A new tyre does not arrive with a standard amount of tread on it. Most road patterns are moulded at somewhere around eight millimetres, but the spread is real. Some come in nearer seven. Winter and all season patterns are usually cut deeper, closer to nine. Two tyres of the same size sitting on the same quote can differ by more than a millimetre before the car has moved a yard, and since a tyre has to come off well before its grooves run out, that difference goes straight onto the life of the set.
It is worth asking about, because nobody prints it on the label and hardly anybody volunteers it. A deeper pattern is not automatically the better buy either, since tall fresh tread blocks squirm slightly under braking and steering, so a new set can feel a shade vague for the first hundred miles until the edges take a wear pattern. That settles down and it is not a fault. What does not change is the arithmetic, because a tyre that starts deeper simply has more of itself to give you. We will tell you what the ones we are quoting actually measure, and fit them at the kerb rather than having you give up a morning.
One tyre or four changes the price and nothing else about how it works. The van brings what you have agreed to and fits it where the car sits, on Ladbroke Grove or on a driveway, balances each wheel as it goes on, and sets the pressures to the plate figure rather than to whatever was in there before. Same tools in Portobello Road as in Kensington Park Road, same on every call. Valve in Pembridge, balance in Lansdowne, pressures before we go.
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Cars around Notting Hill Gate and the residential streets behind it tend to cover modest annual mileage and stay on the same set for years, which makes starting depth worth more here than it would be to somebody doing motorway miles. A set that begins a millimetre deeper is a set you replace a season later. It is also a quiet argument for buying the tyre you actually want rather than the one that happens to be cheapest that week, because you are going to be living with the decision for a long time.
A driver near Lansdowne was choosing between two sets that looked much the same on paper. One pattern started meaningfully deeper than the other, which is the sort of thing that quietly decides a set and never appears anywhere on the label.
A car came back to us because the steering felt slightly soft after four new tyres. Nothing was wrong. Deep fresh tread blocks move a little until they take an edge, and by the following week the owner had stopped noticing it.
Four tyres changed in a residents bay off Kensington Park Road across a single morning, with the car never leaving its space and the old ones going away with us for recycling.
Most road patterns are around eight millimetres when they leave the mould, though it varies by pattern rather than by brand. Winter and all season tyres tend to be cut deeper. It is a measurable figure rather than a matter of opinion, so it is a fair thing to ask before you commit to a set.
Broadly yes, if the two wear at a similar rate, because there is more of it to use. Compound matters as well, so a deeper tyre in a softer rubber can still finish first. Depth is one half of the answer and wear rate is the other, and only one of them is printed on the tyre.
Because the tread blocks are at their tallest and most flexible, so they move slightly under braking and cornering before the edges have taken a wear pattern. It arrives as a touch of vagueness in the steering, it disappears within a hundred miles or so, and it is entirely normal.
That is most of what we do around here. The tyres, the machine and the balancer travel with the fitter, so a set gets changed in a permit bay while you are indoors. Payment is by card or contactless at the vehicle and the old tyres leave with us.
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