Mobile Mechanic North West

Our mobile mechanic prices come from one price list that applies across the whole of the North West, so the call-out, the hourly labour rate and the parts cost exactly the same in Blackpool as they do in Chester or Stockport, with nothing added for location.

Splitting the quote into three parts is deliberate. You can see exactly what you are paying for, and it stops a bigger labour charge being quietly buried inside a parts price where nobody would notice it.

It also means we can tell you honestly when a job is not worth doing on a particular car, which is a conversation better had on the phone than after somebody has arrived and started.

Prices for individual jobs sit on the service pages themselves — brake repairs, car servicing and mobile tyre fitting all set out what is included, and you can check any of them against your own reg by calling 01744 808586.

Yes — we have vans working across Merseyside, Greater Manchester, Cheshire, Lancashire and the Wirral every working day, and more than fifty towns in the region have their own page on this site, so there is almost certainly one already covering the street your car is on.

Coverage works as a network rather than a single operator taking whatever comes in. That is what makes it possible to offer the same slots and the same prices in Preston as in Liverpool.

The town pages are worth a look before you ring, because each one goes into what tends to go wrong locally and what we most often get called out for there.

If your town does not have its own page yet, that does not mean we are not there. Ring 01744 808586 with your postcode and you will be told straight away, or check the Manchester and Chester pages for the nearest listed coverage.

What matters is whether somebody is already covering your area, not how close their address is to yours. We work as a network across the North West, so the same technicians, the same equipment and the same prices reach every town listed on this page.

A lot of people search for someone within a few miles because they assume that is what keeps the price down. It is not what keeps the price down. What keeps it down is having the right part on board first time, so the job is finished in one visit rather than two.

It also means you are not limited to whoever happens to be nearest. You get technicians who work on these cars every day and who have a workshop, a paint booth and an MOT test centre behind them.

That backing is the real difference, and it is set out in full on our about us page.

Ask three things: who holds the qualifications for the work your car needs, what happens if the job turns out to need a ramp, and whether the person quoting is the person doing the work. The answers separate a real garage from a booking service.

Booking platforms are common and they rank well, but they pass the job to whoever accepts it, and the person who arrives may never have spoken to you. If the job then needs lifting, it goes back to you to solve.

Our answer to all three is the same one: the technicians who come out are the technicians who work our bays, they hold IMI Level 4 for high-voltage work, and anything needing a ramp goes onto ours.

We are also AA and RAC approved, and the MOT test centre is DVSA-approved and on site. There is more on how we work in garage advice.

Yes, and it makes no difference to the price which of the two it is. We come to houses, workplaces, car parks and roadsides right across the North West, and the only thing we need to know beforehand is where the car is standing and whether there is room to work.

Tell us where the car is parked — on the drive, at the kerb, in a shared entry or in a bay at work — and roughly how much space is around it. That is enough for us to know what can be done there.

Workplace jobs are popular for servicing and tyres in particular, because the car sits still all day anyway and you get it back finished rather than losing an evening to it.

Servicing at your address is covered on car servicing, and tyres on mobile tyre fitting.

Merseyside, Greater Manchester, Cheshire, Lancashire and the Wirral, with more than fifty individual towns each having their own page and their own coverage on this site. Every one of them gets the same technicians, the same equipment on board and the same price list.

On Merseyside that runs from Southport down through Liverpool and across Knowsley and St Helens. In Cheshire it covers Chester, Warrington, Runcorn and Widnes.

Greater Manchester runs from Wigan across to Oldham and Stockport, and Lancashire takes in Preston, Chorley and Blackpool.

The Wirral has its own coverage too, from Birkenhead through to Heswall, and the full list of towns sits in the areas section further up this page.

Every one of those towns has a page of its own setting out what we get called to there most often, which is usually a better starting point than a general enquiry. If yours is not listed, ring 01744 808586 with the postcode and you will be told there and then whether a van covers it.

Often yes, particularly for batteries, punctures, cars that will not start and warning lights, because our vans already carry those parts and that equipment. What decides it is what the car needs and what is booked in, and you get a straight answer on the phone.

Where same day is not realistic, you get a proper booked slot rather than a vague all-day window, and a phone call if anything about it changes.

Jobs that need a part ordering specially, or that need the car in the air, are the ones most likely to be next day or later. We will say which yours is when you ring rather than after you have waited in.

If the car will not start at all, car won’t start covers what each symptom usually means. Ring 01744 808586 and describe what happened when you turned the key.

We are open Monday to Friday from 8:30am to 5pm and Saturday from 9am to 12:30pm, and Saturday mornings are genuinely used for call-outs rather than kept back for the workshop, which suits people who cannot afford to lose a whole working day to a car repair.

Those are the real hours, and we would rather tell you them plainly than imply somebody is sitting by a phone at three in the morning.

If something happens outside those hours, send a WhatsApp message anyway. It sits there and gets picked up first thing, which usually means you are near the front of the queue rather than starting the conversation from scratch.

The live opening-hours indicator further up this page shows whether we are open at the moment you are reading it, and the same hours apply at the workshop for MOT testing and collections.

Keeping a repair cheap comes down to diagnosing it properly before anything is bought, which is why we quote the diagnosis, the labour and the parts as three separate figures, and why bigger bills can be spread over 3, 4 or 6 months at 0%.

Most of the money wasted on car repair goes on parts that were never faulty. A fault code names a circuit, not a broken component, so fitting the part the code mentions is a guess with an invoice attached.

We read the codes, look at live data and road test where the fault needs it, and price that diagnosis on its own so you are never signing up to open-ended work.

Payment Assist is a soft credit search on amounts up to £1,000, so asking leaves no mark on your file. It is arranged before the invoice is settled — see pay monthly car repairs.

Yes, and the battery gets tested under load before anybody sells you one. A battery resting at 12.6 volts is healthy; under 12.4 volts it is discharged rather than dead, and we check the charging system in the same visit to find out which you have.

With the engine running, a healthy charging system reads somewhere between 13.8 and 14.6 volts. Below that, the alternator is the problem and a new battery would simply go flat again within a fortnight.

If the battery keeps going flat overnight while the charging system tests fine, something is drawing current while the car sleeps. A parked car should settle to under about 50 milliamps once everything has shut down.

Most cars built since around 2010 need a new battery coding to the car, and our vans carry the equipment for it. See car battery replacement and battery drain diagnosis.

Yes — general repairs are the bulk of what we do, from brakes, suspension and exhausts through to clutches, cambelts and engine work, and because we own the workshop as well as the vans, the job does not have to stop at whatever fits on a driveway.

Roughly speaking, anything that can be done safely with the car on the ground gets done where it is standing. Anything needing it properly in the air comes to our ramps instead.

You are told which of those it is when you ring, along with the figures for both, so there is no discovery halfway through that changes the price or the plan.

Welding and bodywork are both done in house as well, so a corroded sill or a kerbed panel does not have to become somebody else’s job. Start with vehicle diagnostics if you are not sure what is wrong.

Yes. Gearbox and transmission work is done at the workshop on ramps rather than at the roadside, and it starts with diagnosis, because a slipping clutch, a failing dual-mass flywheel and a genuine gearbox fault all feel similar from the driver’s seat and cost very different amounts.

A clutch that slips under load, a gearbox that whines in one particular gear and a flywheel that rattles at idle are three separate repairs with three very different bills attached.

Getting that wrong is expensive, so we diagnose first and quote afterwards. Where the car cannot be driven in, we can collect it and bring it back once the work is finished.

Automatic and dual-clutch boxes are covered too, including the software and adaptation side, which is very often where the fault actually lives rather than in the mechanical parts everybody assumes. See gearbox repairs and clutch replacement.

Yes — all makes and models, including BMW, Mini, Kia, Ford, Vauxhall, Volkswagen, Audi, Mercedes, Land Rover and Renault. Our diagnostic equipment covers manufacturer-level systems rather than a generic code reader, which matters on modern cars where half the faults live in software rather than in metal.

That means service intervals, resets, coding and adaptations can be done properly, not just the mechanical part of the job with a light left on the dashboard afterwards.

Servicing to the manufacturer schedule, with the correct oil specification and the book stamped, keeps a manufacturer warranty intact. That is worth knowing before you assume you are tied to a dealer for the first three years.

Oil specification matters more than most people realise on modern engines, because the wrong grade will trigger faults in variable valve timing and in a diesel particulate filter long before it causes any wear.

There are individual pages for the makes we see most, including BMW specialist work and Kia servicing.

Yes. Fleet and commercial work is one of the strongest reasons to use a mobile service, because vehicles get serviced where they are parked overnight instead of losing a working day each. We handle scheduled servicing, MOTs, tyres and breakdowns across the whole region.

For a fleet spread over several towns, the network matters more than it does for a single car. One point of contact, one price list, and the same standard of work whichever depot or driveway a vehicle happens to be sitting on.

MOTs are handled at our own DVSA-approved test centre, with collection and return, so vehicles are off the road for as little time as possible. A van can be tested up to a month early and keep its existing renewal date, which makes scheduling far easier.

We are set up for leasing and fleet management systems as well — see commercial fleet repairs and 1link fleet maintenance.

Yes, alloy wheel refurbishment is done at the workshop, where wheels can be stripped, repaired, prepared and refinished properly in the paint booth. Kerb damage, corrosion under the lacquer and the pitting that comes from road salt all need the wheel off the car to fix well.

It is one of the jobs that shows the value of having a workshop behind a mobile service. Nobody can refinish a wheel properly on a driveway, and a touched-in kerb scrape lifts again within months.

Wheels can be collected and returned, or done while the car is in for something else, which is usually the cheapest way to do it.

Corrosion on the bead seat, where the tyre meets the rim, is also a very common cause of slow air loss on older alloys, so it is worth sorting before it turns into a flat on a cold morning.

See alloy wheel refurbishment.

Yes. Our technicians hold IMI Level 4, which is the qualification required to work safely on high-voltage systems, so servicing, brakes, tyres and diagnostics on an EV or hybrid are jobs we take on rather than turn away for want of the right training.

Electric cars are heavier and produce their torque instantly, so they get through tyres noticeably faster than a comparable petrol car and need the tread checking more often.

They also brake differently. Regenerative braking does most of the slowing, which means the friction brakes are used lightly and can seize at the caliper slide pins through lack of use rather than wear.

High-voltage work aside, an EV still needs its brake fluid, cabin filter, suspension and tyres looking after on schedule, and those are all jobs we finish where the car is parked.

Both of those wear patterns are easy to catch early and expensive to ignore. See EV servicing and EV battery health checks.

It comes to our ramps and stays with us. Boundary Road is our own workshop with a DVSA-approved MOT test centre on site, so anything needing the car properly in the air is finished by the same business, with the same people and the same quote.

This is what the workshop behind the vans is for. A job that grows moves onto our own ramp, so the diagnosis is done once and paid for once.

We can collect the car and return it once it is done, so you are not organising lifts around it, and the MOT test centre being in the same building means a test can be done at the same time.

Nothing about the price changes because the location did. The quote you agreed still stands, and any additional work is priced and agreed with you first — on 01744 808586 or on WhatsApp, whichever suits.

An MOT has to be carried out at an approved test centre, and ours is on site at Boundary Road, which means we can collect the car, test it, do any work it fails on and bring it back without you handing it to a third party.

It is worth knowing that you can put a car in up to a month before the expiry date and keep your existing renewal date, so an early test costs you nothing in cover.

If it fails, the repair is quoted before it is done, and it is done by the same garage that tested it rather than passed along to somebody else. Welding, brakes, tyres and emissions work are all handled in house.

Retests, advisories and what they actually mean are covered on MOT St Helens, and van MOTs on van MOT and servicing.

Your manufacturer warranty stands as long as the correct service schedule is followed, the right specification of parts and oil are used, and the work is properly recorded. That is what block exemption rules mean in plain English: you can have your car serviced wherever you choose.

It is one of the most common things drivers get wrong, and it costs people money every year. A dealer stamp is not a legal requirement for keeping cover in place.

What is required is doing the job to the manufacturer’s schedule, with parts of the right specification, and having a record of it. We service to schedule and stamp the book accordingly.

If your car is on a service plan or still inside its warranty period, say so when you ring 01744 808586 and we will confirm exactly what it needs. See also car service plans.