Repair Myths and Misinformation

Training and education must be an essential part of our business plan.

I remember a good friend of mine, Mark Olson from Future Forensics and contributor to Collision Hub, giving a presentation in which he said:

You don't know what you don't know.

If you really think about that statement, you will realize how true it is. That was 25 years ago, and that statement is even more meaningful today as we are witnessing some of the greatest advancements in the collision repair industry.

We all need to embrace, understand, and convince one another that training and education must be an essential part of our business plan and future. Artificial Intelligence (AI) is beginning to take center stage and remains in its infancy. While AI can be a useful tool, it is often incorrect. Many individuals rely on it to perform their jobs or portray expertise they do not possess; however, nothing could be further from the truth.

In this article, we will break down the collision repair facility by department and dispel some of the most common myths and misinformation found within our industry.

Estimating Department

MYTH: Plastic radiator core supports (plastic and fiber-reinforced composite) are not structural.

REALITY: Composite radiator core supports are classified as structural components. The substrate or attachment method does not determine whether a component is structural. A radiator core support is structural regardless of whether it is constructed of steel, composite materials, or a hybrid combination of both.

Composite and hybrid radiator core supports are utilized by manufacturers for several reasons, including:

• Reducing vehicle weight for improved fuel economy.
• Reducing the transfer of collision energy to upper and lower uni-rails.
• Expanding engineering and design flexibility.

Additionally, most ductile fractures occurring in composite radiator supports cannot be repaired. This is due to the orientation and calibration of crash sensors frequently mounted to these components, as well as the torsional forces applied during normal vehicle operation. These factors can compromise repair integrity and alter the component's intended design.

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MYTH: Measuring the vehicle is not necessary during the estimating process.

REALITY: Any collision-damaged vehicle must be measured to determine whether collision forces have transferred throughout the vehicle structure and caused collateral damage.

Virtually every vehicle manufactured within the last fifteen years contains Advanced High-Strength Steel (AHSS) within the:

• Front and rear lower uni-rails
• Passenger compartment reinforcements
• Pillar reinforcements
• Rocker reinforcements
• Roof rail reinforcements

These materials are specifically engineered to transfer collision energy around the occupant compartment.

Even in relatively minor frontal collisions, suspension components may flex and become deformed. These changes often go unnoticed until wheel alignment procedures are performed. If left unaddressed, vehicle drivability may be compromised.

It is imperative that light- to medium-damaged vehicles be measured prior to repair to determine whether structural displacement has occurred. Severely damaged vehicles obviously require measurement; however, even cosmetically damaged vehicles should be measured to identify prior damage, previous repair-related issues, or hidden structural displacement.

The only way to truly understand the extent of damage is through measurement. The most advantageous time to perform this operation is during the blueprinting and estimating process.

Think of vehicle measuring as the automotive equivalent of:

• X-Rays
• Sonograms
• MRI examinations

Methods of Measurement

1. Visual Inspection

Panel gaps no longer tell the entire story. Modern vehicle structures can sustain dimensional changes without obvious panel misalignment.

2. Comparative Measurements

Evaluate closure panel operation and inspect for abnormal movement.

Quick comparative checks can include:

• Measuring rocker-to-tire distances.
• Comparing left and right-side dimensions.
• Using a tape measure or tram gauge.
• Comparing findings against OEM specifications.

3. Three-Dimensional Electronic Measuring Systems

The most accurate method is placing the vehicle on a two-post lift and utilizing a three-dimensional measuring system.

Examples include:

• Car-O-Liner
• Celette
• Chief
• Spanesi

These systems provide detailed printouts and can also evaluate suspension component positioning and potential damage.

Remember: You would never build a house using only your eyes and opinion without a ruler and level. Why would you attempt to repair a collision-damaged vehicle that may have been struck at 20 mph or more without measuring it?

Structural Department

MYTH: I can tie a vehicle down using hooks attached directly to formed holes in the underbody.

REALITY: Although today's AHSS materials are significantly stronger than older steels, they are also substantially thinner.

Attaching frame machine tie-down hooks directly into formed holes of AHSS structural components can create ductile fractures when pulling forces are applied.

The result:

• Additional structural damage
• Compromised component integrity
• Potential component replacement

In essence, you may create damage while attempting to repair damage.

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MYTH: If I heat the component to cherry red, it will soften and can be repaired.

REALITY: No manufacturer recommends heating structural steel to a cherry-red temperature (approximately 1,700°F).

At these temperatures, the steel begins to temper, altering its:

• Tensile strength
• Yield strength
• Metallurgical properties

The result is a component that may become stronger but more brittle, potentially affecting performance in future collisions.

Historically, some manufacturers permitted limited heating of mild steel and lower-grade HSS materials to a dull red color. However, most modern vehicles contain extensive AHSS and Ultra High-Strength Steel (UHSS), and the overwhelming majority of manufacturers prohibit the use of heat during structural repairs.

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MYTH: Aluminum structural components can be structurally realigned.

REALITY: Most aluminum-intensive vehicle manufacturers prohibit structural straightening procedures.

Attempting to structurally realign aluminum components may create microscopic fractures that cannot be seen with the naked eye.

These micro-fractures may:

• Affect crash performance.
• Alter structural integrity.
• Compromise long-term durability.

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MYTH: Drilling holes and using a slap hammer is a proper repair procedure.

REALITY: Drilling holes into outer body panels weakens the panel and creates future corrosion sites.

Preferred repair methods include:

• Hammer and dolly techniques
• Glue-pull repair systems
• Paintless dent repair (PDR) tools

Where backside access is unavailable, weld-on dent removal systems remain acceptable, although they should generally be considered a last resort.

Modern key-style weld-on tabs are preferable and should only be utilized after less invasive repair methods have proven unsuccessful.

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MYTH: Undercoating is corrosion protection.

REALITY: Rubberized undercoating is not corrosion protection. It is a corrosion-resistant product.

Corrosion protection requires restoring the OEM corrosion protection systems that were damaged during the collision and repair process.

Corrosion Protection Products Include

• Acid etch primers
• Self-etch primers
• Epoxy primers

These products replace:

• Zinc coatings
• Galvanized coatings
• Zinc-phosphate treatments
• E-coat applications

Additional Corrosion Protection

Following primer application, technicians apply:

• Primer surfacer
• Sealer
• Color coat
• Clear coat

For inaccessible areas, rustproofing materials are applied.

Rustproofing products generally:

• Remain soft
• Possess creeping characteristics
• Penetrate seams and crevices

Because collision repair facilities cannot duplicate OEM immersion and electrocoating processes, rustproofing becomes a critical part of the repair process.

The Problem with Undercoating

Road debris constantly impacts the vehicle underbody.

Over time:

• Chips develop.
• Moisture penetrates.
• Corrosion begins beneath the coating.

Undercoating alone should never be considered corrosion protection.

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MYTH: MAG, MIG, or GMAW welding is always the proper procedure for welded panel installation.

REALITY: This depends entirely upon the OEM repair procedure.

Some manufacturers:

• Permit MAG/MIG/GMAW welding.
• Require STRSW (Squeeze-Type Resistance Spot Welding).
• Require rivet bonding.
• Require structural adhesives.
• Require silicone-bronze MIG welding.

Examples

Mercedes-Benz:

• STRSW on accessible flanges.
• Rivets on inaccessible flanges.
• Silicon-bronze MIG welding at section joints.

BMW:

• Rivet bonding in place of OEM resistance spot welds.
• Bonded section joints with inserts.

There is no universal welding procedure. The OEM repair procedure determines the correct repair method.

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MYTH: Being aluminum certified by one OEM qualifies me to repair all aluminum vehicles.

REALITY: This mindset is both incorrect and irresponsible.

Each OEM establishes unique requirements regarding:

• Training
• Equipment
• Repair procedures
• Certification standards

While some overlap exists, every manufacturer maintains proprietary repair requirements.

Many OEMs restrict parts sales to Certified Collision Repair Facilities (CCRFs) to ensure repairs are performed according to manufacturer standards and to protect the significant investments required to participate in certification programs.

Certification for one manufacturer does not automatically qualify a technician or facility to repair another manufacturer's vehicles.

Conclusion

Hopefully, this article has brought attention to some of the myths and misinformation that continue to exist within the collision repair industry.

As vehicle construction continues to evolve, assumptions and outdated repair methods can no longer be relied upon. Proper repair decisions must be based upon:

• OEM repair procedures
• Accurate vehicle measurements
• Material-specific repair requirements
• Current training and education

Remember: "You don't know what you don't know."

Continuous education remains one of the most important investments a collision repair facility can make.

Feel free to contact me at any time if you have questions.

About the Author

Larry Montanez, Co-Owner, P&L Consultants.

P&L Consultants works with collision repair facilities on:

• Estimating
• Production management
• Proper repair procedures
• OEM compliance
• Right-To-Appraisals
• Expert Witness
• Forensic Investigations / Accident Reconstruction
• CDR / EDR Analyst

Larry is also a certified technician for multiple OEM collision repair programs.

Email: Info@PnLEstimology.com