A patch is not weightless. It is a piece of rubber bonded to the inside of the tread in one particular spot, and one particular spot is exactly the difficulty, because a wheel does not care about mass, it cares about where the mass is. A few grams sitting at a single point on a circumference turning several hundred times a minute produce a force that comes and goes at that same rate, and it arrives at the driver as a shimmy at one specific road speed and at no other.
So a repaired wheel goes onto the balancer before it goes back onto the car. There is a second reason, and it applies even to a repair that added almost nothing. Breaking a tyre off its rim and refitting it practically never returns it to the same position it was in relative to the wheel, and the weights already stuck to that rim were calculated for the position it used to occupy. They are wrong from the moment the bead is broken. So the old weights come off, the assembly is spun, and it is balanced as though it were a new tyre going on. Skipping that step is the usual reason a car develops a vibration in the week after a perfectly sound puncture repair.
Sometimes the tyre is fine and the valve has failed. That is what we do first, on the drive in Portman or wherever the car has stopped, before anybody starts talking about repairs or replacements. A Baker Street cul-de-sac or a Devonshire Street main road, tell us which. A tight terrace in Devonshire Street or a narrow bay on Edgware Road is usually workable.
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There is a second way to acquire the same symptom around here, and it has nothing to do with a repair. Adhesive weights sit on the inner face of the rim, which is the face that meets the kerb when a car is being shuffled into a tight space, and the mews and permit bays around Marylebone High Street produce a great deal of shuffling. A weight knocked off in a manoeuvre gives you an identical vibration with no puncture involved at all. Mention it if a wobble has appeared out of nowhere, because it is quick to check while the wheel is off.
A driver came back convinced the repair itself had failed. The patch was fine. The wheel had gone back on with its original weights still attached and had never been spun, so it was out of balance from the moment it was refitted.
A wheel off near Montagu Square had two sets of weights on it from different visits, both left in place. Nobody had taken the previous ones off, so the corrections were fighting each other.
A repair in a permit bay off Baker Street was finished with the wheel spun on the balancer in the van and the weights set before it went back on. The car had not moved and did not need to.
Yes, for two reasons. The patch itself is a small amount of weight added at one point on the circumference, and separately the tyre almost never goes back onto the rim in the exact position it came off. Either one on its own puts the assembly out. The existing weights are no longer correct for it.
A vibration that appears within a fairly narrow band of speed and then fades again as you go faster. A front wheel sends it through the steering wheel, a rear one through the seat and the floor. If it turned up straight after a tyre was taken off and put back, balance is the first thing to suspect.
It can. The balancer travels on the van, so the wheel comes off the car, goes onto the machine, gets spun and weighted, and goes back on, all beside the car in the bay it was parked in. There is no version of this job that needs the car to be driven anywhere.
Because they were positioned to counteract the heavy point of that tyre in that exact orientation on that rim. Once the bead has been broken and the tyre has moved round even slightly, the heavy point is somewhere else and the old weights are now correcting a problem that has shifted. They come off and the job is done again from scratch.
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