A seized locking nut is not usually an emergency, and treating it as one is how people end up paying for a recovery truck they never needed. The car still drives. What it will not do is give up a wheel, and that stops everything queued behind it: the MOT retest, the new tyre, even putting the spare on.
We carry extraction sockets that bite into a rounded or corroded nut and wind it off without chewing up the alloy, then fit a replacement so the next person who takes that wheel off has an ordinary job rather than your problem. It happens where the car already is, at your kerb in Mapesbury or in a workplace bay near Chichele Road, and it costs you a coffee break instead of a morning.
Locking nuts exist to stop somebody stealing the wheels, and mostly they do. We extract seized, rusted and rounded nuts where the car stands in NW2 and fit standard or replacement nuts afterwards, so the security still exists but the car is not holding you hostage. Nothing is towed out of Dollis Hill or the Chichele Road area; the work finishes there. Pressures set before we leave Gladstone Park, and the same on the North Circular.
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Kerbing does most of the harm round here. Parking is tight on the streets off Chichele Road, alloys get scraped against concrete, and grit thrown up off the Broadway packs into the nut recess where it holds moisture all winter. If we take one nut off and the other three look like they are going the same way, we will say so rather than let you find out on a wet night.
Second-hand cars change hands in NW2 without the little plastic sleeve ever making it into the glovebox, and nobody notices until a tyre goes down. The wheel is then bolted on by one nut that nothing in the car will turn. We take it off on the driveway and leave a standard nut in its place, so the spare can go on next time without a phone call.
A worn key spun up on an impact wrench will round the pattern in about two seconds, and after that no key made will grip it. Our extractors work on what is left of the outside of the nut rather than the shape inside it. Alloys around Gladstone Park collect enough kerb damage already without a socket being hammered over the top.
Cars parked along the A5 Cricklewood Broadway through the gritting season collect salt spray in the nut recess, and by spring the nut and the stud have effectively become one piece. Heat, penetrating fluid and patience shift most of them. The extractor deals with the rest, and the wheel comes off in your own parking space rather than on a ramp over in Hendon.
It comes off. Between the extraction sockets, heat and force applied in the right direction, we have yet to meet one that stayed put. The alloy is what we are protecting while that happens, and it is exactly why we do not simply batter an oversized socket over the top and hope.
Not if we can reach the wheel and somebody can settle up at the end. A fair few of these get done around Dollis Hill while the owner is at work, with the keys left at the door or handed to a neighbour.
You get a replacement for the one we remove, which is the bit that lets the wheel come off in future. If the other three are chewed as well, or the key vanished entirely, mention it on the phone and we will bring enough for all four.
The phone is answered at any hour, 365 days a year, but there is usually no reason to. Unless the car is blocking something or you are leaving at five, a daytime slot suits everybody better, and we will tell you so.
That is one of the commonest reasons people ring us. A tester who cannot remove a wheel cannot inspect the brake behind it, so the whole test stalls. Give us the retest time and we work back from it rather than turning up at some vague point in the day.
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