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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The Association of Natural Rubber Producing Countries (ANRPC) has released its Monthly Natural Rubber Statistical Report for June 2026, a month defined by price resilience amid conflicting market forces. The provisional reopening of the Strait of Hormuz triggered a sharp 20.29 percent drop in Brent crude oil prices to USD 85.40 per barrel. However, this bearish signal was counterbalanced by persistent supply constraints from El Niño-related weather disruptions across major producing regions.

Physical rubber prices posted broad-based gains across most grades. SMR-20 rose 1.39 percent to USD 2.32 per kilogramme, while STR-20 gained 2.61 percent to USD 2.55 per kilogramme. RSS-3 and RSS-4 advanced 4.98 percent and 5.88 percent to USD 3.09 and USD 2.84 per kilogramme, respectively, though latex eased 1.44 percent to USD 1.94 per kilogramme. On the trade front, China's imports surged 7.14 percent month-on-month, while India and Viet Nam declined. Export growth was recorded for Cambodia, Viet Nam and Indonesia, though Thai shipments contracted.

Global production for 2026 is projected at 15.310 million tonnes, up 2.3 percent from 2025, driven by gains in Thailand, China, India and Malaysia. However, June output fell 3.7 percent year-on-year to 1.207 million tonnes due to seasonal wintering and El Niño-related weather disruptions. Malaysia, Indonesia and Cambodia have introduced new incentive and governance measures to strengthen their sectors. Global consumption is forecast to grow 0.7 percent to 15.411 million tonnes in 2026, with June consumption rising 3.3 percent to 1.300 million tonnes, led by China and India amid steady tyre and EV-related demand.

Currency markets saw the Malaysian ringgit trade between RM3.96 and RM4.08 against the US dollar, while the Thai baht ranged from 32.56 to 33.24. In futures trading, the SHFE September 2026 contract averaged 17,580.68 CNY per tonne, down 0.45 percent month-on-month, while the SGX September contract averaged USD 2.24 per kilogramme, up 1.75 percent, with both reflecting tightening supply and firm downstream demand.

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Pyrum Innovations AG has finalised long-term supply and offtake agreements with Pirelli, reinforcing the tyre manufacturer’s European Tyre-to-Tyre initiative. The deal secures Pirelli’s purchase of Pyrum’s ThermoTireBlack (TTB) for use in its European production facilities, while Pirelli will provide Pyrum with end-of-life tyres from designated German sources.

These contracts simultaneously bolster Pyrum’s feedstock security and guarantee an industrial outlet for its recycled materials, covering both raw material procurement and product commercialisation. Through its proprietary thermolysis process, Pyrum transforms scrap tyres into ThermoTireBlack, which can substitute fossil-based carbon black, and ThermoTireOil (TTO), destined for chemical industry use. The partnership offers further validation of Pyrum’s technology within a certified European value chain involving tyre, chemical and synthetic-rubber leaders.

Pyrum also supports the broader Tyre-to-Tyre project, initiated by Pirelli with BASF and Synthos, which reintroduces secondary materials from used tyres and production waste into new tyre manufacturing via an ISCC PLUS-certified, traceable system.

Pascal Klein, CEO, Pyrum Innovations AG, said, “Signing these long-term agreements with Pirelli is an important commercial and strategic milestone for Pyrum. The coöperation secures both the supply of end-of-life tyres and an industrial outlet for our TTB. It confirms that our technology and products meet the requirements of one of the world’s leading tyre manufacturers and can contribute to the establishment of scalable circular value chains in Europe.”

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MICHELIN ResiCare, a specialist in renewable and high-performance chemical solutions, has entered into a distribution partnership with IMCD Europe, a major international distributor of speciality chemicals. The agreement centres on the European supply of 5-hydroxymethylfurfural (5-HMF), a bio-sourced compound produced at the company's Isère-based industrial facility in Péage-de-Roussillon.

Under the new arrangement, IMCD Europe will handle distribution across the continent while MICHELIN ResiCare maintains direct engagement with its key strategic accounts. The collaboration aims to significantly widen the molecule's availability to European manufacturers through an optimised logistics framework and localised technical support, thereby addressing rapidly growing demand within the materials and formulation chemical sectors.

The French production site, scheduled to begin operations in early 2027, will have an initial annual capacity of 3,000 metric tonnes. This domestic manufacturing capability represents a critical step in securing European access to a molecule deemed strategically important for the region's chemical industry, reducing reliance on external supply sources.

IMCD will contribute its technical expertise, market knowledge and pan-European distribution network to facilitate the integration of 5-HMF into new applications. The company's established footprint in polymers, advanced materials and speciality formulations positions it to provide developmental support to manufacturers exploring alternatives to fossil-derived intermediates. MICHELIN ResiCare has already spent two years assisting major industry players with application evaluations, and the partnership is expected to expand these efforts across a broader customer base.

Derived from fructose through non-toxic green chemistry and already REACH-registered, 5-HMF serves as a versatile building block for low-environmental-impact resins and can replace conventional petroleum-based ingredients across diverse industries including agriculture, cosmetics, construction, transport, aeronautics and electronics. The collaboration reinforces MICHELIN ResiCare's commitment to renewable resources and sustainable material development while aligning with IMCD's dedication to advancing innovation in greener chemistry solutions.

Laurent Lemonnier, CEO, MICHELIN ResiCare, said, “This partnership with IMCD represents a major step forward in our desire to popularise the use of 5-HMF and to support the transition to a more responsible chemistry. With its technical expertise, its capacity to support customers and its European location, IMCD is the perfect partner to speed up the distribution of this molecule of the future.”

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Pirelli, Pyrum, Synthos and BASF have launched a European tyre-to-tyre recycling initiative aimed at increasing the use of recycled materials from end-of-life and scrap tyres in the manufacture of new tyres. The project, coordinated by Pirelli, is designed to establish an industrial ecosystem that supports a circular economy while reducing reliance on virgin raw materials.

The initiative uses end-of-life tyres collected across Germany from selected Driver retail outlets and motorsport activities, together with scrap tyres from Pirelli's Breuberg manufacturing plant. These materials are processed into secondary raw materials, including synthetic rubber, certified under the ISCC PLUS scheme to ensure traceability throughout the value chain before being reintroduced into the production of new Pirelli tyres.

Under the process, Pyrum converts end-of-life and scrap tyres through pyrolysis into recovered carbon black (rCB) and tyre pyrolysis oil (TPO). The recovered carbon black is upgraded and used in Pirelli's European tyre production, replacing part of the virgin carbon black requirement.

The tyre pyrolysis oil is supplied to BASF, where it is co-fed with fossil-based feedstock in the production of chemicals including butadiene and styrene. Using a mass balance approach, the recycled content is allocated to ISCC PLUS-certified Ccycled® products. Synthos then uses these materials to manufacture ISCC PLUS-certified synthetic rubber for high-performance tyre applications, which is supplied back to Pirelli, completing the material loop.

The companies said the project demonstrates that large-scale product circularity requires collaboration across the value chain rather than action by a single company. The partnership combines material science, certified processes and industrial capabilities to recover, process and reuse materials within a structured system.

According to the companies, the project represents the most comprehensive application of a tyre-to-tyre circular model in Europe to date, showing how end-of-life tyres can be transformed into raw materials for new tyre production through a traceable industrial process.

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