A bulge in a sidewall is not a bruise that goes down with time. It is the outline of the casing cords letting go underneath, and the rubber is simply showing you where the tyre has already failed. People hope otherwise, which is understandable, but a swelling the size of a thumbnail is the tyre telling you it will let go properly at some point and probably not while you are parked.
So when you send us a photo or we look at it on the driveway, the verdict is about the structure, not the surface. Scuffing off a Newnham kerb is often cosmetic. Cracked, perished rubber on a car that sits still in Arbury for weeks at a time frequently is not, because age hardens a tyre from the inside out. Sometimes the useful thing we do is tell you the tyre is fine and take nothing off you but the drive out. When the cords have gone we say that too, and there is a replacement in the van rather than a booking for next week.
Sidewall damage is the one that catches people out. A kerb taken badly on the A1303 will do it as readily as a pothole will. If that is what you are looking at, whether the car is in Arbury or anywhere else in Cambridge, the answer is a replacement, and it is better fitted where the car is standing than at the end of a nervous drive. Whether it is Chesterton in rush hour or the M11 at midnight, we answer. We are out on the A14 at 2am and in Trumpington at 2pm.
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Damage assessment is the job we do most often for drivers who have just kerbed a wheel somewhere tight, and Cambridge has no shortage of tight. We look at the tyre where the car is standing, whether that is Cherry Hinton or a village out towards St Neots, and give a straight verdict. If it needs replacing there is stock on the van; if it does not, we say so.
The narrow streets in Romsey mean a lot of cars meet the kerb sideways. A marked rim is easy to see, but the tyre bead behind it takes the same hit and that damage is not visible from the pavement. We check both before making a call.
Something sharp off the A14 opened a groove in a tread block. Shallow cuts often turn out to be nothing, but shallow is measured against how deep the belt sits, not against how bad it looks. This one had not reached the belt, so the tyre stayed on.
A little used car in Chesterton had fine cracking right around the shoulders. It had barely covered a thousand miles in two years. The tread was as good as new and the rubber was finished, which is a conversation worth having before the MOT does it for you.
Yes. It is the visible end of a broken casing, and no repair exists for it. Anyone offering to fix one is selling you something that will not hold.
We would not. That is the point of us coming out rather than you setting off. A damaged tyre driven any distance stops being a tyre problem and becomes a steering problem.
Scuffing removes rubber from the outside. Real damage moves the shape of the tyre or exposes cords. If pressing round the wall finds a soft spot or a lump, the structure has gone and looks no longer matter.
That happens often, and it is the whole reason people trust the assessment. There is no sale in condemning tyres that still have life in them, and our 4.9 star Google rating did not come from selling rubber to people who did not need it.
We will gauge it. The legal minimum is 1.6mm across the central three quarters of the tyre, but grip fades well before that, which is the part most people find out about in the wet on the M11.
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