Tyres and exhaust systems supplied and fitted, with a proper look at what has worn and why it happened.
Tyres are priced on the size and the make you choose, and you see the figure first.
Tell us the tyre size off the sidewall, or just the make and model of the vehicle, and we will come back with prices. There is usually a budget option, a mid-range option and a premium brand at each size, and the gap between them is real on wet braking and how long they last. We will give you the honest version rather than pushing the dearest set on the shelf.
Exhaust work depends on whether it is a section, a joint or the full system. A blowing exhaust is often a cheap repair caught early and an expensive one left until the corrosion spreads, so it is worth having looked at as soon as it starts sounding wrong. Either way you get the price before we order anything.
Worn tyres and blowing exhausts are both symptoms of something.
A tyre that has worn evenly has simply done its miles. A tyre worn on one edge, feathered across the tread or scrubbed on both shoulders is telling you something else: alignment, a tired suspension component or pressures that have been wrong for months. Fitting a new tyre without dealing with that means paying for the same tyre again next year, so we look at the cause as well as the symptom.
We will also tell you what is legal and what is sensible, which are not the same thing. The limit is 1.6mm across the central three quarters of the tread, but wet braking distances start climbing well before that, and a tyre at 2mm in November is a different proposition from one at 2mm in June. You get told where yours are and how long they have left.
On exhausts, the noise usually arrives before the failure. A blow at a joint or a corroded section can often be repaired rather than replaced if it is caught early, and where a full system is genuinely the answer we will say so and price it. Rear boxes, mid sections, brackets and mountings are all routine work here, and an exhaust fault that is failing an MOT is dealt with alongside the retest.
Tyre size from the sidewall, then prices across budget to premium.
Fitted, balanced and the old tyres disposed of properly.
Uneven wear points at alignment, suspension or pressures, so we look.
Section, joint or full system, priced before anything is ordered.
It is moulded into the sidewall of the tyre, something like 205/55 R16 91V. Read it off and give us those numbers, or just tell us the make, model and year and we will look it up.
Yes, mostly in wet braking and how long the tread lasts. Both are legal and both are safe when new, but on the same car in the wet the stopping distance genuinely differs. We will tell you what each option costs and let you decide.
Usually alignment, pressures or a worn suspension or steering component. It is worth finding out before you buy new tyres, otherwise the new set wears the same way. We will look while the wheels are off.
Often, yes, if it is caught early. A joint or a single corroded section can sometimes be sorted without replacing the whole system. Left for months, the corrosion usually spreads and a full system becomes the honest answer.
Yes. If a tyre is going to fail the test we will ring you with the options before fitting anything, so the test and the tyres are one visit rather than two.