I-CAR ProLevel Estimator cheat sheet

Estimate = priced document listing labor operations, parts, materials, and sublet items needed to restore the vehicle to pre-loss condition; it is not a diagnosis or a guarantee of final cost.

Core terms: OEM (original equipment manufacturer), OES (OEM-supplied service part), aftermarket (non-OEM new), LKQ/recycled (used OEM), remanufactured, reconditioned, salvage, and sublet.

Labor categories are distinct: body labor (metal straightening/replacement), refinish labor (paint/prep), frame labor (measuring/pulling), mechanical labor, and structural/panel sectioning labor.

Overlap: when two operations on the same panel or adjacent area share removal/install steps, the duplicated time must be deducted; overlap is documented, not silently dropped.

Included operations are tasks the OEM or labor guide already bundles into a listed operation (e.g., door handle removal within door R&I) and are not separately billable.

Not-included operations are documented procedures the labor guide excludes (e.g., seam sealer application, corrosion protection, weld-through primer) and must be added as separate line items.

Estimating sequence: identify damage, determine repair vs. replace per panel, select parts and sourcing, apply labor operations from OEM/labor guides, add materials and sublet, then apply taxes and shop charges.

Pre-loss condition baseline: the vehicle's condition and mileage before the loss govern repair scope; prior damage, rust, and wear are documented and excluded from the loss-related repair.

Body styles: body-on-frame (separate ladder frame, cab/box mounted) versus unibody (unitized body panels form the load-bearing structure); construction type drives pulling, measuring, and sectioning decisions.

High-strength steels (HSS), ultra-high-strength steels (UHSS/boron/martensitic), aluminum, magnesium, and carbon fiber each carry OEM-specific repair restrictions; heat, sectioning, and fastening rules differ by material and grade.

Boron/boron-alloy and martensitic parts are typically not repairable and must be replaced per OEM procedures; heat application is generally prohibited on UHSS.

Aluminum requires dedicated tools, isolation from steel to prevent galvanic corrosion, and OEM-specified rivet bonding or welding; mixed-material joints use structural adhesives and rivets.

Repair vs. replace decision inputs: part cost, labor hours to repair, required tools/skills, OEM repairability statement, corrosion protection feasibility, and whether the repair restores structural integrity and crash performance.

Sectioning is permitted only where the OEM designates a sectioning location; cuts must fall at the specified point and use the specified joint type (butt, lap, or backing-plate).

Structural parts (aprons, rails, hinge pillars, rockers, strut towers) generally require replacement or OEM-approved sectioning; cosmetic bolt-on panels allow wider repair latitude.

Corrosion protection must be restored after welding or sectioning: zinc-rich primer, seam sealer, cavity wax, and OEM-specified coatings on all repaired and replaced panels.

Damage analysis proceeds outside-in: impact point, energy path, secondary/induced damage, then disassembly to expose hidden damage before finalizing the estimate.

Impact energy travels along the stiffest path to the opposite side of the vehicle; a front hit can buckle rear rails, roof, or quarter panels, so measure the whole structure.

Direct damage is at the impact area; indirect/induced damage appears where energy dissipates (kinks, buckles, misaligned gaps, cracked seam sealer, stress marks in paint).

Gap and flush checks at doors, hood, decklid, and lamps reveal body shift; unequal gaps or a popped seam sealer line indicate structural movement.

Suspension and steering damage can be hidden behind wheels and inner fenders; check control arms, struts, knuckles, subframe mounts, and wheel bearing play.

Scan for diagnostic trouble codes (DTCs) and stored history before and after repair; pre-scan establishes a baseline and may reveal pre-existing faults.

Supplement triggers: hidden damage found on disassembly, additional operations required after measuring, and parts price/sourcing changes discovered mid-repair.

Documentation for hidden damage includes photos, measurements, and a written supplement narrative tying each added item to a specific finding.

Estimating platforms (CCC ONE, Mitchell, Audatex) use VIN decode to pull vehicle data, OEM/labor guide times, and part pricing; the VIN is the primary vehicle identifier.

Line item anatomy: part number, description, quantity, part type (OEM/OES/aftermarket/LKQ/reman), labor operation code, labor hours, labor rate, and price.

Labor guides publish time for new OEM parts in new, undamaged condition; they assume the technician has the specified tools and that the vehicle is not previously repaired.

Part categories drive pricing and warranty: OEM new, OES, aftermarket new, LKQ/recycled, remanufactured, reconditioned, and salvage; each has different fit, quality, and warranty implications.

Refinish is calculated per panel using refinish time plus add-on for color, blend, jamb, and edge; materials are billed separately as a percentage or fixed amount.

Overlap deduction must be calculated and shown as a negative line; failing to deduct inflates the estimate and invites a challenge.

Taxes apply to parts (and sometimes materials/sublet) per jurisdiction; labor tax treatment varies by state and must be configured correctly.

Estimate revisions must preserve an audit trail: original line, change, reason, and date, so the file reconciles to the final invoice.

OEM parts are the default reference for fit, finish, and warranty; some OEM procedures and warranties require OEM parts for structural, safety, and ADAS-related components.

Alternative parts (aftermarket, LKQ, reman) may be used only where the customer/insurer agreement and applicable law permit; disclose the choice in writing.

LKQ/recycled parts must be from a matching year/make/model/trim and inspected for damage, corrosion, and prior repair; structural and airbag-related LKQ parts are generally prohibited.

Aftermarket parts can vary in thickness, coating, and crash performance; certification (e.g., CAPA) indicates a quality benchmark but does not guarantee OEM equivalence.

Safety-system parts (airbags, seat belt pretensioners, sensors, ADAS cameras/radar, structural members) should be OEM new unless the OEM explicitly permits otherwise.

Sourcing lead time affects cycle time and rental cost; note backorder status and alternate sources on the estimate when availability is uncertain.

Price matching and parts markup policy must be consistent and documented; parts discounts should not be applied only to insurer-paid lines.

Customer disclosure: the estimate must state part type per line so the vehicle owner can make an informed choice before authorization.

OEM repair information (service procedures, body repair manuals, position statements) governs repair method; the labor guide supplies time, but the OEM supplies procedure.

Labor operation types: R&I (remove and install), R&R (remove and replace), repair, replace, refinish, and section/partial replacement, each with distinct time.

Position statements define OEM limits on sectioning, heat, straightening, and alternative parts; they are citable in estimate justifications.

Pre- and post-repair scans, calibration, and diagnostic time are separate operations with their own labor and sublet charges.

Corrosion protection, seam sealer, and cavity wax application are typically not-included operations and require separate line items with material cost.

Frame/structural measuring on a bench or universal system is billed as a setup plus per-pull or per-hour operation; document before/after measurements.

Sublet items (alignment, glass, ADAS calibration, towing, paint booth, machine work) are billed at actual cost plus documented handling.

When OEM procedure conflicts with a labor guide time, the OEM procedure controls scope; the discrepancy is documented in the estimate notes.

A supplement is a formal revision to an authorized estimate when additional damage, parts, or operations are discovered; it requires re-authorization before work proceeds.

Supplement content: itemized additions with labor/parts detail, photos, measurement printouts, OEM procedure citations, and a reason code for each addition.

Communication loop: shop to insurer/estimator to vehicle owner; each party must receive the same supplement version, and approvals should be in writing.

Documentation standards: date/time-stamped photos of damage, disassembly, measurements, part numbers, and calibration certificates retained in the job file.

Diminished value, prior damage, and betterment are separate conversations from the supplement and must be documented distinctly.

Total loss thresholds are set by state formula (percentage of ACV); when repair cost approaches the threshold, notify the owner and insurer early.

Cycle time is affected by supplement turnaround; track approval dates and escalate delays in writing to protect the repair schedule.

Final invoice must reconcile to the authorized estimate plus approved supplements; unexplained variance is a documentation failure.

ADAS features (forward collision warning, lane keeping, blind spot monitoring, adaptive cruise, rear cross traffic, 360 cameras) rely on cameras, radar, lidar, and ultrasonic sensors that require calibration after many repairs.

Calibration types: static (targets in a controlled space), dynamic (drive cycle at specified speed/conditions), and combinations; OEM procedure specifies which is required.

Calibration triggers include windshield replacement (camera bracket), bumper cover R&R or replacement (radar/ultrasonic), suspension work, wheel alignment, and structural repair altering sensor aim.

Pre-repair scan establishes baseline DTCs; post-repair scan verifies no faults remain and confirms calibration success; both are billable operations.

Airbag and supplemental restraint system (SRS) components, pretensioners, and impact sensors are one-time-use; inspect and replace per OEM after deployment or impact threshold.

Battery electric and hybrid vehicles require high-voltage safety procedures, disabling the HV system before repair, and OEM-specific handling of pyro-fuses and battery packs.

Diagnostic and calibration sublet must be priced from actual OEM tool requirements; some calibrations require dealer-level equipment or a dedicated calibration facility.

Estimate must list each calibration as a separate line with the OEM procedure reference; omitting calibration creates a safety and liability exposure.

Estimate = priced document listing labor operations, parts, materials, and sublet items needed to restore the vehicle to pre-loss condition; it is not a diagnosis or a guarantee of final cost.

Core terms: OEM (original equipment manufacturer), OES (OEM-supplied service part), aftermarket (non-OEM new), LKQ/recycled (used OEM), remanufactured, reconditioned, salvage, and sublet.

Labor categories are distinct: body labor (metal straightening/replacement), refinish labor (paint/prep), frame labor (measuring/pulling), mechanical labor, and structural/panel sectioning labor.

Overlap: when two operations on the same panel or adjacent area share removal/install steps, the duplicated time must be deducted; overlap is documented, not silently dropped.

Included operations are tasks the OEM or labor guide already bundles into a listed operation (e.g., door handle removal within door R&I) and are not separately billable.

Not-included operations are documented procedures the labor guide excludes (e.g., seam sealer application, corrosion protection, weld-through primer) and must be added as separate line items.

Estimating sequence: identify damage, determine repair vs. replace per panel, select parts and sourcing, apply labor operations from OEM/labor guides, add materials and sublet, then apply taxes and shop charges.

Pre-loss condition baseline: the vehicle's condition and mileage before the loss govern repair scope; prior damage, rust, and wear are documented and excluded from the loss-related repair.

Body styles: body-on-frame (separate ladder frame, cab/box mounted) versus unibody (unitized body panels form the load-bearing structure); construction type drives pulling, measuring, and sectioning decisions.

High-strength steels (HSS), ultra-high-strength steels (UHSS/boron/martensitic), aluminum, magnesium, and carbon fiber each carry OEM-specific repair restrictions; heat, sectioning, and fastening rules differ by material and grade.

Boron/boron-alloy and martensitic parts are typically not repairable and must be replaced per OEM procedures; heat application is generally prohibited on UHSS.

Aluminum requires dedicated tools, isolation from steel to prevent galvanic corrosion, and OEM-specified rivet bonding or welding; mixed-material joints use structural adhesives and rivets.

Repair vs. replace decision inputs: part cost, labor hours to repair, required tools/skills, OEM repairability statement, corrosion protection feasibility, and whether the repair restores structural integrity and crash performance.

Sectioning is permitted only where the OEM designates a sectioning location; cuts must fall at the specified point and use the specified joint type (butt, lap, or backing-plate).

Structural parts (aprons, rails, hinge pillars, rockers, strut towers) generally require replacement or OEM-approved sectioning; cosmetic bolt-on panels allow wider repair latitude.

Corrosion protection must be restored after welding or sectioning: zinc-rich primer, seam sealer, cavity wax, and OEM-specified coatings on all repaired and replaced panels.

Damage analysis proceeds outside-in: impact point, energy path, secondary/induced damage, then disassembly to expose hidden damage before finalizing the estimate.

Impact energy travels along the stiffest path to the opposite side of the vehicle; a front hit can buckle rear rails, roof, or quarter panels, so measure the whole structure.

Direct damage is at the impact area; indirect/induced damage appears where energy dissipates (kinks, buckles, misaligned gaps, cracked seam sealer, stress marks in paint).

Gap and flush checks at doors, hood, decklid, and lamps reveal body shift; unequal gaps or a popped seam sealer line indicate structural movement.

Suspension and steering damage can be hidden behind wheels and inner fenders; check control arms, struts, knuckles, subframe mounts, and wheel bearing play.

Scan for diagnostic trouble codes (DTCs) and stored history before and after repair; pre-scan establishes a baseline and may reveal pre-existing faults.

Supplement triggers: hidden damage found on disassembly, additional operations required after measuring, and parts price/sourcing changes discovered mid-repair.

Documentation for hidden damage includes photos, measurements, and a written supplement narrative tying each added item to a specific finding.

Estimating platforms (CCC ONE, Mitchell, Audatex) use VIN decode to pull vehicle data, OEM/labor guide times, and part pricing; the VIN is the primary vehicle identifier.

Line item anatomy: part number, description, quantity, part type (OEM/OES/aftermarket/LKQ/reman), labor operation code, labor hours, labor rate, and price.

Labor guides publish time for new OEM parts in new, undamaged condition; they assume the technician has the specified tools and that the vehicle is not previously repaired.

Part categories drive pricing and warranty: OEM new, OES, aftermarket new, LKQ/recycled, remanufactured, reconditioned, and salvage; each has different fit, quality, and warranty implications.

Refinish is calculated per panel using refinish time plus add-on for color, blend, jamb, and edge; materials are billed separately as a percentage or fixed amount.

Overlap deduction must be calculated and shown as a negative line; failing to deduct inflates the estimate and invites a challenge.

Taxes apply to parts (and sometimes materials/sublet) per jurisdiction; labor tax treatment varies by state and must be configured correctly.

Estimate revisions must preserve an audit trail: original line, change, reason, and date, so the file reconciles to the final invoice.

OEM parts are the default reference for fit, finish, and warranty; some OEM procedures and warranties require OEM parts for structural, safety, and ADAS-related components.

Alternative parts (aftermarket, LKQ, reman) may be used only where the customer/insurer agreement and applicable law permit; disclose the choice in writing.

LKQ/recycled parts must be from a matching year/make/model/trim and inspected for damage, corrosion, and prior repair; structural and airbag-related LKQ parts are generally prohibited.

Aftermarket parts can vary in thickness, coating, and crash performance; certification (e.g., CAPA) indicates a quality benchmark but does not guarantee OEM equivalence.

Safety-system parts (airbags, seat belt pretensioners, sensors, ADAS cameras/radar, structural members) should be OEM new unless the OEM explicitly permits otherwise.

Sourcing lead time affects cycle time and rental cost; note backorder status and alternate sources on the estimate when availability is uncertain.

Price matching and parts markup policy must be consistent and documented; parts discounts should not be applied only to insurer-paid lines.

Customer disclosure: the estimate must state part type per line so the vehicle owner can make an informed choice before authorization.

OEM repair information (service procedures, body repair manuals, position statements) governs repair method; the labor guide supplies time, but the OEM supplies procedure.

Labor operation types: R&I (remove and install), R&R (remove and replace), repair, replace, refinish, and section/partial replacement, each with distinct time.

Position statements define OEM limits on sectioning, heat, straightening, and alternative parts; they are citable in estimate justifications.

Pre- and post-repair scans, calibration, and diagnostic time are separate operations with their own labor and sublet charges.

Corrosion protection, seam sealer, and cavity wax application are typically not-included operations and require separate line items with material cost.

Frame/structural measuring on a bench or universal system is billed as a setup plus per-pull or per-hour operation; document before/after measurements.

Sublet items (alignment, glass, ADAS calibration, towing, paint booth, machine work) are billed at actual cost plus documented handling.

When OEM procedure conflicts with a labor guide time, the OEM procedure controls scope; the discrepancy is documented in the estimate notes.

A supplement is a formal revision to an authorized estimate when additional damage, parts, or operations are discovered; it requires re-authorization before work proceeds.

Supplement content: itemized additions with labor/parts detail, photos, measurement printouts, OEM procedure citations, and a reason code for each addition.

Communication loop: shop to insurer/estimator to vehicle owner; each party must receive the same supplement version, and approvals should be in writing.

Documentation standards: date/time-stamped photos of damage, disassembly, measurements, part numbers, and calibration certificates retained in the job file.

Diminished value, prior damage, and betterment are separate conversations from the supplement and must be documented distinctly.

Total loss thresholds are set by state formula (percentage of ACV); when repair cost approaches the threshold, notify the owner and insurer early.

Cycle time is affected by supplement turnaround; track approval dates and escalate delays in writing to protect the repair schedule.

Final invoice must reconcile to the authorized estimate plus approved supplements; unexplained variance is a documentation failure.

ADAS features (forward collision warning, lane keeping, blind spot monitoring, adaptive cruise, rear cross traffic, 360 cameras) rely on cameras, radar, lidar, and ultrasonic sensors that require calibration after many repairs.

Calibration types: static (targets in a controlled space), dynamic (drive cycle at specified speed/conditions), and combinations; OEM procedure specifies which is required.

Calibration triggers include windshield replacement (camera bracket), bumper cover R&R or replacement (radar/ultrasonic), suspension work, wheel alignment, and structural repair altering sensor aim.

Pre-repair scan establishes baseline DTCs; post-repair scan verifies no faults remain and confirms calibration success; both are billable operations.

Airbag and supplemental restraint system (SRS) components, pretensioners, and impact sensors are one-time-use; inspect and replace per OEM after deployment or impact threshold.

Battery electric and hybrid vehicles require high-voltage safety procedures, disabling the HV system before repair, and OEM-specific handling of pyro-fuses and battery packs.

Diagnostic and calibration sublet must be priced from actual OEM tool requirements; some calibrations require dealer-level equipment or a dedicated calibration facility.

Estimate must list each calibration as a separate line with the OEM procedure reference; omitting calibration creates a safety and liability exposure.