Petrol and diesel repairs done right the first time

Yes. We repair and service petrol and diesel cars, utes, vans and 4WDs, from small hatchbacks to light commercials. We do not work on hybrid or electric vehicles, so tell us the make and model when you book.

Most modern petrol and diesel vehicles need a service every 12 months or 10,000 to 15,000 kilometres, whichever comes first. Diesels that tow, work hard or do short trips often need fuel filters and oil changed sooner. We always work to the manufacturer's schedule for your vehicle.

On a petrol engine the usual causes are worn spark plugs, a failing ignition coil, carbon on direct-injection intake valves or a vacuum leak. On a diesel it is more often an injector, a fuel delivery fault or a glow plug on cold starts. We scan for faults, check the likely parts and confirm the cause with live data before replacing anything.

Black smoke usually points at too much fuel or too little air, such as a leaking injector, a boost leak or a clogged air filter. White smoke on a cold start can be glow plugs or injectors, and blue smoke means the engine is burning oil. We diagnose the cause with a scan and road test before quoting the repair.

Book a scan. A check engine light can mean anything from a loose fuel cap to a misfire that is damaging the catalytic converter or a DPF that needs attention. We read the fault code at manufacturer level, pull freeze-frame data and run a road test so we know what triggered it before quoting any repair.

Direct-injection petrol engines spray fuel straight into the cylinder, so fuel never washes the intake valves. Over time oil vapour bakes onto the valves and chokes airflow, causing rough idle, misfire, loss of power and poor economy. Diesels build similar carbon through the EGR system. An induction clean or an EGR carbon clean restores airflow.

Yes. Turbo-petrol and turbo-diesel engines are harder on engine oil, so oil quality and the service interval matter more. They also run hotter, so the cooling system is checked carefully. We inspect boost pressure, the wastegate or actuator, and the turbo oil supply, because catching a turbo issue early is far cheaper than a failure.

Timing belts are replaced on time or distance, commonly every 90,000 to 100,000 kilometres or a set number of years, whichever comes first. A snapped belt on an interference engine usually bends valves and can write the engine off. Timing chains normally last the life of the engine, but a stretched chain still shows up on a scan as cam timing drift.

On a petrol engine it usually points at worn spark plugs, carbon build-up, a tired oxygen sensor or a dragging brake. On a diesel it is often an injector, a blocked DPF or a sticking EGR valve. We check fuel trims and live data and confirm the cause rather than guessing.

Yes. A pre-purchase inspection covers a manufacturer-level scan for stored faults, an engine and drivetrain check, brake and underbody inspection, and a road test. On a diesel we also look at the turbo, injectors and DPF, because those are the expensive surprises a quick test drive never shows.

Generally yes, while still fitting genuine or OEM-equivalent parts and following manufacturer specifications. We will show you the parts coming off and the parts going on, and the written report explains exactly what was done. WINZ-approved written quotes are available where a major repair is creating financial pressure.