Where do these keys actually end up? In a kitchen drawer at an address the owner left two years ago, in a recycling bin with the last car's paperwork, or still in the boot of the vehicle that got part-exchanged. However it happened, one wheel is now bolted on with something nobody in the household can turn, and it tends to surface at the worst possible moment. This is a job, not a crisis. We bring sockets built to grip a nut that has no usable pattern left, wind it off without marking the finish on the wheel, and leave a working one behind so nobody has this conversation twice.
Over-tightening is the other half of the problem, and it is nearly always somebody else's fault. We bring extraction kits designed for exactly that failure to Hornsey Vale or wherever you have stopped, get the nut out with the alloy protected, and carry on with the tyre work you actually rang about. Old tyres leave Stroud Green, Ferme Park and N8 with us, every time. You watch it happen in Weston Park, or at the kerb in Hornsey Vale. N8 takes in Crouch Hill and The Broadway, and we work the lot.
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There is no tube station here, so leaving the car at a garage in Muswell Hill or Hornsey and getting yourself home is more of an expedition than it ought to be. That is the main reason locking nut work in N8 gets done at the kerb: the car cannot easily be taken anywhere until the wheel problem is solved, and the wheel problem is the thing keeping it there.
Crouch End Hill and the turnings off it are steep enough that a car on a cheap scissor jack can walk sideways, and people still attempt it in the dark while heaving on a bar that is not going to move anything. We pick the flattest section of kerb available and chock the wheels before a single corner leaves the ground.
Testers cannot inspect a brake they cannot reach, so one immovable nut can put the whole appointment back a fortnight. Tell us when the slot is and we work backwards from it. Most of these get sorted the evening before, at the house, with the car staying exactly where it is parked.
The thin sleeve on a factory key splits, or the metal simply gives way, and part of it stays jammed in place. That is more awkward than losing the key altogether, because the remnant has to come out before anything else is possible. It gets extracted, the nut follows, and an ordinary one goes back on.
Order one if you know the code and the nut is undamaged. If the pattern is chewed, a brand new key will slip on it exactly like the old one did, and you will have waited a week to find that out.
No, but it changes how we set up. Chocks go under the wheels staying on the ground and the jack goes on the flattest point of the kerb line. Half of N8 is on a gradient, so this is routine rather than unusual.
Not to remove the nut. It comes off with the weight still down, which is safer, and only then does the corner get lifted if a tyre is going on or coming off.
Minutes for a straightforward one, longer if corrosion has welded it to the stud. Either way it is a single visit and you are not left waiting on a parts order.
Yes, and it is worth asking if the set is old. Once one has failed the others have usually had the same weather and the same air gun, and doing them together saves a repeat call-out later in the winter.
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