Almost every kerb mark we get called out to look at turns out to be paint and rubber dust. The outer wall of a tyre carries a raised band moulded into it for exactly that purpose, so it meets the kerb before anything structural does. Scrape it and you get a grey furry line that looks awful and means nothing. The real question is never how ugly the mark is. It is whether anything went past that band.
That is a judgement about depth, not length. A long shallow graze on a car that has lived in permit bays for years is cosmetic. A short cut with clean edges that opens slightly when you flex the wall is a different matter, because the casing cords run just under there and a cut one does not heal. If we open the mark and find only scuffed rubber, the tyre goes back on and nothing gets sold. If cord shows, or the bottom of the cut is not visible, that is not a repair and we will not pretend otherwise.
The damage does not care where the car is parked, and neither does the fix. A driveway in Little Venice, a work car park, a kerbside bay: the van brings the tyre, the jack and the balancer to all three. Same tools in Maida Hill as in Maida Vale, same on every call. Valve in Little Venice, balance in Elgin Avenue, pressures before we go. A W9 address in Warwick Avenue and one in Sutherland Avenue are the same round.
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Permit bays along the W9 avenues sit nose to tail, which is why kerb marks are the thing we get asked about here more than anything else. The useful part of a mobile visit is that nobody gives up a hard-won space just to get a verdict. We look at the tyre where it stands, and the car stays parked either way.
The owner had reversed into a kerb and found a scuff running most of the way round the wall. Under a torch it had not reached past the raised band, and the cords were nowhere near it. We set the pressures, left the tyre on the car and she kept the space.
A car near Little Venice had met something sharp rather than a kerb. The mark was tiny, but it parted when the wall was flexed and the floor of it was no longer rubber. Replaced that visit, because there is no honest way to patch the side of a tyre.
A driver on Elgin Avenue assumed the wheel and the tyre had both suffered. The alloy face had a bright scar along its lip, the bead was seated properly and holding, and the wall above it was untouched. The only casualty that day was the look of the rim.
Past the raised scuff band and into the wall itself. We look at the floor of the mark rather than how long it is, because a wide graze is usually less serious than a short cut.
No. Nothing bonded to the outside of a sidewall will hold, and anyone offering that is selling you a delay. The casing underneath is either intact or it is not.
It can. A hard strike dents the rim flange where the bead seats, and the tyre then weeps air slowly around that whole section rather than from any hole. We spin it up and check for that.
That is age rather than injury. Crazing across the shoulder of a car that rarely moves is perishing, and the date code stamped on the wall says how far along it has got.
Often not. Most marks can be judged with the car on the ground and the steering turned over. If it looks like it went through, the tyre comes off the rim so the inner liner behind it can be seen.
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