Everything we do

Wheels come off the car, tyres come off the rims, and the wheel is chemically stripped and blast-cleaned back to bare alloy. Damage is filled and re-profiled, then the wheel is primed, coated and baked. Powder coating, colour coding, diamond cut and mirror polish are all done in house. Every wheel is balanced and torqued to manufacturer spec on refit.

A diamond cut wheel has a thin layer machined off the face on a CNC lathe to expose bright bare alloy, then a colour is applied to the recesses and the whole wheel is lacquered. It is the finish most modern premium wheels leave the factory with — and the one most prone to corroding under the lacquer once it is chipped. There is a limit to how many times a wheel can be cut before it is too thin; we check and tell you honestly.

A buckle shows up as a vibration that balancing will not cure, or a slow leak where the bead no longer seats. We true the rim on a hydraulic straightener and re-check runout on the machine. Cracks are assessed separately — some are weldable, some mean the wheel is scrap, and we will not send out a wheel we would not run ourselves.

A crack usually announces itself as a tyre that will not hold pressure, or a hairline you spot when the wheel is off. We strip the tyre, clean the area back to bare alloy and check the full extent of the crack — they are almost always longer than they look. Repairable cracks are vee-d out and TIG welded in aluminium filler, re-profiled so the tyre seats properly, then pressure tested before the tyre goes anywhere near it.

Sometimes refurbishing is not the answer — you want a different wheel. We supply new alloys from the major brands, checked against your car’s PCD, offset and centre bore before anything is ordered, and fitted with the correct bolts, hub rings and torque. Your original wheels can be refurbished and kept for the winter, or taken in part exchange.

Bumper scuffs, dents, kerbed panels, colour-coded trim, panel respray and full resprays — matched to your paint code and blended into the adjacent panels so it does not look like a repair. Insurance work welcome.

Rusty calipers behind a fresh set of wheels ruin the job. We strip the caliper, blast the corrosion off and refinish in high-temperature caliper paint in your choice of colour, with the manufacturer logo reapplied where you want it.

Budget, mid-range and premium brands, with the common sizes on the shelf for same-day fitting. Fitting, balancing and a new valve are included in the price of the tyre. Because we refurbish wheels for a living, your rims are handled by the people who repair kerb damage rather than the people who cause it.

We repair punctures to British Standard BS AU 159: the tyre comes off the rim and is inspected inside and out, and is only repaired if the damage sits in the repairable zone. If it is not safe to repair, we show you why rather than just selling you a tyre.

Steering wobble at 60–70mph is nearly always balance. Our high-speed balancer measures both static and dynamic imbalance and corrects with stick-on or clip weights as the rim requires — stick-on weights on refurbished and diamond cut faces, so nothing gets clipped onto a fresh finish.

Kerb strikes and potholes knock tracking out, and misalignment scrubs the edge off a tyre in a few thousand miles. The check is free and you get a before/after printout — you only pay if adjustment is actually needed.

A TPMS warning light is an MOT failure if the system is faulty. We diagnose which sensor is down, replace or re-seal it and code it to the car — and we transfer sensors properly when wheels come off for refurbishment.

Full MOT testing on site. Put your registration in above and we will show you when your current MOT runs out, what the car has failed or been advised on before, and book you into the next free slot. If it fails, the repair can be done here rather than sending you somewhere else.

Most garages stock three grades of oil and pick the closest one. Modern engines are far fussier than that. We build the service around your specific car and use the exact oil specification and filters the manufacturer calls for. Interim, full and manufacturer-schedule servicing, with the book stamped.

Back boxes, centre sections, downpipes, manifolds, catalytic converters, DPFs, flexi joints, lambda sensors, brackets, rubbers, clamps and gaskets. We diagnose the whole system on the ramp before quoting, because the noise you can hear is very often coming from a joint or a mount rather than the part somebody has already told you to replace.

Most exhausts that get replaced did not need replacing. A hole at a seam, a corroded joint, a snapped bracket or a perished rubber mount are all repairs, and we would rather do the repair and keep you as a customer than sell you a system you did not need.

We have access to several manufacturers of pads and discs at different price points, all of a standard we are happy to put our name to. Tell us the budget and we will supply the appropriate parts to suit it rather than defaulting to the most expensive thing on the shelf.