Katy's Tire & Wheel Shop. In and Out, Done Right.

When changing tire sizes, keep the new tire's overall diameter within 3% of your factory size. Stay inside that window and your speedometer, ABS, and transmission shifting all keep working the way the manufacturer intended. Go past it and you can throw off your speed reading and put extra strain on the drivetrain. We check the math for you on every fitment before anything gets mounted.

Texas asphalt cooks tires. Look for a tire with a high heat resistance rating (A on the UTQG temperature grade) and don't run cheap tires low on tread through a Texas summer — heat plus thin rubber is how blowouts happen on I-10. For daily drivers we lean toward all-season touring tires with solid heat ratings; for trucks that tow or go off-road, an all-terrain like the Nitto Recon Grappler holds up well in the heat.

A used tire is only as safe as the inspection behind it. Every used tire we sell gets checked for tread depth, dry rot, patches, sidewall damage, and age before it goes on the rack. Pricing is based on remaining tread and condition — a like-new take-off with 90% tread costs more than a mid-life tire, and we'll show you the tread depth reading so you know exactly what you're paying for.

Check air pressure once a month and before any long trip — heat swings in Texas move your PSI more than you'd think. Look over the tread every couple of months using the penny test (if you can see all of Lincoln's head, it's time), and get a professional inspection anytime you feel vibration, pulling, or uneven wear. Swing by and we'll check tread and pressure — call ahead with your size.

Heat is the number one tire killer in Texas. Even with good tread, the rubber itself degrades — most manufacturers say 6 years is the safe life of a tire here, regardless of miles. Check your DOT date code (we'll show you how), keep pressure right through summer swings, and don't run old rubber on I-10 in August. Tread depth isn't the whole story.

Yes — brakes, rotors, tie rods, control arms, ball joints, and shocks. It fits naturally with tire work: almost every suspension problem shows up as uneven tire wear first, and we see it every time your vehicle is on the lift. If your tires are wearing weird, the fix usually isn't just new tires — it's whatever worn part is causing it.