You walk out of a unit at Denbigh at the end of a shift, glance round the car out of habit, and there is a swelling on the sidewall the size of an egg that was not there this morning. Nothing is flat. The car will drive perfectly well. Every instinct says carry on and deal with it at the weekend.
Do not. That shape is the casing cords broken underneath, usually from a kerb or a hole in the road taken at speed, and no repair exists for it at any money. The structure has already failed and what you can see is the last layer of rubber stretching over the gap. Most of what we are called to inspect is less obvious than that and needs a real opinion rather than a rule: fine crazing on a car that mainly sits parked in Old Bletchley, a scrape picked up on a roundabout, wear down one edge that is really an alignment fault wearing out a perfectly good tyre. Some of those cost you a cover and some cost you nothing whatever. We read the date code, the depth, the bead and the inside if the tyre has to come off anyway, then tell you which one it is. Sound tyres go back on the car.
Big alloys and low-profile tyres look good and break easily. We check both when we come out to Far Bletchley or wherever the car is standing: the tyre for cuts, splits and bulges, and the alloy for damage, before anything goes back on. Water Eaton one hour, on the A5 the next, Brickfields after that: one patch. A Brickfields cul-de-sac or a Fenny Stratford main road, tell us which. A tight terrace in Fenny Stratford or a narrow bay on the A421 is usually workable.
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Two very different sorts of damage turn up around Bletchley: kerb and roundabout injuries from the grid junctions, and heat or debris damage off the A5. Both get looked at properly, and because the fitting stock travels with the tools, a verdict at Brickfields can become a finished job without a second appointment.
One front on a car kept at Water Eaton was worn down the inner edge while the outer looked new. Fitting a replacement without saying anything would have sold the same problem again in eight months, so the owner heard about the alignment as well as the tyre.
A wheel had gone over a kerb face at a grid junction and the owner assumed the worst. In fact the mark was in the rubber only and the casing behind it was sound, so nothing was replaced and nothing was charged for beyond looking.
A little-used car near Far Bletchley had walls full of hairline splits and a full set of tread. The date codes were the giveaway. Rubber goes hard whether the wheels turn or not, and this one had run out of years rather than millimetres.
A bulge or a deep cut can fail with no warning at all, which is worse than a slow puncture because you find out at speed. Flat is inconvenient. Structurally damaged is the one to take seriously.
Almost never. Usually one, sometimes a pair on the same axle where the tread depths are miles apart. Anyone reaching straight for four should be asked why.
The cords that hold the tyre together. Once those are visible the tyre is finished, whatever the rest of it looks like, and it has no business going anywhere near the A5.
That pattern points at the car rather than the tyre. New rubber will cure the symptom for a while and then wear out the same way. We will point out what we can see and say when it is worth getting the geometry checked.
Yes. An inspection is a proper job in its own right, whether the car is at Denbigh or on a drive in Fenny Stratford, and quite often it ends with us telling you to keep your money and drive on. That is a result, not a wasted visit.
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