What does the future of tyre technology look like? The answer remains ‘pneumatic tyres’, but in the sense of greener and more digital technologies.

The ‘pneumatic tyre’ remains the only optimal long-term solution that meets expectations in all important technical parameters, even if tyre construction becomes more complex with each new vehicle generation. To the question ‘What does the future of tyre technology look like?’, the answer is still ‘pneumatic tyres’, but in the sense of greener and more digital technologies.

The increasing number of SUVs, electric cars and new types of vehicles lead to a change in tyre sizes in every markets. New vehicles come in different sizes, so the lifespan of common tyre sizes under same class vehicles available in the market is decreasing day by day. Therefore, successful SKU management and new technics are required for inventory management.

Electric cars are increasingly dominating the market with their larger load capacity, higher torque and higher requirements for tyre wear resistance. Tyres of electrical cars and SUVs are becoming larger and heavier, limiting opportunities to reduce total tyre weight on automobiles.

Electric vehicle-associated increase in average vehicle weight and acceleration speed requires changes in tyre design. Optimisation of the raw materials and chemicals used in the mix of compound formulations are certainly necessary.

Tyres are still ‘black and round’, but they are constantly evolving towards ‘more efficient, smarter and safer technologies’. Lower skid depth but better wear resistance are common approaches to higher overall efficiency. Friction requirements must be balanced with tyre pattern for safety. Minor differences of patterns might change tyre responses unpredictably.

Of course, tyres must be durable and perform properly throughout their lifetime, but there are other requirements that must be met to be accepted on the market. The basic requirements are already included in the tyre regulation. The European tyre labelling system obliges tyre manufacturers to maximise the rolling resistance, wet grip and noise level of the tyres. In addition, it is an opportunity to enter the market with better tyre ratings.

Cold working is better for endurance and for better rolling resistance, but maintaining optimum grip performance is a challenge. Optimising wet grip and tyre wear are in conflict together with tyre handling, which is critical for safety. Likewise, better aquaplaning performance does not automatically mean better wet performance, and it is difficult to optimise both at one time. The same goes for noise and traction in wet conditions. Therefore, optimising and balancing different parameters is always a science in itself.

The increasing market penetration of electric vehicles and the associated increase in average vehicle weight and acceleration speed require changes in tyre design. Noise reduction and improved rolling resistance must be balanced by improved wear resistance. Given the enormous development of new generation alternatives in recent years, optimisation of the raw materials and chemicals used in compound formulations are certainly necessary.

Improving one performance parameter in the tyre industry often has a negative impact on another metric. The use of nanomaterials in tyre tread compounds let many of the metrics get better such as durability, wear and rolling resistance and wet performance.

Lower rolling resistance means less dynamic energy is required to maximise the vehicle’s range, which is crucial for electric vehicles. Low rolling resistance tyres make it possible to increase the range of electric vehicles by up to seven percent. Continental has announced the development of a special soft rubber tread compound that helps reduce rolling resistance and noise levels simultaneously, without compromising mileage.

Current tests show that the tyres of electric vehicles wear out 20 percent faster. This is due to the additional weight, the higher engine torque and the friction effects on the tyres when energy is recovered in coasting. Reduction of RR essentially requires a lower tread depth, but it also means the tyre lasts less time and generates more noise. However, the use of nanomaterials in tyre tread compounds, which manufacturers are experimenting with, improves durability, wear resistance and extends tyre life.

Nano-silica reduces rolling resistance, thereby improving fuel efficiency, while nano-clay improves thermal stability and provides consistent performance at different temperatures. Carbon nanotubes and graphene are used to improve the mechanical and electrical properties of tyre rubber, which improves tensile strength, elasticity and compensating low conductivity caused by the high silica content in the tread compound of current tyres. However, due to high cost and low availability, their widespread application in the tyre industry is limited.

Improving one performance parameter in the tyre industry often has a negative impact on another metric, such as efficiency, and comes at the expense of another metric, such as durability or wet grip. Silica nanoparticles improve wet grip in this respect by improving the tyre’s interaction with wet surfaces, thus increasing safety in adverse weather conditions.

By 2050, all tyres will be made from direct natural sources or recycled materials, which corresponds to the global goal of net zero CO2 emissions. Growing consumer awareness is also driving demand for products made from recycled materials.

In order to achieve carbon neutrality, a ‘sharp decline in demand for fossil fuels’ is expected in the global energy sector from 2040 onwards. ISO 14068 provides principles, requirements and guidelines for achieving and demonstrating carbon neutrality, with a focus on quantifying, reducing and offsetting the carbon footprint. Growing consumer awareness is driving demand for products made from recycled materials. Industry practices and market offerings are influencing new products.

Similar to the rapid and massive increase in investments in renewable energy and capacity expansions, the sustainable tyre materials market is also expected to witness strong growth. Manufacturers are exploring biodegradable materials and using recycled components to reduce environmental impact while ensuring that safety and performance are not compromised.

Major tyre manufacturers have already set themselves ambitious goals: by 2050, they are committed to use 100 percent sustainable materials in their production. From that date, all tyres will be made from direct natural sources or recycled materials, which corresponds to the global goal of ‘net zero CO2 emissions by 2050’.

Today, it is technically possible to extract ultrafine carbon black and pyrolysis oil from scrap tyres. Other achievements include the use of bio-based butadiene from wood biomass and other plant waste as a replacement for butadiene from petroleum, recycled styrene from plastics and polyester yarn obtained from recycled PET. The extraction of high-quality, reusable steel, gas and other new materials from scrap tyres is currently practiced by some tyre manufacturers.

Tyre performance is experimented with virtual testing in extreme conditions and optimisation of tyre performance is possible before real prototypes come to life. Digitalisation offers endless possibilities for new horizons in tyre industry.

Digitalisation has revolutionised design, manufacturing, performance monitoring and durability of tyre technologies. ‘Smart tyres’ with ‘embedded sensors’ send real-time and continuous data such as pressure, temperature, tread depth and wear data to vehicle control systems and cloud platforms. Safety is provided by detecting early signs of wear or punctures.

Simulation in virtual environments allows understanding of tyre behaviour under different conditions such as temperature, pressure and road types. It is possible to reduce the number of physical prototypes and speed up tyre design cycles. Faster design and prototyping minimise the time spent on developing the tyre. Major tyre manufacturers already own simulator setups and software to virtually test vehicle and tyres altogether.

Virtual tyre testing and simulation uses AI for visualising tyre model behaviour and finite element analysis methods are used to calculate external heat, load or pressures impacts. Virtual models respond to forces, heat and wear effects. This enables virtual testing in extreme conditions and optimisation of tyre performance before real prototypes come to life. Digitalisation offers endless possibilities for new horizons in the tyre industry.

The tyre industry is increasingly placing emphasis on digital transformation and sustainability. ‘What’s next?’ is an open question for any technological industries. The ‘Next Step’ in tyre industry is the green and digital revolution. How this development is managed depends on the intellectual and technological capabilities of the tyre manufacturers.

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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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Metso has named Renaud Lapointe as President of its Aggregates business area and a member of the Metso Leadership Team, with the appointment taking effect on 15 November 2026. He takes over from Markku Simula, whose departure from the company was announced on 11 August 2026.

Lapointe has been with Metso since 2005 and has served as President of the Europe and Central Asia market area since December 2024. Before that, he led the Metso Products business line within the Aggregates business area from 2018 to 2024, and between 2014 and 2017 he was Vice President of the Crusher Systems business line in the same segment. Earlier in his tenure, from 2005 to 2014, he held several leadership positions at Metso in France. Lapointe holds a degree in mechanical engineering from ISTIL in Lyon, France.

Lapointe said, "I am excited to return to the Aggregates business and lead such a highly respected global organisation. With its strong customer relationships, industry-leading solutions and talented team, the business is well positioned for continued success and growth.”

Sami Takaluoma, President and CEO, Metso, said, “Renaud brings experience from both our Aggregates business and our market area organisation. This combination will support the continued development of our offering and close cooperation with customers. I look forward to welcoming him to the Metso Leadership Team.”

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