Tyre Myths Busted: What Old Glasgow Mechanics Told You vs Modern 2026 Reality

By 247 Mobile Tyre Services | Glasgow's 24/7 Mobile Tyre Experts

"Just keep driving on it, son. It's fine."

We hear some version of that line on almost every other callout. Sometimes it comes from a well-meaning dad. Sometimes it's something a bloke at work said. And occasionally genuinely it's advice passed down from a mechanic who's been fixing cars since before some of our vans were built.

We're not here to mock any of that. A lot of old-school tyre wisdom came from real experience. The problem is that roads, compounds, vehicle technology, and safety standards have all changed dramatically. Advice that was "good enough" in 1995 can genuinely put you in danger on the M8 in 2026.

Over thousands of callouts across Glasgow from Pollokshields to Clydebank, from Govanhill to the Highlands we've seen the consequences of these myths first-hand. This guide goes through the most common ones, explains what's actually true, and gives you the modern picture.

Myth #1: "All Tyres Are Basically the Same — It's Just Rubber"

The truth: Tyre compounds vary enormously. Fitting the wrong type or a cheap budget tyre in the wrong conditions genuinely affects how long it takes your car to stop.

This is probably the myth we encounter most often. And it's understandable. From the outside, tyres do look the same. Round, black, rubber. What's the difference?

A lot, as it turns out.

The rubber compound itself is engineered for specific temperature ranges, road surfaces, and performance characteristics. A premium summer tyre from Michelin or Continental uses a silica-reinforced compound that stays grippy in both dry and wet conditions above 7°C. A cheap budget tyre uses a simpler compound that may perform acceptably when new but degrades faster, especially in wet weather.

Independent testing including work by TyreSafe and the German ADAC consistently shows stopping distance differences of 4–10 metres between premium and budget tyres in wet conditions at 60mph.

On a Glasgow street. At 60mph. That's the length of two cars.

We've attended callouts where drivers on budget tyres couldn't understand why their car "didn't stop properly." It wasn't the brakes. It was what was touching the road.

What matters when choosing a tyre:

Speed rating (must meet or exceed your vehicle's maximum speed)
Load index (critical for vans, SUVs, EVs)
Compound type (summer, winter, all-season)
Quality tier (premium, mid-range, budget matched to your use case)

This doesn't mean everyone needs the most expensive tyre on the shelf. But "any tyre will do" is a myth worth dropping.

Myth #2: "You Can Drive on a Flat Tyre — Just Slowly"

The truth: Driving on a flat tyre, even slowly, can destroy the tyre in minutes and cause serious damage to your wheel, suspension, and potentially your braking system.

We get called to situations like this more than you'd think. Driver notices a flat, doesn't want to wait for help, figures they'll just crawl to the nearest garage. By the time we arrive, the tyre is shredded, the alloy wheel is gouged, and sometimes the brake caliper has been clipped.

A flat tyre has no air cushion. Every bump, every turn of the wheel, grinds the rim directly against the road. At 5mph, you can write off a £300 alloy in about 400 metres.

The exception — and it's an important one is run-flat tyres. These are specifically designed with reinforced sidewalls that allow limited driving (typically 50 miles at under 50mph) after a puncture. But even run-flats have limits. They're not invincible, and driving beyond those parameters destroys them just as fast.

If you're on a standard tyre and it goes flat: stop. Safely, calmly, as soon as possible. Pull off the road, put your hazards on, and call us. We'll come to you anywhere in Glasgow or across Scotland and sort it on the spot.

Stuck with a flat right now? Call 07955 533000 or WhatsApp us. 24/7, any location.

Myth #3: "Winter Tyres Are Only for Snow"

The truth: Winter tyres are designed for any condition below 7°C — wet roads, frost, ice, and cold rain. In Scotland, that's roughly half the year.

This myth frustrates us more than most, because it leads to genuinely dangerous driving every November through March across Glasgow and beyond.

Winter tyres aren't about snow depth. They're about temperature. The compound in a winter tyre stays soft and flexible below 7°C, maintaining grip. A summer tyre's harder compound stiffens in the cold and loses contact with the road surface.

Glasgow doesn't need heavy snowfall for winter tyres to make a difference. A 4°C wet road in November — which describes most of our winter mornings — is exactly the condition where the difference between winter and summer tyres is most significant.

We've been to callouts on the Kingston Bridge in December where the road looked perfectly fine. No ice visible. No snow. But a driver on summer tyres had lost traction going into a bend because the surface temperature had dropped below the tyre's effective operating range.

The road doesn't have to look dangerous for the grip to be gone.

If you're not sure whether your vehicle is on the right tyres for the season, read our full guide on summer tyre switching and the 7°C rule. The guidance applies in reverse for winter if temperatures are consistently below 7°C, winter tyres earn their keep.

Myth #4: "Cheap Tyres Are Fine for City Driving — I'm Not Doing Motorway Miles"

The truth: City driving stop-start, wet roads, sudden braking is actually where tyre quality matters most. Budget tyres perform worst in exactly these conditions.

The logic sounds reasonable on the surface. Motorways are fast, so you need quality tyres there. City driving is slower, so cheap is fine. Right?

Wrong, and it's almost backwards.

Stop-start city driving in Glasgow Argyle Street, the Southside, anywhere near the M8 junctions involves constant braking, acceleration, and tight cornering. Wet road surfaces are the norm. Pedestrians step out unexpectedly. Cyclists appear in blind spots.

It's the conditions that demand the most from a tyre's wet grip and braking response.

We've attended callouts in Govanhill and Pollokshields where budget tyres fitted to keep costs down had reached 2mm of tread in under 15,000 miles. The same journey on a mid-range tyre typically sees 25,000–30,000 miles before hitting that threshold.

The maths on "cheap tyres saving money" often doesn't hold up once you account for how quickly they wear.

Tyre Tier	Avg. Tread Life	Wet Braking (60mph)	Cost Per Mile
Budget	15,000–18,000 miles	Longer stopping distance	Higher
Mid-range	22,000–28,000 miles	Good	Moderate
Premium	28,000–35,000 miles	Shortest stopping distance	Lower

Figures are approximate averages based on typical use patterns.

The cost-per-mile calculation often surprises people. Premium tyres cost more upfront but last significantly longer and perform better throughout their life.

Myth #5: "Run-Flat Tyres Never Need Replacing Quickly — You've Got Miles Left"

The truth: Run-flat tyres must be replaced after a puncture in most cases. Continuing to drive on a deflated run-flat beyond its limits causes internal damage that isn't visible from the outside.

Run-flats are brilliant technology. They give you confidence that a puncture won't leave you stranded on the hard shoulder of the A82 at night. But they're frequently misunderstood.

The reinforced sidewall that makes them work under deflation takes significant stress when it's supporting the vehicle's weight without air pressure. This stress can damage the internal structure the belts, the carcass in ways that don't show up as visible tread damage but compromise the tyre's safety completely.

Most manufacturers are clear: a run-flat that has been driven on while deflated should be inspected and in most cases replaced. It's not a "patch and carry on" situation.

We regularly attend callouts where a driver has driven 40–50 miles on a deflated run-flat, arrived at their destination, and assumed it was all fine because the car was still moving. When we inspect the tyre, the internal damage is obvious. It goes straight in the bin.

The other common misunderstanding: run-flats also wear faster than standard tyres under normal driving conditions. The stiff sidewall transmits more road impact through the tyre, and the harder ride they're known for is part of the tradeoff.

They're the right choice for specific vehicles and drivers. But "it'll be fine for a while" isn't how they work.

Myth #6: "Tyre Pressure Doesn't Matter Much — A Bit Low Is Fine"

The truth: Incorrect tyre pressure whether low or high directly affects braking, fuel consumption, handling, and tyre lifespan. The effects start immediately, not gradually.

This is a myth we encounter constantly from taxi drivers and van operators in particular high-mileage users who have gotten comfortable with the idea that pressure is something you check "when it looks flat."

By the time a tyre looks visibly flat, it's often already lost 15–20% of its correct pressure. At that point:

The tyre's contact patch has changed shape, reducing effective grip
Rolling resistance has increased, burning more fuel
The edges of the tyre are wearing faster than the centre
Heat build-up in the sidewall is accelerating

Running even 6 PSI under the recommended pressure increases fuel consumption by around 2–3% and can reduce tyre lifespan by up to 25%. For a taxi driver covering 50,000 miles a year, that's a real financial cost.

Modern vehicles with TPMS (Tyre Pressure Monitoring Systems) give you a dashboard warning but that warning typically only triggers when pressure drops 25% below recommended. The tyre is already underperforming by then.

Check your pressures monthly. Cold, before driving, against the figure in your door jamb or owner's manual. It takes two minutes and it's one of the highest-return maintenance habits you can build.

Myth #7: "Mobile Tyre Fitting Isn't as Good as Garage Work"

The truth: A properly equipped mobile tyre service performs identically to a garage fitting, balancing, torquing just at your location instead of theirs.

We're obviously not neutral on this one. But it's a myth worth addressing honestly, because we understand where the scepticism comes from.

Old-school mobile tyre fitting the bloke in a transit with a basic kit sometimes was inferior. Improper torquing, no dynamic balancing, rushed jobs. That reputation has lingered.

Modern mobile tyre services like ours operate with fully equipped vans carrying professional-grade equipment: the same tyre changers, the same wheel balancers, the same torque wrenches used in commercial garages. The only thing missing is the ramp and for tyre work, you don't need one.

When one of our techs arrives at your Southside flat or your workplace in Clydebank, the process is identical to a garage visit:

Tyre inspected and size confirmed
Old tyre removed safely
New tyre mounted and bead seated properly
Wheel dynamically balanced
Fitted to vehicle and torqued to manufacturer specification
Pressure set and confirmed

The difference is that you didn't drive anywhere, wait in a queue, or take time off work.

We carry Michelin, Continental, Bridgestone, Yokohama, and Goodyear across a wide range of sizes. The quality of the tyre and the quality of the fit are the same as any reputable garage we just come to you.

Want to see for yourself? Book your mobile tyre fitting in Glasgow — we'll be with you in 30–45 minutes.

Myth #8: "All-Season Tyres Replace Both Winter and Summer Completely"

The truth: All-season tyres are a compromise. They perform adequately across a wider temperature range, but they don't match dedicated tyres at their best in either direction.

The appeal of all-season tyres is obvious. One set, year-round, no seasonal swaps. And for certain drivers in certain situations, they genuinely make sense.

But the word to focus on is compromise.

In testing by Which? and other independent bodies, all-season tyres consistently show longer braking distances than winter tyres in cold conditions and longer braking distances than summer tyres in warm wet conditions. They're the middle ground — never worst, never best.

For a driver in Glasgow who covers 7,000–8,000 miles a year, mostly local trips, in a standard car, all-seasons are a reasonable choice. The convenience outweighs the performance gap.

For a driver covering 30,000 miles a year, doing regular motorway runs, or operating a taxi the difference in performance and lifespan matters more. Dedicated seasonal tyres are the better answer.

The myth isn't that all-seasons are bad. It's that they replace summer and winter tyres completely. They don't. They replace the inconvenience of switching, at a performance cost.

Myth #9: "Pothole Damage Is Just Cosmetic — If the Tyre's Not Flat, It's Fine"

The truth: Pothole impacts frequently cause hidden damage internal tyre deformation, sidewall bulging, wheel misalignment, and suspension stress — that doesn't show immediately but creates a serious failure risk.

Glasgow's roads are hard on tyres. The M8, the Kingston Bridge approaches, side streets in Pollokshields and the East End pothole season never really ends here. And the impact damage they cause is consistently underestimated.

A tyre can look completely normal after hitting a pothole hard. No visible puncture, no flat, pressure still good. But the internal structure the steel belts, the fabric carcass may have been compromised. A sidewall bulge developing over 48 hours after the impact is one of the most common results, and it's a structural failure waiting to happen.

Wheel alignment is the other casualty. A single hard pothole strike can shift your alignment by 0.3–0.5 degrees. That doesn't sound like much, but it means one edge of your tyre is now wearing three or four times faster than the rest. Six months later, you've got a tyre that looks like it has 4mm of tread in the centre and 1.5mm on one shoulder.

After any significant pothole strike, it's worth having the affected tyre inspected and the alignment checked. If the car pulls to one side afterwards, don't wait that's alignment telling you something shifted.

Myth #10: "You Should Always Use the Same Tyre Brand Your Car Came With"

The truth: OEM (original equipment) tyres are chosen through manufacturer deals, not always because they're the best option for your real-world use.

Car manufacturers negotiate tyre supply agreements with specific brands for specific models. The tyre fitted at the factory may be a perfectly good choice but it may also have been optimised for test conditions that don't match how you actually drive in Glasgow.

Some OEM tyres are excellent. The Michelin Primacy fitted to many premium saloons is a genuine quality choice. But some OEM specifications prioritise low rolling resistance (to help the manufacturer's fuel economy figures) over wet grip which matters a great deal on Scottish roads.

When we're advising customers on replacement tyres, we look at their actual driving pattern, their vehicle's load and speed requirements, and the conditions they face regularly. Sometimes that means recommending the same brand as OEM. Sometimes it means recommending something better suited to real Scottish roads.

The brand on your car from the factory is a starting point, not a rule.

Myth #11: "Long Parking Doesn't Damage Tyres"

The truth: Tyres left static under load for extended periods develop flat spots and suffer compound degradation, especially in temperature extremes.

This one comes up a lot in areas like Southside Glasgow, where older tenement flats often mean street parking — and some cars sit for weeks at a time.

When a tyre sits in the same position under the vehicle's weight, the contact patch can develop a slight flat spot. In most cases, this resolves after a few miles of driving as the tyre warms up and the compound normalises. But in severe cases months of static parking, especially in cold conditions the flat spot can become permanent, causing a persistent vibration.

The other issue is compound cracking. Ozone, UV light, and temperature cycling cause rubber to dry out and crack over time, regardless of tread depth. A tyre with 6mm of tread that's been sitting on a Govanhill street for three years is not the same as a tyre with 6mm of tread that's been used regularly.

If your car's been sitting for more than a month, have the tyres inspected before any significant journey. We've attended callouts for tyre failures on vehicles that had been "fine in the driveway" all winter.

Myth #12: "EVs Don't Need Anything Special — A Tyre's a Tyre"

The truth: Electric vehicles are significantly heavier than equivalent petrol cars and deliver torque instantly. Standard tyres wear faster, handle differently, and can compromise range if they're not EV-rated.

This is a newer myth — one that's grown up alongside EV adoption in Glasgow and it catches a lot of EV owners off guard.

A typical EV is 15–20% heavier than its petrol equivalent, due to the battery pack. That additional weight requires a higher load index on the tyre. Fitting standard car tyres rated below the vehicle's actual load requirement is a safety issue, not just a performance one.

The instant torque delivery from an EV motor zero to full torque in milliseconds also stresses tyres differently. EV-specific tyres like the Michelin e.Primacy or Bridgestone Turanza EV are engineered with reinforced internal structures to handle this load pattern and reduced rolling resistance compounds to protect range.

Owners of the Nissan Leaf, Tesla Model 3, or BMW i4 who fit "any tyre that fits the size" often notice faster wear on the rear axle and a range reduction of 5–10% compared to EV-rated tyres. Neither is trivial.

If you're driving an EV in Glasgow and due for new tyres, ask specifically about EV-rated options. The size might be identical to a standard tyre, but the internal specification matters.

Myth #13: "I Can Fix a Puncture Myself with a Foam Sealant Kit"

The truth: Foam sealant kits are emergency tools for getting you to a safe location not a tyre repair. Using them on large punctures or sidewall damage can make a professional repair impossible.

Foam sealant kits (sometimes called "tyre weld" or "puncture repair foam") come as standard in many modern cars instead of a spare tyre. And they work as a temporary, get-you-home measure.

The problem is when drivers treat them as a permanent fix. Or when they use them on a puncture that's too large, or in the wrong location.

A puncture can only be properly repaired if:

It's in the central three-quarters of the tread
The hole is no larger than 6mm in diameter
There's no secondary damage to the tyre's internal structure

A sidewall puncture, a large hole, or one caused by a serious impact cannot be safely repaired full stop. Foam sealant on a sidewall puncture temporarily inflates the tyre but does nothing to address the structural damage underneath.

We've arrived at callouts where a driver has foam-sealed a tyre that was clearly beyond repair, driven on it for a day, and then wondered why it failed completely. Worse, the foam residue inside the tyre makes it significantly harder to inspect and properly assess the situation.

If you've used a foam kit: it buys you time to call us. Don't rely on it for more than getting to a safe stopping point.

Myth #14: "Sustainable Tyres Are Just Greenwashing — They Don't Perform"

The truth: Eco-compound tyres from major manufacturers have improved significantly. Several perform at or near the level of standard premium tyres while genuinely reducing rolling resistance and CO₂ output.

Scepticism about "green" products is healthy. And five years ago, eco tyres genuinely were a compromise lower rolling resistance sometimes came at the cost of wet grip.

That gap has largely closed.

The Michelin e.Primacy developed for EVs and fuel-efficient driving achieves among the best wet braking scores in its class while delivering measurably lower rolling resistance. The Continental EcoContact 6 similarly performs well in independent testing across both efficiency and safety metrics.

The honest position: not all eco-labelled tyres are equal. Look for the EU tyre label, which rates tyres A–G on wet grip and fuel efficiency independently. An A/A rating means the tyre is genuinely both safe and efficient not a marketing claim.

We can advise on specific eco options for your vehicle and driving pattern. Some genuinely make sense. Others are mostly branding. We'll tell you the difference.

From Old Mechanics to Modern Mobile Fitting: How Tyre Service Has Changed in Glasgow

There's something worth acknowledging here. A lot of the "old mechanics" wisdom that gets passed down came from people who genuinely knew their craft. The advice wasn't wrong for its time. Vehicles were simpler. Roads were different. Tyre technology was more uniform.

What's changed is everything around the tyre:

TPMS sensors that need recalibrating when tyres are swapped
EV load ratings that didn't exist a decade ago
Run-flat technology with specific replacement protocols
Compound science that makes brand and tier matter more than ever
Pothole-damaged road infrastructure that puts more stress on sidewalls

The Glasgow roads we drive on today are harder on tyres than they were 20 years ago. The vehicles are heavier, more complex, and more sensitive to tyre specification.

And the service model has changed too. When we arrive at your home in Southside, your workplace in Clydebank, or your car park in Govanhill, we're not doing a rushed roadside bodge. We're bringing professional-grade equipment, genuine tyre stock from major manufacturers, and the kind of specific knowledge that makes the difference between a safe fit and a problem waiting to happen.

The old mechanics were often great at what they did. But some of what they told you no longer applies and knowing the difference could keep you safer on the M8.

Myth vs Fact — Quick Reference

The Myth	The Reality
All tyres are basically the same	Compound, tier, and type affect braking by several metres
Drive slowly on a flat — it's fine	Destroys the rim in minutes, possible suspension damage
Winter tyres only for snow	They're for any temp below 7°C wet, frost, ice
Cheap tyres fine for city use	City conditions demand the most from wet grip
Run-flats don't need replacing urgently	Internal damage after deflation often means replacement
Tyre pressure doesn't matter much	6 PSI low = 25% less tyre life, 2–3% more fuel used
Mobile fitting is inferior	Identical process, same equipment, at your location
All-seasons fully replace seasonal tyres	They're a compromise not as good at either extreme
Pothole damage is just cosmetic	Hidden structural damage and alignment shifts are common
Stick with the OEM brand	OEM choices are commercial decisions, not always optimal
Parked cars don't get tyre damage	Flat spots, compound cracking, and ozone degradation occur
EVs don't need special tyres	Load index and compound spec matter significantly for EVs
Foam kits fix punctures properly	Emergency-only; can prevent proper repair if overused
Eco tyres are all greenwashing	Major brands now deliver genuine performance + efficiency

Frequently Asked Questions — Tyre Myths

Are cheap tyres actually dangerous in Glasgow? Not always immediately dangerous, but they consistently show worse wet braking distances, wear faster, and perform less predictably in the cold-wet conditions that define most of the Scottish driving year. For occasional, low-speed local use they may be acceptable. For regular driving, the long-term cost and safety trade-off rarely works in their favour.

Can you really not drive on a flat tyre at all? On a standard tyre, no even at walking pace you risk destroying the rim within a few hundred metres. On a genuine run-flat tyre, you can drive up to 50 miles at under 50mph. After that, the internal structure is compromised regardless of what the outside looks like.

Do winter tyres actually make a difference on wet Glasgow roads with no snow? Yes, significantly. Winter tyres are designed for temperatures below 7°C not specifically for snow. On cold wet roads (which describes most of Glasgow's October–April), winter tyres maintain grip where summer tyres harden and lose contact.

Is mobile tyre fitting safe and properly done? Yes, when performed by a properly equipped service. Our vans carry dynamic balancing equipment, professional torque tools, and a full range of branded stock. The result is identical to a garage visit. The difference is we come to you.

How do I know if my tyre was damaged by a pothole? Check for sidewall bulging any outward bump on the tyre wall is a sign of internal damage. Also notice if the car pulls to one side or the steering feels different. If you hit a pothole hard, have it inspected before your next long drive.

Can all-season tyres handle Scottish winters? Better than summer tyres, yes. But independent testing consistently shows they stop further than winter tyres on cold wet and icy roads. For drivers doing serious winter mileage especially on the A9, A82, or rural Highland routes dedicated winter tyres are the safer choice.

Do EVs really need special tyres? Yes. EV-rated tyres carry the necessary load index for heavier battery-equipped vehicles and are designed to handle the instant torque delivery from electric motors. Standard tyres fitted to the correct size may work short-term but wear faster and can reduce range noticeably.

What's wrong with using foam puncture repair kits as a permanent fix? Foam kits are strictly for emergency use getting to a safe location. They can seal small punctures temporarily, but the foam residue prevents proper internal inspection. Large punctures and all sidewall damage still require tyre replacement.

How often should tyre pressure actually be checked? Monthly at minimum, and before any long journey. Check cold before the car has been driven. TPMS dashboard warnings typically only activate when pressure is already 25% below recommended, by which point performance and wear have already been affected.

Should I always replace tyres with the same brand as the originals? Not necessarily. OEM tyre choices involve manufacturer commercial agreements and sometimes prioritise factors like fuel economy test results. The better approach is choosing a tyre appropriate for your actual driving pattern, vehicle requirements, and Scottish road conditions which may or may not be the original brand.

Are eco-labelled tyres worth buying? It depends on the specific tyre. The EU tyre label rates wet grip and fuel efficiency independently on an A–G scale. An A-rated tyre on wet grip is genuinely safe regardless of its eco credentials. Look at the label, not just the marketing.

What's the real cost of running winter tyres through summer in Glasgow? Faster compound wear (winter rubber degrades more quickly above 7°C), higher fuel consumption due to increased rolling resistance, and reduced handling precision at motorway speeds. Drivers who leave winter tyres on through summer often find they need a full replacement set earlier than expected.

When should I replace tyres after pothole damage if there's no visible puncture? If there's any sidewall bulging, get it replaced immediately it's a structural failure risk. If the tyre looks undamaged but the car is behaving differently (pulling, vibrating), have it inspected alongside an alignment check. Don't assume undamaged appearance means the tyre is safe.

Can long-term parking really damage tyres? Yes. Static load causes flat spotting, which often resolves after driving but can be permanent in severe cases. Compound cracking from ozone, UV, and temperature cycling is also a real issue — a tyre with good tread depth but significant cracking on a car that's sat for a year should be inspected carefully before use.

How do I know if I have summer or winter tyres on my car right now? Check the tyre sidewall. Winter tyres display an M+S marking or a three-peak mountain snowflake symbol (3PMSF). Summer tyres carry no cold-weather marking. If you're buying a used car, check this before the next season change mismatched seasonal tyres (winter fronts, summer rears) are more common than you'd expect.

Still Not Sure? We'll Tell You Straight.

We'd rather give you an honest answer than a sale you didn't need.

If you're not sure whether a myth you've heard is true, whether your tyres need replacing, or whether your car is on the right rubber for the season call us. We're available 24/7, we cover all of Glasgow and Scotland-wide, and we won't tell you something needs replacing if it doesn't.

📞 Call 07955 533000 💬 WhatsApp us 🌐 247mobiletyreservice.co.uk

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Company Name: 24/7 Mobile Tyre Services - Glasgow

Address: 100 Jessie St, Polmadie, Glasgow G42 0PG, United Kingdom

Phone: +44 7955 533000

Website: https://247mobiletyreservice.co.uk/

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Serving Southside, Pollokshields, Govanhill, Clydebank, West End, City Centre, East End, Paisley, Rutherglen, East Kilbride and all of Scotland.

External references: TyreSafe — UK Tyre Safety Organisation | Which? Tyre Testing | EU Tyre Label Explained

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