The last part of a puncture repair is the part that gets rushed: putting the right amount of air back in and then making the car believe it. Two things get in the way. The first is heat. A tyre that has just been broken off its rim, patched, refitted and inflated is warmer than the air around it, and warm air reads high on a gauge. Set it to the placard figure at that exact moment and it will be under by the time the wheel has cooled down in the bay.
The second is the monitoring system, and here the order of work matters more than most people are ever told. A car that watches wheel speeds rather than carrying sensors inside the wheels has no idea what pressure anything is at. It learns a baseline when it is reset, then warns you when one wheel starts turning faster than the others relative to that baseline. Reset it before the pressures are right and you have taught the car that a soft tyre is normal, and the next time one goes down it may say nothing at all. So the air goes in first, all four are checked against the door placard, and only then does anything get reset.
Screws and nails collect where traffic slows and stops, which in E1 usually means Grove Road and the parking around Mile End Park. Pick one up and the only real question is whether it can be repaired. A Burdett Road driveway is our workshop, and so is a Grove Road kerb. Old tyres leave Grove Road, Stepney Green and E1 with us, every time. The E1 postcode and a street in Stepney Green: that is enough.
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Most journeys around here are short, and a short journey never gets a tyre properly warm, so a car in these streets spends its life close to standing temperature. That works in your favour after a repair, because the pressures we set cold are the pressures the tyre will genuinely run at. It also means a slow loss shows up as a warning light on a cold morning rather than as anything you can feel through the wheel. If a light appears within a few days of a repair, it is far more likely to be a pressure that was never settled than a patch that has failed.
A repair done elsewhere had been inflated straight after fitting and never checked again. By the time the car had stood overnight near Bow Common it was several pounds under, and a warning light appeared for a tyre that had been repaired perfectly well.
A car near Stepney Green had its system reset at the end of a job with one tyre still soft. It stopped complaining, which looked a great deal like success, and all that had happened was that it had been taught the wrong baseline.
The repaired tyre is only one of four, and a system that learns from the others needs the others to be right. We set every corner to the placard figures before touching the reset, which is why the light stays out afterwards.
Because the tyre is warm from being worked on and inflated, and warm air reads high. Whatever the gauge shows at that moment will fall as the wheel cools. We allow for that and check again before we leave, which is the difference between a tyre at the right pressure and one that looks right for ten minutes.
Because a car that infers pressure from wheel speeds is comparing the four against each other. If the other three are wrong, the comparison is wrong, and the system either nags about a healthy tyre or misses a failing one. Setting all four takes a couple of minutes and it makes the reset mean something.
It memorises that as normal. From then on the car is measuring against a soft tyre, so the warning arrives later than it should or never arrives at all. That is a worse outcome than a light left on, because a light that is on tells you something. A light that will never come on tells you nothing.
No. The patch does not need help holding air, and extra pressure makes the tread stand proud and the ride harsher, which wears the middle of the tyre out early. The figure the car asks for is the figure the repaired tyre wants, exactly as it did before it was punctured.
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