Cold air takes up less room than warm air, so a tyre loses pressure simply by standing outside on a cold night. Reckon on one to two psi for every ten degrees the temperature falls. Set a car to 33 psi on a mild evening, walk out to it on a hard frost, and the warning light can be on with nothing wrong at all. Every winter a good share of the calls that begin with the word puncture end with a gauge, a bottle of soapy water and no repair.
The catch is that a genuine slow puncture looks identical from the driver's seat. So we test instead of guessing. All four go to the pressure printed on the door shut, then we look for where air is actually leaving: a tired valve core, a perished valve stem, or corrosion under the bead letting it seep out around the rim. If there is a nail in it after all, the tyre comes off the wheel and gets checked from the inside while it is still worth repairing, which at three in the morning it usually still is.
The useful thing about an overnight repair is what it saves you the next morning. We do the second, across N14, 24 hours a day and every day of the year. Driveways, side streets and the car parks around Grovelands Park are all normal working ground at three in the morning. Old tyres leave Grange Park, Osidge and N14 with us, every time. You watch it happen in Winchmore Hill, or at the kerb in Oakwood. N14 takes in Cockfosters and Grange Park, and we work the lot.
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The streets around Grovelands Park are quiet and open, and cars there stand out overnight for twelve or thirteen hours at a stretch, so they cool right through. That is why the phone goes early on the first proper frost of the year. Most of those calls turn out to be pressure rather than punctures, and we would rather say so than sell somebody a repair they do not need.
A car standing outside near Osidge showed low on every corner after a clear night. Nothing was leaking anywhere. We set the pressures properly and showed the owner where the correct figures are printed on the door shut.
Same symptom, different cause. One tyre was down twelve psi while the other three had barely moved. Soapy water found the head of a roofing nail, and it was sealed there and then rather than left for the morning.
A ten year old alloy weeping at the bead, which no amount of topping up will ever cure. We broke the tyre down, cleaned the corrosion off the seat, fitted a new valve and put it back together.
With a gauge and a compressor, mostly. Everything goes to the correct pressure, then the suspect tyre gets soaped and watched. Escaping air shows itself as a growing crown of bubbles, and where they form tells us whether it is the tread, the valve or the rim.
For a night, if the drop is small, that is reasonable. For a fortnight it is not, because a tyre run repeatedly soft wears its shoulders and chews the inner liner. Topping up postpones a repair, and postponing sometimes costs you the tyre.
Yes. We run around the clock, every day of the year, and night calls are quieter and often faster than the rush hour. If your alarm is set for five, ringing at two beats waiting.
The inside gets looked over first, because that is where the evidence is. The hole is reamed square, a combined plug and patch goes in from within, the bead is refitted and the wheel is balanced again before it goes back on the car.
Not necessarily. The figures on the door shut are quoted cold anyway, so that is what you set on a frosty morning, not after a drive. If one tyre needs air far more often than its neighbours, that is a leak, not the weather.
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