Picture the tread divided across its width into eight equal strips. The middle six may be repaired. The outermost strip on each side may not, and neither may the shoulder beyond it, where the tread curves down towards the wall. That is the central three quarters rule, and it is not a matter of judgement or a fitter's preference. It is written into BS AU 159, and it is the first thing checked once a tyre is off the rim.
There is a solid reason for drawing the line exactly there. The centre of the tread sits over the steel belts and barely changes shape as the wheel turns, so a patch bonded to the liner underneath it stays bonded for the life of the tyre. Towards the edge, the rubber flexes with every degree of steering and every change of camber, and a patch in that zone works loose eventually, usually thousands of miles later and usually without warning. So the object gets located and measured against that boundary before anybody talks about what the job involves. Punctures inside the band are mended properly. Punctures outside it are replacements.
The car being off the road is the problem; the puncture is just the reason. So the job is finished on site in Wigston or wherever the car is standing rather than started there. Which street in Evington, which way the car sits in Oadby, and we are set. Boxed in on a Wigston terrace or wide open in Clarendon Park, say which on the phone.
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Leicester collects more than its share of road debris, partly because so much construction traffic runs between the industrial access off the Fosse Way and the big retail sites. Nails and screws land in car park bays and get pressed in at very low speed, which is why so many punctures here are discovered rather than felt. Discovered is the good kind, because the tyre has not been run soft and the repairable band is intact.
A screw that looks central at a glance can turn out to sit inside the shoulder once the tyre is off and cleaned. That is a frustrating result for everybody, particularly when the tyre is nearly new. It still gets replaced, because a patch letting go on the M1 approach is a far worse outcome.
A second puncture within roughly a hand's width of an existing repair means the patches would overlap or the casing between them is compromised. At that point the tyre has done its share. Old repairs are checked for on the inside before a new one is agreed, since previous work never shows from outside.
A repair needs the tyre off the rim, so the work is done against the fitting van rather than by kneeling beside the wheel. A quiet corner of a car park at Fosse Park is a much better setting for that than a hard shoulder, and if the car can reach one safely we would rather it did.
Not reliably, and guessing helps nobody. Position matters far more than size, and position is judged with the tyre off the rim under a light. What we can say on the phone is do not drive on it, which protects the option either way.
Different job and a lighter one. Valve stems perish with age and TPMS sensor seals corrode, and either will let a tyre down over a fortnight. Both get dealt with while the tyre is off the rim, so it remains the same single trip out to you.
The limit comes from spacing rather than a fixed count. Repairs must not overlap, each has to sit inside the central band, and the casing between them has to be sound. On most tyres that works out at very few, and you get shown what is already in there.
It does. Below the 1.6mm legal minimum across the central three quarters there is nothing worth saving, and close to it a repair buys a few weeks before the tyre is illegal anyway. You will hear when the money is better spent on rubber.
The M1 and the M69 corridor are covered at any hour. On a motorway the priority is everybody out of the car and behind the barrier before anything else is discussed. Give us the junction number and the direction of travel when you ring.
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