There is a British Standard covering how a car tyre may be repaired, and it is stricter than most drivers expect. It confines the repair to the tread, it sets a limit on the size of the injury, it requires the tyre to be taken off the wheel so the inside can be examined, and it rules out any casing that has been driven on while flat. BS AU 159 is the reference and everything we do follows it.
Why that matters at two in the morning is straightforward enough. All those conditions are more likely to be satisfied at two in the morning than at nine, because in between somebody usually drives the car. A few miles on a deflating tyre destroys the inner liner, and once that has gone there is no sound surface for a patch to key into. The tyre then goes in the bin, not because of the nail but because of the journey afterwards. So we run through the night: injury reamed out, plug drawn through, patch bonded on the inside, wheel rebalanced and refitted. Same procedure whatever the hour, on a drive in Apsley or on a lay-by off the A4251.
Bank holidays are the worst of it. Not here: dispatch runs 365 days a year across Hertfordshire, and the van carries what it needs to finish the job on the spot. It makes no difference whether the car is in Old Town or Grovehill, or which hour of which day it is. Pressures set before we leave Old Town, and the same on the A4147. A Bennetts End driveway is our workshop, and so is a Grovehill kerb.
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This is a town where the fast miles on the M1 at junction 8 and the A41 sit alongside a great deal of low-speed manoeuvring around the town's roundabouts and junctions. Both find punctures, and neither cares what time it is. We come out to wherever the car ended up rather than asking you to bring it anywhere.
A nail found when the car was already loaded for an early departure. It sat well within the tread, the casing was clean inside, and the whole repair took about twenty minutes.
A leak too slow to strand anybody but quick enough to be a nuisance. We found a tack embedded near the centre of the tread, reamed it out and sealed it properly rather than keep topping it up.
The best version of this call. The tyre still had most of its pressure and the driver rang instead of carrying on to see what happened. Repaired that evening with the casing untouched.
Depends how far and how flat. A mile with some air still in it is usually survivable; several miles fully down is not, because the sidewalls will have folded onto the rim and shredded the liner. We can only tell once the tyre is off the wheel, and we will show you what we find.
Because the damage that decides the outcome is on the inside. From the outside you see a nail head and nothing else. Inside you see whether the object has cut the belts, whether it entered at an angle, and whether the liner has been chewed. Anyone repairing without removing the tyre is guessing.
Yes, within reason. Separate injuries in the repairable area, not overlapping, each properly patched. What we will not do is stack a new repair on top of an old one or turn a casing into a patchwork.
There is, and it is part of the standard rather than our preference. Beyond that size the structure has lost too much and no patch restores it. Big gashes and cuts fall outside repair altogether.
They are. Somebody answers and somebody comes, at any hour, on every date in the calendar, bank holidays and Christmas included.
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