The legal minimum is 1.6mm across the central three quarters of the tread, and on a damaged tyre it is the least useful number you can have. Plenty of the tyres we condemn around here have tread to spare. What has failed is the structure: a cut into the shoulder, a bulge where the cords have parted, a crease from a kerb, or fine cracking across sidewalls that have simply aged. Tread depth tells you about wear. It says nothing about whether a casing is still doing its job, and that is what these calls are really asking.
Tyres on the same axle should be a matched pair, and one damaged tyre is where that goes wrong. A brand new tyre next to one with two millimetres left changes how the car behaves under braking, particularly in the wet. Across Greater London, 24 hours a day. A Manor Park cul-de-sac or a Wall End main road, tell us which. A tight terrace in Wall End or a narrow bay on Romford Road is usually workable. E6 takes in High Street North and the Beckton Road area, and we work the lot.
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Most of the tyres retired around here are not worn out, they are wounded: crushed against a kerb while parking, or opened up by something lying in the carriageway. Ten minutes with the wheel off tells you which. If yours took a real knock near Manor Park, have somebody read it before the car does any distance.
Three quarters of the tread left and a swelling the size of an egg on the outer sidewall. The owner had assumed a tyre with plenty of grip left could not be dangerous. Once the cords have broken, tread depth is irrelevant and the tyre is finished.
Reversing into a gap on a terraced street off Central Park area, the sidewall was pressed hard against a high kerb. Nothing showed for a week. When we took the wheel off there was a clear pinch mark on the inner face and the tyre had to come off the car.
Debris on the Romford Road opened a straight cut across a tread block, deep enough that the belt underneath was visible. Some tread cuts are shallow and harmless. This one was not, and it was obvious the moment the wheel was cleaned off.
If it has taken a real impact, yes. Pinch damage sits on the inner sidewall where you cannot see it standing on the pavement, and it is the most commonly missed fault we find.
You will be told what the visit involves before we set off, and if the tyre turns out to be sound we say so rather than inventing a reason to sell you something.
Then they are worth inspecting. Rubber hardens and crazes with time whether the car moves or not, and second cars sitting on the street for months are where we see the worst of it.
Sometimes, if it is shallow, in the central band and has not reached the belt. If the reinforcement underneath is exposed the tyre is beyond saving, and we will show you why rather than just telling you.
Because kerbs and potholes usually catch the front and rear wheels on the same side within a second of each other. The rear is the one nobody looks at.
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