The approaches around Smithfield are cobbled, and cobbles do not forgive a misjudged kerb. Neither do the granite edges on the narrow stretches near Charterhouse Square, where a car being squeezed past oncoming traffic ends up scrubbing its outside wheels. Most of the damaged tyres we look at in EC1M were hurt exactly that way, at walking pace, by a driver who barely registered it.
What matters afterwards is an honest verdict. A bulge in the sidewall means the internal cords have parted and the tyre is finished, whatever it looks like from the pavement. A shallow scuff on the rubber shoulder often means nothing at all, and we will tell you to leave it alone and keep your money. Cracks across an old sidewall are about age rather than mileage, and they matter more than the tread depth people fixate on. We look at the wheel too, because a kerb hard enough to mark an alloy has usually reached the tyre bead as well.
Sometimes it is the wheel rather than the tyre. So when we come out in EC1M the wheel comes off, the tyre comes off the rim, and both get inspected before anything else is said. Steep camber in Smithfield? We move a few metres, Charterhouse Square or anywhere else. Blocked drive in Hatton Garden? Open kerb in Cowcross Street? Either works.
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Between the cobbles, the tight kerbs and the constant squeezing past on Cowcross Street, EC1M is hard on wheels and tyres alike. We come and look at it where it stands, give you a straight verdict, and only fit something new if the old one has genuinely gone.
An egg shaped swelling low on the sidewall, noticed while cleaning the car. The tread was almost new. It made no difference: the casing had failed internally and the tyre had to come off before it let go on the A201.
Deep gouging across the alloy rim had the owner expecting the worst. The bead had survived it, held pressure and passed inspection. He kept his money and drove away on the same tyre.
Barely six thousand miles on it but parked outside for years. Fine cracking ran all round both front sidewalls. Rubber ages whether or not it turns, and that set was well past trusting.
Yes. It is the casing cords broken under the surface with only air pressure holding the shape. They fail without warning and usually at speed. There is no repair for it.
Worth doing. Alloy damage is visible and tyre damage often is not, particularly on the inner shoulder you cannot see from the kerb. A look takes minutes.
1.6mm across the central three quarters of the tyre, right around it. That is the legal floor rather than a target, and grip in the wet has faded a long way before you reach it.
Regularly. If a tyre is sound we say so. Selling a replacement to somebody who did not need one is how you lose a 4.9 star rating.
They do. Perishing weakens the sidewall structure independently of how much tread is left, and a car that sits parked in Clerkenwell all week ages its tyres more than one that is driven.
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