The Theory of EME + 54 = Proper Repairs: The Lack of Basic Estimating Procedures Can Kill Your Productivity (Part 1)

The collision repair field is one of many industries that deal with the multiple facets of mechanical and electrical engineering, although most collision repairers will deal with the mechanical engineering aspect exclusively. Some might refer to this field as "automotive engineering," or "automotive design engineering," regardless of the terminology we are discussing with the engineering field. If we compare the auto body field to some other fields that work closely with engineering, you will see a vast difference in how these fields compare with each other as it pertains to collision damage, or damage repairs.

If a large ocean liner crashes into a pier and the ship sustains structural damage, the ship goes into dry dock for repairs. While there, does the ship go on a Ship-O-Liner and get pulled back into shape by some technician eyeballing it? The ship would have any structural damage removed and replaced by using the original design specifications and would be measured multiple times before final welding and/or riveting of the replacement parts.

What might happen to the typical collision damaged vehicle? In some repair shops, the vehicle would be damage-analyzed while still assembled. Parts would be ordered, and the vehicle would be torn down and placed on a frame machine. At that time, in many cases, there would be more damaged parts found and ordered. The repairs would be started, because it would be a waste of time to remove the vehicle from the frame machine. As parts showed up, the technician would try to fit the parts, all the while taking measurements with a tape measure or a tram gauge because the three-dimensional equipment "takes too long to set up" or is unavailable. The vehicle would come off the frame machine and go into the plastic department. From there, it would go to the paint department and then on to reassembly. While the vehicle is being reassembled in cases like these, the technician might have to drill larger holes to make parts fit correctly; from there, the vehicle would go for a wheel alignment — often on the day delivery is scheduled! The wheel alignment shop then calls to inform you that the vehicle will not take an alignment due to the front or rear suspension being out of specification! Has this ever happened to you? Here is a solution that will help you avoid this and other similar productivity-killing situations.

I have developed a plan to prevent problems with vehicle repair. The theory is simple and logical, and, if followed precisely, will assist you in securing a proper, safe and liability-free repair. The theory is broken down into two components. The first component is the EME principal. This is an acronym for "Every, Most and Every." What follows is an explanation.

Every: Every collision-damaged vehicle must be measured. Regardless of the type of damage a vehicle sustains, some part might have been jarred or skewed from its original position and will need to be checked. Most three-dimensional measuring equipment allows the vehicle to be measured without being placed on the frame machine, like a Car-O-Liner or Chief. Original Equipment Manufacturers (OEMs) are designing vehicles with an emphasis on safety in the passenger compartment with the addition of advanced high strength steels. Most OEMs are utilizing ultra high strength steel, martensitic steel and boron alloyed steel or UsiBor on inner structural pillars. The newly designed structures are forcing collision energy past the passenger compartment to the opposite end of the vehicle. If you look closely at any crash video, you will see the vehicle will stay ridged in the center section and the rear of the vehicle will continue to move in a forward direction. This is the main reason that a vehicle hit in the front will not take a wheel alignment; the rear section moved even though there was only minor to medium damage in the front.

Most: Most measured collision damaged vehicles will require structural realignment. Even if the wheel/suspension assembly gets ripped off the vehicle, all the components attach to the structure of the vehicle, so there could be damage or movement to those attachment points. If you measure the vehicle and there is no structural damage, at least you will know that when you first start the vehicle — not after it has been repaired and (you think!) it's ready for delivery.

Every: Every structurally realigned vehicle MUST have at least a four-wheel alignment check. As was mentioned previously, look at any crash video and examine the suspension movement. Although it can't be said that the vehicle must have an alignment, it should be checked for proper adjustment. A four-wheel alignment check is just that — a check. You are simply verifying the position of the adjustable components on a suspension system. The days of "set the toe and let it go" are over because a two-wheel alignment is only proper for a non-collision damaged vehicle. Collision damaged vehicles MUST have a four-wheel alignment (or what I refer to as an "all-wheel alignment").

The second part of my theory is the "54." I use "5" to represent the five areas of the vehicle that must be measured, and the "4" represents the number of times you will need to measure the vehicle. The five key areas are explained below.

5: Areas of Measurements

Underbody (including four Centering Points): This is the starting point for most three-dimensional measuring systems and is the foundation of the system. This is where Zero Plane, Centerline and Datum Plane are established. The Underbody set-up will establish all the other measurements you will need to properly ascertain if the vehicle structure is within specifications.

Underhood: The underhood area measurements will establish if the strut towers and radiator core support are within specification, which is absolutely imperative for proper wheel alignment.

Side Structure Openings/Glass: A vehicle that has side damage will offset or skewer the pillars, rocker panel, floor pan and even the roof structure. Measuring this area will ensure that during the repair process, the center section/passenger compartment is restored back to the original integrity. The side structure measurements will also ensure that the doors will line up properly during the repair process. Over the past 10 years, bonded stationary glass has taken a more active role in the vehicle structural integrity, and the area to bond the glass has gotten tighter tolerances. Due to the tighter tolerances, repair technicians are challenged to ensure accurate measurements when replacing structural parts that involve stationary glass.

Trunk/Hatch Opening: These openings will need to be checked for proper operation and alignment. The trunk/hatch area needs to be measured for collateral damage after a side or frontal impact. This is especially true when dealing with an SUV or station wagon. The vehicle could have collateral damage due to the attachment of the hatch/tailgate assembly.

Suspension Mounting/Parts: If the vehicle structure has sustained damage, and since the suspension parts are attached directly to the structure, then it would be imperative that the mounting areas be checked. This is the major cause of wheel alignment issues — whether or not they are discovered when you plan to deliver the vehicle.

4: Times to Take Measurements

For the Estimate: If the vehicle is not measured during the estimate process, then you are not writing a proper or complete estimate. The estimate should function as a blueprint, much like the blueprint used by architects and contractors. It is the foundation of a good repair. Too many times in the collision repair shop, estimators feel that a vehicle is a one or two-day job that can increase cycle time. In some cases, that is correct. However, the unitized vehicle needs to be measured. The measuring for estimating can easily be done on a two-post lift with three-dimensional equipment like Car-O-Liner Car-O-Tronic or other electronic measuring system.

Prior to Repair on the Machine: Once the vehicle is on the structural realignment equipment, it will need to be re-measured due to a change of the datum measurements. This will set up a full picture for the structural realignment technician to plan out how to correctly repair the vehicle and the steps he will need to take.

During the Repair, Replace, Sectioning Procedures: The repair process will encompass either repairing and/or replacing structural parts, and those parts will need to be positioned accurately prior to welding, riveting or bonding them back on to the vehicle structure. With some vehicle tolerances near one millimeter in height, length or width, there is little or no margin for error.

Final Prior to Removal: To ensure proper repairs and proof to limit liability, the structural realignment technician will need to print a post-measuring report. This report should be placed in the work file so that it is easily accessible at a later date if necessary for proof of structural alignment.

Part Two of this article will be featured in next month's Hammer & Dolly.

Additional consultation provided by Dave Demarest, Jr.

Larry Montanez is a former I-CAR Instructor and is Co-Owner of P&L Consultants with Peter Pratti Jr. P&L conducts repair workshops on MIG & Resistance Welding, Measuring for Estimating and Advanced Estimating Skills. P&L also conducts investigations for insurers and repair shops for improper repairs. Montanez is an I-CAR Platinum Individual, I-CAR Steel WQT, I-CAR Aluminum WQT, I-CAR Structural WQT, ASE Certified Collision Repair Estimator, ASE Certified Master Collision Repair/Refinishing Technician, ASE Certified Service Consultant, ASE EPA Reg. 609 A/C # 80982 MVAC, NYS Independent Adjusters Lic. # 749458, Toyota Prius Collision Trained, SAE Service Development Technical Committee Member and ASA Educational Member. Peter Pratti Jr. is an I-CAR Program Instructor who is ASE Certified and holds certifications in various industry circles such as with Toyota, Spies Hecker and Chief Automotive. P&L can be reached by contacting Montanez at (718) 891-4018 or larrygoju@aol.com.