AI finds the correct part, compares trusted suppliers, gives you transparent pricing, and helps get your vehicle back on the road faster.
Every step is something you can see happening. Nothing is decided behind a curtain.
Year, make and model is enough to start. A VIN is better, and takes ten seconds off the door sticker.
It checks the specific ways this part gets ordered wrong — drivetrain, transmission, trim, refrigerant type — and asks you the one question that settles it.
Economy, recommended and OEM, side by side, with the warranty and the wait time attached to each.
Nothing is ordered until a named human at the shop approves it and you say yes. That gate is a state machine, not a policy.
Pick a window that works. You get the part's real arrival time, not an optimistic one.
Itemised invoice, warranty terms in writing, and the core deposit refunded when the old unit goes back.
Wrong part ordered. Right part, wrong trim. A rebuilt unit fitted when the fault was a ground strap. The repair itself is rarely the expensive mistake — the decision in front of it is.
See how the decision gets madeFour taps. No forms to fill in, no jargon to spell. This runs the real decision rules from our engine — the same diagnostic gate, the same 16 fitment traps, the same confidence arithmetic. Sometimes the right answer is “I need to look at it first,” and it will tell you so instead of selling you a part.
Makes we service. Brand names are used to describe the vehicles we work on; no affiliation or endorsement is implied.
Tap the symbol you're seeing. You'll get what it actually means and — the part nobody tells you — whether it's safe to keep driving.
General guidance for common symbols, not a diagnosis of your vehicle. Symbols vary slightly between manufacturers — your owner's manual is the authority for yours.
Common repairs, priced the same transparent way every time.
Pads, rotors and hydraulics. We confirm front or rear before anything is ordered — they're entirely different parts.
Charging-system diagnosis first, part second. A low-amp unit will bolt straight on and then flatten your battery.
A no-start is five different failures that sound identical from the driver's seat. We test before we sell.
Free load test at the counter. If the battery is fine, we say so and keep looking.
Scan, road test and a written finding. The fee is credited against the repair if you go ahead.
Struts, control arms, tie rods and bearings — diagnosed on the vehicle, because six parts make the same noise.
Cooling, timing, fuel delivery and drivability. Scoped in writing before a wrench moves.
Correct viscosity and spec for your engine, with a genuine multi-point look — not a checklist of upsells.
Multiple vehicles, one point of contact, approvals that respect your spend limits.
Local wholesale, parts stores, dealer and salvage compared at once — including who actually has it today.
These panels are deliberately empty. Reviews, statistics and certifications belong to the shop that earned them — writing placeholder praise here would undo the exact thing this page is built to demonstrate.
Drop in real quotes with first name, vehicle and month. Three is plenty.
Live rating and review count, linked to the Google Business Profile.
The actual parts-and-labor warranty, in writing, per supplier tier.
Real repair photos. Six to eight, shot on a phone, no stock imagery.
ASE certifications by technician, with the year attained.
Years serving Decatur, vehicles repaired, average turnaround. Verifiable ones only.
Including the uncomfortable ones. If the honest answer costs us a sale, it's still the answer.
No. Requesting a quote, receiving one and declining one all cost nothing. You owe money when you authorize work or ask us to order a part. If a repair needs diagnostic time before anyone can price it, we tell you the diagnostic fee up front — and it's credited against the repair if you go ahead.
Because a no-start is five different failures that sound identical from the driver's seat: the battery, the grounds, the starter, the ignition switch or the neutral safety switch. Selling you a starter before anything is tested is a coin flip you pay for. Our engine refuses to price a part for that symptom until a test result exists — about seven in ten same-day parts requests get refused on this basis. Once it's been tested, the price comes back in seconds.
Many rebuilt parts — alternators, starters, calipers, some pumps — carry a refundable deposit on the old unit, because the supplier wants the old one back to rebuild. It's a separate line on your quote, never buried in the part price. You get it back when the old unit goes back in returnable condition, typically within 30 days of the new part arriving. If the old part is damaged past the supplier's criteria, it isn't refundable — and we tell you that at the time, not at the end.
Usually, yes. Two things to know: we warrant our labor but not a part you supplied, so if it fails, the repeat labor is chargeable. And we may decline to fit a part where doing so would be unsafe. If you already bought the wrong part, tell us the number — checking it costs nothing and is a lot cheaper than finding out on the lift.
No, but it's the single most useful thing you can give us. Year, make and model is enough to start. The VIN is what removes almost every follow-up question — engine, drivetrain, trim and brake package all decode from it, and those are exactly the details that decide which of four similar-looking parts actually fits. It's on the driver's door sticker and at the base of the windshield.
Seven days, unless the quote says otherwise. Parts pricing and availability move genuinely fast — a supplier who has it this morning can be out of stock by the afternoon, so we'd rather re-check than honour a number we can no longer buy at.
If the invoice would exceed the approved amount by more than 10%, we stop and get your authorization again. That isn't a courtesy — it's enforced in the software and in the database, so it can't be skipped on a busy day. If we find something once the vehicle is apart, you hear what we found and what it changes before we continue.
Not by us. Georgia doesn't tax separately stated repair and installation labor, so we don't charge tax on it — which is exactly why labor is always its own line rather than folded into a lump sum. Tax applies to parts and taxable materials, and it's a pass-through: we collect it and remit it, we don't mark it up.
If it's steady, usually yes for a short while — get the code read soon. If it's flashing, stop driving. A flashing check-engine light generally means a misfire that can destroy the catalytic converter within minutes, turning a small repair into a large one. The light points at a stored code, not at a part; the code tells us where to look, not what to sell you.
No. The AI handles the conversation and the arithmetic — decoding the VIN, checking known fitment traps, comparing suppliers, assembling the quote. Every decision that touches your money or whether a part fits is made by fixed rules, not by a language model, and no part is ordered until a named person at the shop approves it within their own spend limit. The AI cannot approve its own purchase. That's structural, not a setting.
Four steps, about ninety seconds. A person reads every one of these.
Photo upload and deposit payment are on the roadmap and deliberately not shown here yet — see the site README for what is and isn't wired.
A preview of the customer dashboard. This is a design preview — there is no login behind it yet, and it is not showing anybody's real vehicle.
See exactly what changed before you say yes.
Everything done, with the parts that went in.
Downloadable, itemised, no surprises.
Tell us what it's doing. We'll tell you what we actually know.