A legal puncture repair in this country is defined by a standard, BS AU 159, and the part of it nobody hears about is not the plug or the patch. It is the inspection. The tyre has to come off the wheel so somebody can look at the inside of the casing, because that surface is the only one that tells the truth about what the tyre has been through. Nothing you can judge from the outside counts. A string pushed in through the tread at the kerbside is not a repair, it is a delay wearing a repair's clothes.
Inside, the liner keeps a record. A grey powdery smear across it means the tyre has been run soft and the walls have been chafing against each other, and that finishes the casing whether or not the puncture itself was fixable. A bright polished scuff shows something loose has been rattling around in there. You also discover that the nail went in on a slant and the real hole is nowhere near where the head sits. That is the argument for doing it at two in the morning: at two the tyre has not been driven on yet.
Bank holidays are the worst of it. Everything is shut, the roads are busy and a puncture on one of them means a long wait for most people. Not here: dispatch runs 365 days a year across SW2, and the van carries what it needs to finish the job on the spot. A repairable puncture is repaired to British Standard, properly, from the inside; a tyre that has gone too far gets replaced from stock. It makes no difference whether the car is in Furzedown or Streatham Park, or which hour of which day it is. The visit ends with a balanced wheel and a correct pressure rather than a note to ring back on Tuesday.
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Overnight is genuinely the better shift here. The High Road at three in the morning is a different road: no buses, the bays half empty, and space around the car to get a wheel off without somebody trying to squeeze past. Most of our night calls in the SW16 streets are people who found a soft tyre when they got in from work and need the car in the morning, and that is the ideal time to catch it.
A screw sitting neatly in the middle of the tread had travelled in sideways, and the puncture came out near the shoulder once the tyre was off. From outside it looked like a straightforward repair. It was not one.
A tyre topped up at a garage forecourt for a fortnight came off covered in fine grey powder inside. That is the casing grinding itself away, and no patch fixes it, so the honest answer was a replacement.
A driver got home late to a tyre that would not hold air and needed the car early. Working overnight at the kerb meant the casing was still sound, which it might not have been after a morning of stop start traffic.
Because nobody has looked inside, so nobody knows what they are sealing. An external plug also leaves the puncture channel open to water, which rusts the steel belts under the tread from the hole outwards. It is not permitted under the standard and we do not carry them.
Damage outside the central tread band, a cut longer than the limit the standard allows, a previous repair overlapping the new one, or a casing already wrecked by being driven flat. Age and condition come into it as well. We will show you what we found.
The rate at four in the morning is the rate at four in the afternoon. The hour changes what we are doing, not what it costs, and it is agreed with you before anything comes off the car.
There is a limit and it is about placement as much as number. Repairs cannot overlap and cannot crowd the shoulder, so a tyre with two already in the tread has very little room left. At that point the sensible money goes on a new one.
Ask the fitter to show you before the tyre goes back on. The wheel is bare and lying there, the patch is visible on the inside surface, and you can see the liner for yourself. Anyone unwilling to show you that has not done it.
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