceability is increasing and investments in recycling technologies are accelerating. However, one critical tension remains insufficiently addressed: the speed of industry evolution is outpacing the agility of public policy. And within that gap, one key question emerges: where does retreading fit in this new circular economy architecture?

A STRUCTURAL PARADOX

Retreading represents one of the most efficient forms of resource optimisation in the tyre lifecycle. It extends product life, reduces raw material consumption and lowers emissions. Yet, in many regulatory frameworks, it is still treated ambiguously – often grouped with recycling rather than recognised as prevention or preparation for reuse. This distinction is not semantic. It is strategic. Because when policy fails to differentiate, markets fail to prioritise.

A FAST-MOVING INDUSTRY, A SLOW-MOVING FRAMEWORK

The tyre market is evolving in real time:

1. Increasing penetration of low-cost imports.
2. Growing variability in product quality.
3. Accelerated turnover cycles.

Retreading, in this context, becomes more than a circular solution. It becomes a filter of industrial quality. Not all tyres are equally retreadable. And that difference defines their real contribution to circularity. Yet most EPR systems continue to operate with uniform economic signals, failing to distinguish between products that enable multiple lifecycles and those that exit the system after a single use.

SIGNALS FROM EUROPE

Recent developments in countries like Portugal – where eco-fees applied to retreaded tyres approach those of low-cost, non-differentiated new tyres – highlight a concerning trend. Similarly, in Spain, industry representatives continue to advocate for a clearer institutional recognition of retreading within EPR systems. These cases illustrate a broader issue: circular policies can unintentionally undermine higher-value circular strategies.

THE MISSING LINK: PERFORMANCE-BASED POLICY

What is missing is not regulation. It is regulatory precision. EPR systems have successfully organised waste flows. But they have not yet evolved to reward performance within the lifecycle. This is where eco-modulation becomes critical.

ECO-MODULATION AS A STRATEGIC LEVER

Eco-modulation should not be a marginal adjustment. It should be a core industrial policy tool. Properly designed, it can:

• Differentiate tyres based on real circular
• performance.
• Incentivise durability and retreadability.
• Penalise short-lifecycle, non-recoverable products.
• Align market behaviour with system objectives.
• To operationalise this, we need new metrics.

FROM COMPLIANCE TO PERFORMANCE: A PROPOSED FRAMEWORK

The next step for EPR systems is to move towards performance-based differentiation. This could be implemented through instruments such as:

• Retreadability Index (RI)
• Performance Score (CPS)

These would measure:

• Number of effective retreading cycles per tyre.
• Structural durability and casing quality.
• Real contribution to lifecycle extension.

Under such a system:

• Tyres with higher retreadability would receive lower eco-fees.
• Products that systematically fail to re-enter the cycle
• would face higher costs.
• This is not just a technical refinement. It is a shift from:
• Generic compliance.
• To intelligent market shaping.

THE LATIN AMERICAN PERSPECTIVE

In Latin America, the stakes are even higher.

The region faces:

• Structural dependence on imported tyres.
• Strong presence of low-cost, low-durability products.
• Emerging EPR frameworks (Chile, Costa Rica, Peru, Ecuador)

Chile, for example, through its EPR law (Ley REP), has made significant progress in structuring collection and recovery targets. However, like many systems, it still faces the challenge of fully integrating reuse strategies into its economic logic. Under these conditions, retreading is not just an environmental solution. It is a strategic industrial capability.

BEYOND WASTE MANAGEMENT

Latin America has a unique opportunity to design EPR systems not only to manage waste

but to govern resources and shape markets.

This means:

• Incentivising retreadable tyres
• Strengthening local retreading industries
• Reducing dependence on short-lifecycle imports
• Building resilience into supply chains

But this requires something critical: policy agility. Because if regulation lags behind market dynamics, it will not transform the system – it will merely formalise its inefficiencies.

A STRATEGIC CONCLUSION

If EPR systems are designed without properly integrating retreading – and without differentiating based on actual circular performance – they risk reinforcing a linear logic under a circular narrative. For emerging regions, this would be a critical mistake

The discussion around repair, reuse and retreading can no longer be treated merely as a waste management issue. It is increasingly becoming a matter of industrial resilience, strategic autonomy and economic security.

As global supply chains face growing pressure from geopolitical fragmentation, logistics disruptions and volatility in raw material markets, extending the useful life of products is emerging as a strategic capability for nations and industries alike.

In this context, Right to Repair should not be understood only as a consumer right but also as an industrial policy tool capable of strengthening local economies, reducing external dependency, preserving technical capabilities and supporting more resilient production systems.

Retreading, remanufacturing and reuse are part of a broader transition where value creation is no longer based exclusively on extraction and disposal but increasingly on intelligence, efficiency and lifecycle management.

CIRCULARITY WITHOUT HIERARCHY BECOMES INEFFICIENCY. REGULATION WITHOUT DIFFERENTIATION BECOMES DISTORTION.

Final note

The future of the tyre industry will not be defined only by how we recycle, but by how intelligently we extend the life of what we already produce. And that requires alignment between:

• Industry dynamics.
• Policy design.
• And strategic vision.

In that equation, retreading must move from the margins to the centre. Because properly understood, it is not just a process. It is a strategic filter, an industrial policy tool and a geopolitical lever.

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The Association of Natural Rubber Producing Countries (ANRPC) has released its market report for May 2026, depicting a sector characterised by sustained price strength and firm fundamentals. The global natural rubber market received additional upward momentum from a decline in Brent crude oil prices, which averaged USD 107.14 per barrel during the month. This represented a month-on-month decrease of 8.65 percent, attributed to easing geopolitical tensions in the Middle East and the temporary reopening of the Strait of Hormuz, which collectively bolstered the commodity's outlook.

Global production projections for 2026 stand at 15.337 million tonnes, marking a 2.4 percent increase from the previous year, with growth driven by Thailand, China, India and Malaysia, even as output moderates in Indonesia and Vietnam. Monthly production, however, fell to 997,000 tonnes in May, a year-on-year decline of 4.7 percent, due to seasonal wintering and dry weather conditions across South and Southeast Asia. Concurrently, worldwide consumption is forecast to rise by 1.3 percent to 15.550 million tonnes for the year, with May's consumption reaching 1.310 million tonnes, a 4.6 percent annual increase. This demand was underpinned by steady tyre manufacturing, electric vehicle-related consumption and resilient purchasing managers' indices in China and India, alongside record auto retail sales in India.

Physical prices for all major grades recorded broad-based gains throughout May, with SMR-20, STR-20, RSS-3, RSS-4 and latex all experiencing increases. Trade flows showed a mixed pattern, as imports from China and India contracted month-on-month, while Malaysia and Vietnam registered significant gains. On the export front, Cambodia, Vietnam and Thailand recorded increases, whereas Indonesia and Malaysia saw declines. Currency movements saw the Malaysian ringgit ease slightly, while the Thai baht traded within a stable range, and both nations reported decelerating GDP growth for the first quarter of 2026. Futures contracts on the SHFE and SGX reflected tightening supply and firm demand, posting notable month-on-month gains.

The market outlook remains cautiously balanced against a backdrop of several macroeconomic factors. Elevated trade tensions between United States and China, ongoing geopolitical conflicts and a steady United States Federal Reserve interest rate policy present potential headwinds. However, these are being offset by supportive elements, including the accelerating adoption of electric vehicles, tight feedstock supply due to adverse weather and the positive market sentiment generated by the European Union's decision to lower anti-dumping duties on Chinese tyres.

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