BS AU 159 is the British standard that decides whether a puncture may be mended, and it is stricter than most drivers expect. The hole has to sit in the middle band of the tread, the central three quarters and no further out. It has to be under a certain size. The inside of the casing has to be clean when the tyre comes off the rim and gets properly examined. That last part is why a can of foam from a petrol station is not a repair: it hides the damage, coats the pressure sensor and quite often turns a mendable tyre into a scrap one. We do the real version wherever the car is standing, at whatever hour you noticed, then put the wheel back on balanced.
The night before an MOT is a popular time to find a puncture. We come out at that hour to Mapesbury or wherever the car is parked, take the wheel off, inspect the casing from the inside and fit a proper internal plug-patch where the damage permits. School run in Childs Hill or 1am in Dollis Hill, we answer the same. Christmas Day in the Chichele Road area, any day in Gladstone Park: the line is open.
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Traffic crawls the whole way from Kilburn up to the North Circular, and slow, hot, heavily loaded tyres pick up debris that a faster road would simply flick aside. Most of the night calls out of NW2 are ordinary screws and roofing nails, and most are still mendable so long as nobody drives on them first.
Something picked up between the North Circular and home tends to announce itself once the car is parked and cooling. Left until the morning it will be flat, and a flat tyre driven even a few hundred yards along Cricklewood Lane is wrecked from the inside out. Ringing at midnight is not dramatic. It is cheaper.
Aerosol foam squirted in at the roadside does not automatically write a tyre off, but the casing has to be washed out before anything will bond to it, and the valve sensor needs checking afterwards. Once the tyre is off the wheel we can see which way it has gone, and we will tell you either way.
A tyre losing a few psi a week and reading fine on a warm afternoon is often going out through the bead seat or the valve rather than the tread. Off the rim and under water it gives itself away in seconds. We have found several of these on driveways around Mapesbury after somebody else had shrugged.
Done to the standard, yes. A patch and plug vulcanised into the casing bonds to the rubber and lasts as long as the rest of the tread does. What is not as good is a string forced in from the outside without the tyre ever coming off, which is why we will not do them.
Because it is the same work. The thing that changes at three in the morning is that the tyre is still saveable. By eight, after a crawl down the A5, it may well not be.
Often, provided it has not been driven soft for miles. Run-flats disguise the problem so well that people cover real distance without noticing and the sidewall cooks itself. We look for the scuffing on the inner liner before committing to a mend.
Not necessarily. They have to be far enough apart and both inside the repairable band. Close together, the patches overlap and the casing is compromised, and at that point we would rather sell you a tyre than a fudge.
Always. A patch adds weight in one place and an unbalanced wheel shows up as a shimmy through the steering at about fifty. The balancer travels with us, so the wheel goes back on ready to drive.
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