The rule on tread is simple and it is not negotiable: 1.6mm across the middle three quarters, right round the circumference. Below that the tyre is illegal, and each offending tyre counts separately. Damage works differently. There is no measurement for a bulge or a split; exposed cords or a broken casing make a tyre unfit whatever the tread is doing. That is why a nearly new tyre can be scrap and a well-worn one can be perfectly legal, and why looking at it properly beats guessing from the pavement.
A cut from road debris is the one that catches out careful drivers. Where it is beyond repair, the replacement goes on at the car in Wood End, balanced, pressures set, old tyre taken away. A Yeading cul-de-sac or a Wood End main road, tell us which. A tight terrace in Wood End or a narrow bay on The Parkway is usually workable.
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Kerbs, potholes and constant stop-start running along the A4020 do most of the damage we get called to around here. The wear shows up on shoulders and sidewalls rather than evenly across the tread. We come to the car, take the tyre off the rim if that is what an honest answer requires, and tell you plainly which side of the line it falls.
Raised on the sidewall after an impact the driver barely registered. Cords had parted underneath. There is nothing to discuss with one of those, and it was changed the same visit.
A slice across the sidewall that looked alarming from a distance. Off the rim and examined from inside, it had not touched the cords. Refitted, balanced, and the owner spent nothing.
Reported as damage, actually an alignment issue eating the inner shoulder. We pointed out what was causing it, because fitting a new tyre without fixing that would just have destroyed the new one too.
You can usually see them: fine wire or fabric threads through the rubber, often at the edge of a scuff or in the base of a cut. If you can see any, the tyre is finished and the car should not be driven on it.
Effectively, yes, and both are bad news. A raised area on the sidewall means the internal structure has separated and air has pushed into the gap. The rubber is doing a job it was never designed to do on its own.
That is exactly why we look at both sides. Inner sidewalls take a lot of the kerb and pothole damage and almost nobody checks them. If we are there for one tyre, we will glance at the others while we are down there.
Rarely necessary. Tyres wear at different rates depending on where they sit on the car, and buying four when one is damaged is money spent for no gain. Matching pairs across an axle is what actually matters.
Almost certainly. We work every day of the year and the assessment is part of the visit, not something separate. If the answer turns out to be that the tyre is fine, you have lost nothing but the phone call.
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