Tyre pressure monitoring has been fitted to every new car sold here since 2014, and on anything first used from 2012 a monitoring fault is an MOT failure in its own right. The yellow horseshoe on the dash is not advisory. Cars do it two ways. Indirect systems work out through the ABS sensors that one wheel is turning slightly faster than its neighbours, and need nothing beyond a reset. Direct systems carry a small battery powered sensor built into each valve, living inside the tyre, and those have to be handled properly whenever a tyre is changed.
So when a tyre is replaced at the kerb, the sensor comes out with the old one and goes into the new one with a fresh service kit: grommet, valve core, cap and nut, torqued rather than nipped up, because the nuts snap easily and aluminium corrodes onto the stem given a few years. Where the battery has died, as they all do eventually, you get told and a replacement is programmed to the car. The point is that you drive off with a clean dashboard and a system still able to warn you about the next one.
An urgent replacement is a simple job that is only difficult because of where you are standing. A car park, a residential street in Crystal Palace, a lay-by: none of those has a tyre bay in it. Tight in Bell Green, easy in Forest Hill: neither stops the job. Level in Sydenham, sloping in Crystal Palace: we set the car straight first.
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Pressure matters more on this ground than it does on the level. A long climb asks a great deal of a tyre, and one running soft flexes and heats on every pull up toward Crystal Palace, which is how a slow leak becomes a shredded casing. That is why a monitoring light you have grown used to ignoring is worth taking seriously here, and why no car of ours leaves with one still lit.
A pothole hit hard enough to open the sidewall on the way down toward Lower Sydenham. Nothing to debate about repairing that one. The correct size went on at the roadside and the sensor moved across into the new tyre.
A tyre changed elsewhere a month earlier and the warning still glowing. The sensor had been dropped back in without ever being relearned to the car. Ten minutes with the tool and the dashboard was clear again.
The tyre was fine, the sensor was not. Nothing can be done about a dead battery because it is sealed inside the body, so a new sensor went in and was programmed while the tyre was off the rim anyway.
That is the intention and it forms part of the job. Sensors are transferred, relearned to the car and checked before anything is packed away. Where the light is on because the sensor itself has failed, you hear what putting it right involves.
Usually, as long as the battery still has life in it and the stem is not corroded through. It gets a new grommet and core either way, since those are the parts that perish and start weeping air long before the electronics give up.
Yes. A balancer travels with us and the wheel goes on it before it goes back on the car. A tyre fitted without balancing shakes the steering at speed and chews itself unevenly for the rest of its working life.
Then you hear that on the phone rather than after we have turned up empty handed. The everyday car, SUV and 4x4 sizes travel with us. Anything less common we source, and you are told how long it will take before deciding to wait.
In almost every case. A recovery, a fitting charge and some way of getting yourself home again add up to considerably more than one visit does. You also avoid the wheel damage that a drive on a flat tyre causes on the way there.
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