Two readings taken on the same tyre six hours apart can differ by four or five pounds without a single molecule of air escaping. Check it after a run in through evening traffic and it reads high, because the tyre has been flexing and the air inside has warmed and expanded. Check the same wheel at six the next morning and it reads low. Neither gauge is broken. Only one of those readings is the one the manufacturer meant, and it is the cold one.
The figures listed on the door plate are cold pressures, meaning the car has stood for a few hours and the tyres have settled to the temperature around them. That is the number to work against. It also means the middle of the night is, awkwardly, the most honest time to check a tyre and the least convenient time to do anything about it. Which is rather the point of working through it. A tyre that read correctly on a warm evening and is visibly soft at five in the morning has not lost that air to the cold alone, and waiting for a garage to open hands the leak another eight hours to ruin a casing that was repairable.
Early starts are the other half of the overnight work. Half four in the morning, car loaded, and a tyre that has quietly gone down since you parked it in Montagu Square. Anywhere in Greater London, 365 days a year. You watch it happen in Devonshire Street, or at the kerb in Portman. Same tools in Devonshire Street as in Portman, same on every call.
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Late calls in W1U tend to come from people with an early start, a booked departure or a shift beginning, and the honest position is that a tyre read at that hour is telling you more than one read after a warm drive home. We come to the bay you are already parked in, check all four cold, and repair or replace on the strength of what is genuinely wrong.
A car had been topped up at a forecourt straight off the Marylebone Road with the tyres thoroughly warm, so the gauge was already reading above the truth before any air went in. By morning all four sat several pounds under. Nothing was leaking. They had simply been filled to the wrong target.
An early departure, the car on a residents bay, and one front tyre clearly softer than the others under a torch. Four even readings would have been weather. One corner behind the rest is not, and there was a screw in the tread. It was dealt with rather than left until daylight.
Public gauges take a beating and disagree with each other, which is why two garages can give two answers on the same tyre. We work from our own gauge, set the car to the figures on its own plate, and tell you what each corner actually read when we found it.
Before, ideally first thing, with the car having stood overnight. If you can only check them warm, expect a reading a few pounds above the cold figure and resist chasing it down by letting air out. That is how people end up driving around underinflated all winter.
Call. A soft tyre left standing until morning is one thing, but a soft tyre driven on is another, and most people end up driving on it because their day starts before the garage does. Somebody is out at that hour regardless.
Because the system is reading a genuinely lower pressure. Cold air occupies less space. The light is not wrong, it is reporting the tyre below its threshold at that moment, and if the tyre is also leaking then it will not recover as the car warms up.
It does, and that is the wheel nobody checks. A space saver usually wants a considerably higher pressure than the road tyres, and it has been sitting under the boot floor quietly losing air for years. Worth a look while a corner is jacked up anyway.
That describes most night calls here. We bring lighting, set up on the safe side of the car away from passing traffic, and the work runs exactly as it would at noon. Nothing gets abbreviated because it is dark and cold.
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