I-CAR ProLevel Estimator key terms

A repair method that restores a damaged panel to its original shape using pulling, hammering, and filler rather than replacement. The estimator must confirm the OEM permits the procedure and that the panel's material and structural role allow it.

Replacing only a damaged portion of a panel or rail and joining the new piece to the remaining original structure. OEM position statements usually define where cuts are allowed and which joining method must be used.

The judgment that a damaged component should be straightened or replaced, based on OEM position statements, material, damage severity, cost, and safety consequences. Documenting the reasoning behind the choice protects the estimate during review.

A published document from a vehicle manufacturer stating what repair methods are and are not acceptable for its vehicles, such as prohibitions on straightening certain high-strength steels or on reusing specific fasteners.

Manufacturer-published procedures, torque values, materials, and warnings that describe how a specific vehicle must be repaired. Estimates should be built from these documents rather than from generic or aftermarket guidance.

A bolt, nut, or clip the manufacturer specifies as non-reusable because it is torque-to-yield or otherwise deforms on installation. These must appear as line items whenever the procedure requires removal and reinstallation.

A defined unit of work, such as replace a quarter panel or refinish a door, that carries a specific time allowance in a labor database. Each operation on the estimate should map to a recognized procedure.

The published time allowance assigned to a labor operation, usually expressed in hours or in tenths of an hour. Estimators apply it as written unless documented vehicle conditions justify an adjustment.

Tasks that a labor database or OEM procedure already counts inside a larger operation, such as bolt removal during a panel replacement. Claiming them separately duplicates time and is a common estimate error.

Additional labor granted for conditions the published time does not cover, such as severe corrosion or inaccessible fasteners. It must be justified with specific, verifiable reasons in the estimate notes.

The labor allowance for surface preparation, priming, color application, and clearcoat on a repaired or replaced area. It is calculated from the size of the area and the refinish system's published methodology.

Applying color to adjacent undamaged panels so the new finish transitions invisibly into the original. Blending adds refinish labor and materials and is often required when a panel cannot be spot-cleaned into an edge.

A paint system using a base color, a mid-coat such as a tinted or pearlescent layer, and clearcoat. It requires more spray passes and material than a two-stage finish, so refinish time and paint cost increase.

A replacement component that is not the OEM part, such as an aftermarket, recycled, or reconditioned unit. Its use must be disclosed, and the estimator should confirm it meets the customer's and insurer's requirements.

An original component salvaged from another vehicle of the same make and model. Grading, availability, and any required inspection or reconditioning should be documented before it is written on the estimate.

Shorthand for like-kind-and-quality, meaning a part of comparable type and condition to the original. The phrase describes a standard for alternative parts rather than a specific manufacturer or brand.

A component produced or supplied by the vehicle manufacturer and sold through its dealer network. It is the default reference point against which alternative parts are compared for fit, finish, and warranty.

Clearly identifying on the estimate and to the customer which parts are OEM, aftermarket, recycled, or reconditioned. Undisclosed substitution can create liability and is frequently examined in estimate reviews.

A replacement piece supplied by the manufacturer that covers only a portion of a panel, such as a quarter panel section. It can reduce repair cost but still requires the OEM's specified joining and corrosion protection.

Damage not visible until outer panels or components are removed, such as bent inner structure or cracked mounting points. It is identified during teardown and typically requires a supplement to the original estimate.

The controlled disassembly of a vehicle to expose and document all damage before finalizing the estimate. Photographs and notes from teardown support supplements and reduce disputes over undiscovered damage.

The systematic inspection of a collision-damaged vehicle to determine the full extent of direct and indirect damage and the repairs required. It considers impact direction, energy path, and related systems such as safety features.

Damage occurring away from the impact point because force traveled through the structure, such as a misaligned rail or distorted cowl. Identifying it requires measuring and comparing reference points.

A revision to an approved estimate that adds or changes line items discovered after the original was written. It should be submitted promptly with documentation explaining why the additional work is necessary.

Documented approval from the vehicle owner or payer before repairs or additional work proceed. It typically covers parts choices, cost, and any supplement, and protects the shop if a dispute arises later.

A charge to the customer when a repair leaves the vehicle in better condition than before the loss, such as a new panel on an already worn part. It should be explained and agreed to in advance.

A determination that repair cost exceeds the vehicle's value or a state threshold, so the vehicle is not repaired. Estimators should recognize when accumulated damage is approaching that point.

Steel grades with elevated yield strength used for crash energy management and weight reduction. Many grades must not be heated or straightened, which directly affects repair-versus-replace decisions.

The strongest class of automotive steel, often used in safety cages and B-pillars. Manufacturers commonly prohibit straightening it, so damaged components are replaced according to published procedures.

Vehicle construction using aluminum panels and extrusions rather than steel. It requires dedicated tools, isolation from steel to prevent corrosion, and OEM-specific joining methods such as rivet bonding.

A joining method combining structural adhesive with rivets, common in aluminum and mixed-material bodies. The estimate must include the specified adhesive, rivets, and any required surface preparation.

The factory-style joining process that passes current through overlapping panels under pressure to form a weld nugget. Reproducing it requires access to both sides of the joint and the OEM's specified equipment.

Corrosion caused when dissimilar metals, such as steel and aluminum, are joined or touch in the presence of an electrolyte. Correct isolation and OEM-specified coatings must be accounted for when joining mixed materials.

Coatings, sealers, and cavity waxes applied to restore factory rust prevention after repairs. Estimates should include these materials and labor, since omitting them can void an OEM corrosion warranty.

Advanced driver assistance systems such as adaptive cruise control, lane keeping, and automatic emergency braking that rely on cameras and radar. Damage near sensors or geometry changes can require recalibration.

The process of aiming or relearning a sensor so it functions within specification after replacement, repair, or alignment changes. The estimate should include the OEM-required method, targets, and labor.

The manufacturer's instructions specifying when calibration is required, whether it is static or dynamic, and what conditions must be met. Estimators use it to decide whether calibration belongs on the estimate.

A diagnostic scan performed before repairs to record existing fault codes across all modules. It documents pre-existing conditions and identifies systems that may need calibration or additional repair.

A diagnostic scan after repairs to confirm no faults remain and that all systems, including ADAS, are functioning. Many OEMs require it, so the labor should be written into the estimate rather than added later.