Mobile auto repair · 7 days a week, 7am - 7pm $150 flat call-out, diagnostic included (414) 877-8092
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Home/Our Work

42 real repairs. No stock photos.

Scan screens with the actual codes on them, failed parts on the ground, measurements taken with a light. This is what you get sent after your own job, too.

Where these photos come from, plainly: every one of them is a genuine repair on a genuine customer's car, and none of them were taken in Wisconsin. They are jobs from the wider mechanic network this business is part of. We use them because a corroded caliper looks the same in any zip code, and we label it here rather than letting you assume they are local. As Milwaukee jobs build up, they will replace these.

Plates, VINs and faces are pixelated before publication. Nothing here identifies a customer or a vehicle.

Handheld OBD2 scan tool held in an orange nitrile glove showing fault code P0303, cylinder 3 misfire detected
P0303 - cylinder 3 misfire, stored. The code tells you which cylinder is unhappy. It does not tell you whether the cause is a coil, a plug, an injector or a leak, and that is the part you are actually paying for.
Handheld code reader on dark ground at night showing fault code P0303 flagged as permanent
The same fault, flagged as permanent. A permanent code cannot be cleared with a button - the car erases it on its own only after it watches the repair hold across real drive cycles.
Code reader showing fault P0017, crankshaft position to camshaft position correlation, bank 1 sensor B
P0017 - crank and cam are out of correlation. That is a timing chain, a phaser or a sensor, and guessing wrong on this one is an expensive mistake.
Professional Autel scan tablet held in one hand listing a catalyst efficiency code as current, pending and permanent
A proper scan separates current, pending and permanent codes instead of showing one mixed list. Here a catalyst efficiency fault is stored in all three states - that is a real problem, not a fluke.
Scan tablet screen listing two communication fault codes, each shown with current, pending and permanent status
Two communication faults, each logged as current, pending and permanent. A code that keeps coming back in every state is telling you the problem is live, not history.
Scan tool screen listing tire pressure sensor faults for individual wheel positions
Left rear reading too few pulses, right rear low voltage. Knowing which corner failed, and how, is the difference between one sensor and a set of four.
Brake caliper inspected with a flashlight showing remaining friction material on the pad through the caliper window
Pad material checked through the caliper window with a light. You see what is left on the pad before anyone talks you into a brake job.
Close view of a brake caliper and worn brake pad against a rusted rotor edge
Surface rust on a rotor edge is normal and harmless. A lip you can catch a fingernail on is not, and that is what we are actually looking for.
Mechanic's dirty hand holding two small threaded metal parts removed during a brake job in a driveway
Everything that comes off the car gets held up and photographed before it goes back on or in the bin. Small parts cause big comebacks when nobody keeps track of them.
Mechanic in a high-visibility jacket testing battery voltage with a multimeter under an open hood
A meter on the posts before anything else. Resting voltage, cranking voltage and charging voltage are three different tests, and a parts-store 'free battery check' usually runs one of them.
Mechanic holding multimeter probes on a car battery under an open hood during a second test
Same battery, second test on a different scale. One healthy-looking number can lie to you - the pattern across several readings is what names the culprit.
Digital multimeter propped against a car battery reading 13.73 volts during a charging system test
13.73 volts with the engine running - inside the healthy 13.5 to 14.7 window. That reading cleared the alternator, which matters just as much: it pointed the bill at the battery instead of a part that was fine.
Two alternators, the failed unit and its replacement, photographed together on a rainy day beside a wet fender
Old unit out, replacement in, photographed together in the rain. You get the picture of the failed part whether you ask for it or not.
Starter motor and solenoid with its power cable visible deep in a crowded engine bay
The starter, found. On plenty of modern engines it lives under the intake, and half the labor on the job is getting a hand and a socket to it.
Engine bay with a protective towel laid over components during a starter replacement
Starter out and the ring gear exposed. A rag stuffed in the opening keeps grit out of the bellhousing while the new unit goes in - a small habit that prevents a comeback.
Instrument cluster lit with multiple warning lamps including check engine, tire pressure and brake system
Six lamps at once is not six faults. It is usually one supply, one ground or one battery that dropped below the voltage the modules need to stay awake.
Car instrument cluster lit with a check engine lamp while rain covers the windshield
The call that comes in from a rained-on driveway with the check engine light glowing. This is the one we built the business around - you stay dry, we get wet.
Vintage Chevrolet pickup with a chrome grille and patina paintwork parked in a yard at night during a no-start diagnosis
No data bus, no scan tool, no help from a computer. On something this old the diagnosis goes back to compression, spark and fuel, in that order.
Interior of a vintage pickup showing an orange painted dash with aftermarket oil pressure, volt and water temperature gauges
Aftermarket oil pressure, volts and water temp gauges under the dash. On an old truck these three needles are the diagnostic system, and they are better than nothing by a mile.
Round vintage speedometer face reading to 90 miles per hour with a mechanical odometer below it
Mileage logged before we touched it. We do that on a 1949 truck and on a 2024 crossover, for exactly the same reason.
Silver coupe loaded on a flatbed tow trailer at the curb after a transmission failure
Some jobs cannot be finished at the curb. When that happens we say so early, arrange the tow, and the diagnostic time still comes off the repair.
Instrument cluster showing the coolant temperature gauge and an odometer reading over 189,000 miles
Temperature gauge and mileage, logged at arrival. A gauge that climbs on idle and drops at speed is a fan or a flow problem, not a thermostat.
Sedan parked with the hood raised showing the radiator, coolant reservoir and engine bay during a thermostat job
Hood up on a thermostat job. Cooling faults get diagnosed hot and cold - you watch what the system does as it warms up instead of guessing and swapping parts.
Parts catalogue listing on a phone showing a temperature control heater valve priced at $102.99
The actual part, on the actual parts page, at the actual price. We show you the screen. What you pay for parts is what it says there.
Digital instrument cluster of a minivan lit with a door open message and a row of warning indicators
A digital cluster will happily show you a dozen symbols and name none of the causes. That is what the scan tool is for.
Wheel hub and bearing flange removed from a vehicle and photographed on the shop floor
The hub and bearing that came off. A bearing that howls at 40mph and goes quiet when you change lanes has told you which side it is on before we even lift the car.
Black sedan taped up and being prepared for suspension work with a cordless impact wrench on the floor
Prep before the wheel comes off. Tape on the paint, impact gun staged. The gun does the fast part, and the torque wrench does the careful part at the end.
Rear wheel well with the wheel removed showing the rotor edge, shock absorber and a torn splash shield
Wheel off, and the real finding appears: a torn splash shield the owner never saw. Half of what we fix was found while we were fixing something else.
Close view behind a brake rotor showing a torn, flaking splash shield and an alignment cam bolt
The shield behind the rotor, shredded by age and road debris. It never sets a code and you will never see it - which is exactly why every job here ends with a look around the corner.
View from below a car showing the engine splash shield and front suspension during an inspection
The look underneath that a dragging noise earns. The shield was still holding on here - the split that actually caused the noise shows in the next frame.
Cracked engine undertray with missing fasteners visible from beneath a vehicle
Missing fasteners, torn mounting tabs. Cheap to fix while it is only a shield, expensive once it takes a sensor or a line with it.
Engine splash shield removed from a vehicle and laid on the ground, coated in road grime
The shield off and on the floor. This is the part that road salt, slush and gravel spend all winter attacking on your behalf.
Flashlight view into an engine bay showing the radiator hose, cooling fan and radiator during an inspection
Hose, fan and radiator checked with a light. Cooling systems fail at the rubber and plastic first - the metal is rarely the weak point.
Macro view of a camshaft actuator bore in a cylinder head showing bearing surfaces and oil varnish
Camshaft actuator bore, opened up. The varnish you can see is what happens to an engine that went too long between oil changes - and it is why phasers rattle on cold start.
Close detail of a camshaft position actuator seated in an engine cylinder head
Same actuator, wider. This is the sort of picture you should get from any mechanic before they ask you to approve a four-figure repair.
Parts supplier app showing a camshaft position sensor with a list price of $84.73 above the trade cost
List price and our trade cost, on the same screen. You pay a fixed markup over that cost figure, and we will turn the phone around and show you.
Engine bay of a four-cylinder sedan with the intake manifold and airbox in view and a cordless ratchet resting inside
Plugs, coils and the filter all live under this plastic. Half a tune-up is getting the intake apart cleanly and back together without breaking a single clip.
Open air filter housing with leaves, seed pods and debris collected inside the empty airbox
Airbox opened during a drivability complaint, filter already out. Every leaf in there spent months restricting air the engine was trying to measure.
Close view of a clogged air filter pleated element covered with dirt and plant debris
The same filter out of the box. A five minute check that nobody charges for and almost nobody does.
Black Range Rover with its hood raised inside a workshop bay during supercharger work
Some jobs need a lift, a full day and a roof. When yours is one of them we say so up front instead of finding out in your driveway at 6pm.
Front of a black Range Rover with the hood open in a workshop during an engine repair
Luxury European work is not off the table. It just needs the right scan tool, the right torque figures and honesty about what it will cost.
Land Rover dash display at startup showing the date and an odometer reading of 163,720 miles
Date and mileage logged straight off the dash at arrival. Every job starts with a record of what the car said before we touched it.

Want your repair documented like this?

Every job gets photographed before, during and after, and the pictures are yours whether you ask for them or not.

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