Run-flat does not mean the tyre came through it. What it means is that the sidewalls have stiff rubber inserts built into them, strong enough to carry the car for a limited distance at a limited speed with no air in the tyre at all. That is a get-yourself-somewhere-safe design, and it works. It is not a repair. Those inserts are holding up a load they were never meant to hold for long, and they heat up and break down while they do it.
So the clock behaves differently on a run-flat. A nail found at eleven at night in a car parked at Laleham is very often repairable. The same nail, driven twelve miles the next morning because the car still felt normal, is a new tyre. The only way to tell which you have is to break the tyre off its rim and look inside. A liner gone blue, powdery or scuffed says the casing has been run down, and the answer is no. A clean liner with the hole in the central band gets reamed out, plugged and patched to BS AU 159, then balanced.
An overnight repair follows exactly the same standard as a daytime one, and it is worth being clear about that. Where the damage falls outside the standard you get told at that hour and a replacement goes on from the van, on the drive in Stanwell Moor or wherever the car is. The wheel comes off in Ashford Common, not on a ramp in Egham. Nothing is towed out of Staines Town or Stanwell; the work finishes there.
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The roads around here never properly stop. Airport traffic keeps the A30 London Road and the A308 moving through the small hours, and the M25 at Junction 13 is rarely quiet. That is a fair part of why punctures get found at odd times locally, and why we work those hours. Between midnight and five is also the one window when there is actually room to work at the kerb in the town centre.
Nothing felt wrong, which is normal on a run-flat. The driver pulled into a lit car park, we found a screw square in the centre of the tread, and the tyre was saved because it had done two miles rather than twenty.
A screw picked up somewhere during the evening and a shift due at six. We came out, took the tyre off, checked it right through and sealed it properly, and the car sat on the drive ready for the morning.
Twenty-odd miles had already gone under it. The inner liner had chafed itself grey and the sidewall inserts had softened, so the honest answer was a replacement rather than charging for a repair that was never going to hold.
Look along the sidewall for a short code near the size: RFT, ROF, ZP, DSST and SSR all mean the same thing. If there is no spare wheel and no jack anywhere in the boot, that is usually a strong hint as well.
Sometimes. It depends on the state of the casing rather than on the rule of thumb people repeat, and some tyre makers refuse repairs on their own run-flats outright. We check what the tyre says, inspect the inside of it, and tell you which of the two you are looking at.
Not reliably, no. The outside of a run-flat that has been driven soft often looks perfectly ordinary. All the evidence is on the inner liner and in the sidewall inserts, which is why it has to come off the wheel before anybody gives you a verdict.
Sealant coats the inside of the tyre and the pressure sensor in gunge, hides the damage from anyone trying to inspect it, and is a temporary bodge in any case. It also usually means the tyre gets thrown away instead of saved.
Somewhere around fifty miles at up to fifty miles an hour is the usual design figure, and it varies between manufacturers and drops with a loaded car. Treat it as a distance to reach somewhere safe, not a distance to carry on with.
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