There is a category of flat tyre with nothing wrong with the tyre at all. You park at eleven and everything is fine, and by six in the morning one corner is on the floor. No nail, nothing visible in the tread, no damage anywhere. What has usually happened is at the join between the tyre and the wheel. An alloy rim seals against the tyre on a machined ledge, and aluminium corrodes under road salt into a crusty white oxide that lifts away in flakes. Once that ledge is no longer smooth, the bead of the tyre has a path to leak through.
It shows up overnight rather than while driving for a fairly simple reason. Standing still, the same short section of bead rests against the same part of the ledge for hours, and the tyre cools and the pressure falls with it. Driving warms it, flexes the bead and keeps moving the contact around, so the leak all but stops. Which is how a car comes to deflate in the small hours, get pumped up, do a full day without complaining and then do the whole thing again the next night. Topping it up is not a fix and it is never going to become one.
A tyre going down at midnight leaves you with three bad options and one good one. The bad ones are driving on it, leaving it and losing the morning, or waiting for a recovery truck that will only move the car. The good one is somebody coming out with the equipment to finish it. That is what round-the-clock dispatch actually means here: a van, stock, a balancer and a fitter, sent to where the car is standing in NW10 at whatever hour you ring. Roundwood and Willesden Green at 1am are ordinary ground for us.
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Cars around Willesden Green and up toward Dollis Hill live outdoors all year, and winter salt sits in the wheel wells long after the roads have dried. Aluminium wheels that spend a decade in that end up with a corroded sealing ledge, and the flat tyre that follows always looks like a puncture and never is. If a tyre is empty every morning and behaves itself all day, say exactly that when you call, because the pattern tells us to bring the tyre off the rim rather than to go hunting for a nail.
A car parked on a Walm Lane terrace was emptying overnight and holding all day. Nothing at all was found in the tread. The corrosion was on the ledge inside the rim, which nobody can see while the tyre is still on the wheel.
Once that tyre came off, the seat was covered in flaky oxide from years of winter salt. Cleaning it back to sound metal and refitting the tyre ended a leak the owner had been living with since February.
One driver had been putting air in before every early start and had been quoted for a puncture repair twice. The air was going out at the rim rather than through the tread, so both of those repairs would have missed it entirely.
Air escaping where the edge of the tyre seals against the wheel rather than through the tyre itself. On an alloy, that seat corrodes under salt and grit, and the flaky oxide it forms leaves the bead sitting on an uneven surface. Nothing shows from outside, because the join is hidden.
Because standing still, the bead rests on one part of the seat for hours and the tyre cools, which drops the pressure further. Driving warms it and keeps the bead moving against the rim, closing the path up. That daily pattern is the thing to describe when you ring.
It is sorted where the car is standing. The tyre comes off the rim, the seat is cleaned back to clean metal and sealed, then the tyre goes back on and is reinflated. It takes the tyre coming off the wheel to do at all, which is why nothing you can spray in has ever cured it.
Yes, 24 hours a day and every day of the year, which suits this fault well since it tends to announce itself at five in the morning. Typical arrival is 30 to 60 minutes and the work happens at the kerb, so the permit space stays yours throughout.
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