Most people assume a tyre is either flat or fine. A good deal of the damage that actually takes a tyre off the road is neither: it holds pressure perfectly well and is finished all the same. A bulge is the plainest example. The cords inside have parted, very often after a wheel dropped into a broken edge on one of the roads out towards Soham, and that tyre will keep its air right up until the moment it does not.
Which is why an inspection is worth having when something looks wrong, even with nothing leaking. We go over the wall, the tread face and the bead where it seats against the rim, and take the tyre off when nothing else will settle the question. Sometimes the verdict is that a cut has stayed within the rubber and the tyre carries on working. Sometimes it is that fine cracking across an ageing wall means the rubber has gone hard and the tyre ought to come off before it lets go at speed. Both are useful answers, and you get told which one applies.
The cost of getting it wrong is a tow, and a tow costs more than the tyre. We bring the correct size to Cathedral Quarter or wherever the car is, fit and balance it on the spot and check the alloy while the wheel is off. Tight in Cathedral Quarter, easy in Highflyer: neither stops the job. Level in Cherry Hill, sloping in Lisle Lane: we set the car straight first.
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Damage here usually comes from the road surface rather than from kerbs, because the edges of the lanes and droves break up badly and a wheel only has to drop off the tarmac once. If a tyre has taken a hard knock out towards Witchford Road, it is worth a proper look even if it seems to be holding up.
A driver moved over for oncoming traffic on a narrow road and dropped a wheel off the tarmac. Nothing seemed wrong for a fortnight, then a swelling appeared on the inner wall. That is a classic delayed failure, and the tyre was changed as soon as it was spotted.
A gash across the tread face that had frightened the owner badly. Measured and probed, it had not reached the fabric underneath. It went back on untouched, the owner kept their money, and we described the signs that would mean calling us out again.
A car doing barely two thousand miles a year, tread almost untouched, walls covered in fine crazing on both fronts. Rubber does that with time whatever the odometer says, and a hardened casing gives no warning before it fails, so both came off.
Because holding air is not the same as being sound. A parted belt or a cut through to the cords will hold pressure right up to the point of failure, which is exactly why it is dangerous.
Almost always a sharp impact: a pothole edge, a kerb, or a wheel dropping off the tarmac onto a broken verge. The rubber survives the hit and the structure underneath does not.
You are told what an inspection costs before we set out, and if the outcome is that nothing needs doing then nothing more is added. We are not paid on how many tyres get sold.
Not necessarily. Depth is only half the picture. Hard, crazed rubber grips poorly in the wet and can fail without warning, and that is common on cars kept for local trips.
1.6mm in the central three quarters is the legal floor, right around the tyre. Wet performance falls away considerably before you reach that point.
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