The question we get asked about a bulge is how big it is. That is the wrong question, and it is worth explaining why. A tyre holds its shape because of cords running through the rubber under tension. When those cords break, the rubber above them has nothing behind it, and air pressure alone pushes it outward. What you see on the outside is where the broken structure happens to sit closest to the surface, not the size of the failure.
So the answer, every time, is that the tyre comes off. There is no repair for a broken casing and there never has been. This is not a slow decline you monitor over a few weeks. It is a piece of tyre already carrying load it was not built to carry, and when it lets go it does so suddenly. Most of the ones we look at in Marylebone began as a firm shove into a kerb while parking. The wheel gets marked, the driver inspects the alloy face, and nobody presses round the sidewall where the real damage is.
Big alloys and low-profile tyres look good and break easily. We check both when we come out to Portman or wherever the car is standing: the tyre for cuts, splits and bulges, and the alloy for damage, before anything goes back on. The wheel comes off in Portman, not on a ramp in Bayswater. Nothing is towed out of Baker Street or Devonshire Street; the work finishes there.
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Kerbs in W1U are square, high and very close to the traffic you are trying to get clear of, and a bay you have waited for is not something you give up lightly. That is exactly the position a bulge puts a driver in. We look at the tyre where the car already stands, and the answer you get is about the casing rather than about selling you something.
A driver on Marylebone Lane wanted to know whether a lump the size of a fingernail counted. Running a hand round the whole sidewall found rubber that gave under light pressure across a patch far wider than the visible swelling. The cords had gone well beyond what showed.
Somebody had been keeping an eye on a bulge since the start of the month, checking it each weekend to see whether it had grown. It had not, and that reassured them. Growth is not the measure. Broken cords do not deteriorate in a way you can watch.
The call was about a scraped alloy face after a tight parking move. The wheel was the visible damage, but the sidewall had been pinched between the rim and the kerb in the same instant. That pinch is what breaks cords, and it leaves nothing to see until pressure pushes the weak spot outward.
It does not have to be any size at all. The swelling only marks the point where the damage reaches nearest the surface. We have taken off tyres with a lump you could cover with a fingertip and found a hand's width of ruined casing underneath it.
No, and nobody reputable will offer to. A patch seals a hole through sound rubber and sound cords. It cannot rebuild cords that have snapped. Repair standards allow work in the tread area only, so damaged sidewalls rule themselves out before skill even enters the conversation.
We would rather you did not, and that is a large part of why we come out instead. Every rotation flexes the weakened area again, and heat builds fastest exactly where the structure has already failed. Short and slow lowers the odds. It does not remove them.
Only in how annoying it is. Age and tread depth have no bearing on impact damage. A tyre fitted last spring that met a kerb hard enough at the wrong angle sits in the same condition as a worn one that did the same thing.
Then nothing gets sold and we say so plainly. A fair proportion of these calls end with a firm sidewall, an intact casing and a driver who keeps their money. We would rather be called out for a look than have somebody guessing about the structure of a tyre.
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