What to expect

Powder colours vary between suppliers and between batches. We match to your paint code and the result is consistently close, but nobody can promise a laboratory exact match across different batches.

The practical answer is to do the whole set in one batch. Wheels coated together will match each other, which is what actually matters when the car is on the road.

Tinted and chrome effect finishes are the least predictable of all. If you want one of those across a set, all four need to go through together.

Where corrosion has pitted the metal, or a wheel has been welded, the surface underneath the new finish is no longer perfectly flat. Lacquer is clear, so it shows what is beneath it.

On lighter colours this is more visible than on dark ones, because a pale finish reflects more and hides less. A heavily pitted wheel in gloss white will show its history in a way the same wheel in satin black will not.

We will tell you which of your wheels fall into this category when we inspect them, and you can decide then.

Every recut removes a layer of metal from the face. That is the process, not a shortcut. It means a wheel can only be cut so many times before the face becomes too thin to cut safely.

Where a diamond cut face meets a coated section, the boundary can occasionally chip. It is a characteristic of the finish rather than a fault in the work, and it is one reason some owners eventually move a set to powder coating instead.

When a wheel has reached its limit we will say so and refuse the job. We would rather lose the work than hand back something that should not have been machined.

Tell you before, not after. If we find something on inspection that changes the job, you hear about it and price it before any work starts.

Say no when no is the right answer. A wheel that is cracked, badly distorted or out of material is not a refinishing job, and no finish will make it one.

Put right anything that is our doing. If you are not happy with the finish, we redo it.