Mobile Service
Hybrid and EV Service, Done at Your Location
Hybrid battery testing, high-voltage disconnects, EV charging faults and full system diagnostics, carried out at your home or workplace.
What we do
What the job covers
Hybrids and EVs get treated as a category most shops would rather not touch, and drivers pay for that. The car goes to a dealer because nobody else will take it, and the first number anyone mentions is a battery pack.
We test before we talk about parts. Twelve volt system, full hybrid scan, battery blocks under load, cooling duct and fan. Plenty of the hybrids we see in Pinellas County have a fault that costs a fraction of what the driver was bracing for, and measuring is the only way to know which one you have.
Hybrid battery testing
Block and module voltage testing under load, internal resistance readings and state-of-health assessment, so you know where the pack actually stands rather than what a code implies.
Battery cooling service
Inspection and cleaning of the traction battery cooling duct, filter and fan. The single most neglected item on a high-mileage hybrid in a dusty Florida garage.
High-voltage safety procedures
Service plug removal, isolation testing, insulated tooling and a documented disconnect and reconnect, whether the work is ours or the vehicle is being handed to a body shop.
Hybrid and EV diagnostics
Full system scan across the hybrid control, battery management, inverter, motor and charging modules, plus the twelve volt system every one of them depends on.
Charging faults
Onboard charger, charge port and charging cable diagnosis for plug-in hybrids and EVs, including a car that will not accept a charge at home.
The ordinary work too
Hybrids still need brakes, suspension, AC, coolant and twelve volt batteries. We do that work with the high-voltage system isolated the way the manufacturer requires.
In your words
What people tell us before we arrive
The car won't start and every warning light on the dash is on
My hybrid battery light came on and it's lost power going up a bridge
The gas engine runs constantly now, even at a stop light
My gas mileage has dropped and nothing else has changed
There's a fan noise from behind the back seat that never used to be there
My EV won't take a charge from the charger at home
Any of these and we can tell you what it is before we touch a wheel. Send us the symptom and we will bring the parts.
Setting it straight
The battery that leaves a Prius dead in the driveway is the small one
Owners hear a hybrid will not start and go straight to the traction pack and a four-figure number. Most of the time that is the wrong battery. Every hybrid still has an ordinary twelve volt battery, usually in the trunk, and its only job is to wake the computers up so they can close the contactors on the high-voltage system. When that little battery goes weak, the car will not boot, the dash lights up with faults across every module, and it looks exactly like a catastrophic failure. It is a battery that costs less than a set of tires. We test the twelve volt system first on every hybrid no-start, before anyone touches an orange cable, because the number of drivers who have been quoted a traction pack for a dead accessory battery is not small.
The visit
How an on-site repair runs
Tell us the car and what changed
Year, make, model, mileage and what the car is doing. A hybrid that will not boot, one that has lost assist and one that is burning more fuel are three different faults with three different answers.
We test on site, twelve volt first
Twelve volt system, then a full hybrid system scan, then battery block testing under load where the data calls for it. You see the module readings and what they mean. The estimate is free.
We do the work or hand you the numbers
Cooling service, twelve volt replacement, charging faults and the conventional repairs get done in your driveway. Where a pack needs replacing, you leave with the test results and a clear picture of what the job involves before you spend anything.
Three things look like a dying hybrid battery, and only one of them is
When a hybrid loses power, throws a P0A80 or starts cycling the engine constantly, there are three candidates and we separate them before anyone talks about a pack. The first is cooling. The battery fan on a Prius pulls cabin air through a vent beside the rear seat, and after years of dust, carpet fiber and pet hair that vent chokes, the pack runs hot and the modules age fast. Cleaning it is a service, not a repair. The second is a small number of weak modules dragging the pack down while the rest measure fine, which we find by testing block voltages under load rather than by reading the code. The third is a pack that has genuinely reached the end. We test to find out which one you have, and we tell you the answer even when the answer is the cheap one.
A hybrid that will not boot cannot be towed like an ordinary car
A dead hybrid or EV is one of the worst vehicles to move. Many cannot be put in neutral without power, and most must not be flat-towed with the drive wheels down, because the motor generates back into the system. A tow truck driver who gets that wrong does damage nothing covers. The vehicle that is easiest to diagnose in place is also the one most likely to be damaged by leaving.
We drive to it. The fault is often the twelve volt battery, the pack cooling or a charging cable, and every one of those is work that happens where the car is parked. Finding that out in your own driveway costs you a visit. Finding it out at a shop costs you a flatbed each way first.
- No flat-tow risk to the drive motor from a badly hooked recovery
- The twelve volt fault gets ruled out before anyone quotes a pack
- Battery and charging tests happen at the outlet the car actually uses
Questions
Before you book
How do I know if my hybrid battery needs replacing?
A code is not enough on its own. We test block voltages under load and internal resistance, which separates a few weak modules from a blocked cooling duct from a pack at the end of its life. You get the readings, and the decision stays yours.
Do you work on the high-voltage system safely at my house?
Yes, using the manufacturer's procedure. The service plug comes out, the system is proven dead with insulation testing, and insulated tools are used throughout. That procedure is the same in a driveway as it is in a shop.
Which hybrids and EVs do you work on?
Toyota and Lexus hybrids make up most of what we see in Pinellas County, Prius above all, along with Honda, Ford and Hyundai hybrids and a growing number of full EVs. Tell us the year, make and model when you call and we will say straight away whether it is a car we can help with.
Can a body shop send me a car with the high-voltage system already disconnected?
That is a job we do regularly. Collision centers need the pack isolated before they can work and reconnected and verified afterwards, and we handle both ends at their shop. There is more on that on our collision center page.
Where we work
Book this service in your city
- Hybrid and EV Service in Clearwater
- Hybrid and EV Service in St. Petersburg
- Hybrid and EV Service in Tampa
- Hybrid and EV Service in Dunedin
- Hybrid and EV Service in Pinellas Park
- Hybrid and EV Service in Sarasota
Hybrids in a fleet
Hybrid taxis, delivery cars and pool vehicles rack up miles fast and the battery cooling system is the part nobody has on a maintenance schedule. We inspect and service the pack cooling across a fleet on site, which is far cheaper than finding out one pack at a time.
Book hybrid or EV service
Tell us the vehicle and what it is doing. We bring hybrid diagnostics and high-voltage procedures to your driveway across Clearwater, St. Petersburg, Tampa and Sarasota. Free estimates.
Monday to Friday, 8:00 AM to 5:00 PM