A shimmy through the steering wheel at around fifty, which arrives, peaks and then smooths out again as you speed up, is almost always a wheel out of balance rather than anything alarming. A tyre and a wheel are never perfectly even in weight around their circumference. The join in the tyre, the valve hole in the rim and ordinary manufacturing tolerance all put a few grams more on one side than the other, and at road speed that small difference becomes a force swinging the wheel about its centre several times a second.
The cure is small weights, placed exactly opposite the heavy spot and exactly on the correct rim flange. That last part is what nobody sees. A wheel is balanced in two planes rather than one, because a tyre can be even side to side and still wobble like a coin spinning down to rest. The machine reads both planes and says how many grams belong on the inner flange and how many on the outer. Both have to be right, or the wheel is balanced on paper and shaking in your hands. A new tyre means a new balance, every time, without needing to be asked for.
6mm across the central three-quarters and the tyre is illegal, not merely tired, and no amount of careful driving changes that. We would rather come to you on Grove Road than have a worn tyre driven any further. The wheel comes off in Bow Common, not on a ramp in Bethnal Green. Nothing is towed out of Burdett Road or Grove Road; the work finishes there.
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Stop start running along the A11 and the rough surface near the canal bridges gives wheels around Mile End a hard life, and a vibration that begins after a pothole is a very common call in E3. Balance is the cheapest part of a tyre change and the first part to go missing elsewhere. We do it at your kerb or your driveway, and the nuts go back to a measured figure rather than to whatever a rattle gun decides.
A driver had a new tyre fitted somewhere and a vibration from the following day. The outer weights were in place but the inner flange was bare, which is half a balance. Once the wheel went on the machine properly and the inner plane was corrected, the steering went quiet at the speed it had been worst.
Stick-on weights sit inside the rim on adhesive, and a hard clip against a kerb off Burdett Road had taken a set clean away. The tyre was undamaged and the wheel still true. All it needed was rebalancing, which is a cheerful outcome compared with what most kerb calls turn into.
A shake you feel in the steering usually points to the front of the car. A shake coming up through the seat and the floor usually points to the back. The rear tyre here was being replaced anyway, and balancing both rear wheels rather than just the new one settled it completely.
It happens where you are. The balancer runs off the equipment aboard the fitting van, so the wheel comes off, the tyre goes on, the wheel is balanced and it returns to the car. Nothing gets taken away to be brought back another day.
Irritating first and expensive second. An unbalanced wheel hammers the wheel bearing, the suspension bushes and the tyre itself thousands of times a minute, and it wears the tread into uneven patches that make the vibration worse. It rarely stays a comfort question for long.
Not by copying where the old ones sat. Weights are calculated for that tyre in that position on that rim, so guessing the positions is not a balance at all. The wheel goes on the machine and is measured again, which takes a couple of minutes and produces a real answer.
Because the tyre was most of the imbalance. Its heavy spot sits somewhere different from the old one, and its position relative to the valve is different too. A wheel still carrying the previous tyre's weights is arguably worse off than a wheel carrying none.
The other tyres get checked for damage, pressure and wear as a matter of course, since a second fault found now saves a second call out later. Whether any of them need rebalancing is something you feel rather than see, so describe what the car does and at what speed.
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