When a tyre lets go at speed the tyre itself is already finished, and the only thing left worth protecting is the thing underneath it. A road wheel is cast aluminium, which is a soft metal, and the outer flange of it is thin. With no air holding the car up, that flange is what carries the weight, and it carries it directly against tarmac at whatever speed you happen to be doing. Aluminium loses that argument quickly.
How much it costs you comes down almost entirely to how far the wheel travels. A few car lengths while you come off the throttle and steer for the nearside usually leaves scuffing on the edge and nothing worse. A quarter of a mile flattens the flange, and a flattened flange will not seal a new tyre, so you end up buying the wheel as well as the tyre it was carrying. That is the argument for stopping sooner than feels comfortable when it happens on the A40 Westway. Get across to the nearside, put the hazards on, and accept that the hundred yards you did not do are the difference between one job and two. We come out to wherever you have stopped, and if the rim has been hurt we will say so before fitting anything to it.
People ask whether we can really fit a tyre at the roadside. So a burst tyre on Wood Lane or on a hard shoulder gets the same job as one on a driveway: off, on, balanced, pressures set. Whether it is Wood Lane in rush hour or India Way at midnight, we answer. On Wood Lane, day or night, Old Oak included, arrival across Greater London runs 30 to 60 minutes.
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Speed decides this one, and W12 has both kinds of road within a minute of each other. Traffic on the Westway moves quickly enough that a failure up there will be running on the rim almost at once, whereas a tyre that gives up on the slow crawl into a shopping car park rarely costs more than the tyre. If it goes on the fast road, take the first safe gap to get off it rather than the best one. The ramps and kerbs around Wood Lane are worth a look afterwards as well, because a wheel that has been hurt often announces itself later as a slow leak.
A car lost a rear tyre at speed and the driver was on the nearside almost immediately. The flange had a bright scuff along its outer edge and took a new tyre without any argument at all.
Another driver kept going, looking for somewhere better lit, and arrived with the outer edge of the wheel pushed out of shape. The replacement tyre would not hold pressure until the wheel itself had been dealt with.
A wheel taken off in a car park near Westfield showed a line of fresh aluminium where the flange had been ground back. Far better found with the tyre already off than a fortnight later.
Not usually, and whether it does is almost entirely about distance. Stop within a car length or two and the wheel normally escapes with scuffing. Keep driving on a deflated tyre and the rim is grinding along the road surface, which flattens the outer edge and turns one job into two.
Far enough to get out of a live lane and no further. That is the only distance worth spending. Once you are off the carriageway with the hazards on, stopping there costs you nothing, while carrying on to somewhere more convenient is being paid for with the wheel.
By cleaning the seating area back and running a hand along the flange to feel for flat spots, cracks or a lip that has been pushed outward. The final proof is whether the new tyre seats and holds pressure. If it will not, no amount of sealant makes it right.
Cosmetic scuffing is nothing to worry about and we fit onto it happily. A flattened seat or a crack is a different matter, and we will tell you before taking any money rather than after. The common car, SUV and 4x4 sizes are on the van, so most roadside failures finish on the first visit.
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