Masking mouldings

Mask it or remove it? What gets paid and what gets done?

Years ago, I was talking to an owner of a well-respected shop in his office when an insurance adjuster called to discuss a supplement. I couldn't help overhearing the conversation. There were a few parts to add and the labor to remove and install mouldings and other parts for refinishing the vehicle's right side. The additional charges were quickly approved, and the issue was settled.

I knew there was a problem. We were doing paint studies in that shop, and my research assistant was in the paint department videotaping the same vehicle that just had the supplement approved. It was in the spray booth being painted - with all mouldings and attaching parts neatly masked off.

What was being paid for wasn't getting done. It wasn't intentional; it was a problem of miscommunication or lack of standard procedures. Years ago, masking parts instead of removing them was an issue more about time than quality (if it took less time to mask parts than remove them). With modern vehicle designs, refinish materials and refinishing systems, masking these parts now increases the likelihood of a paint failure due to a raw edge or a "bridge" to another part. These can lead to delaminating (peeling) of the paint film. Remove these parts prior to painting. Paint companies strongly recommend it, and the information providers support it with their refinish labor definitions.

Audatex says, "The current Audatex estimate does not include R&I labor or masking of these parts in refinish. However, Audatex does facilitate moulding, ornamentation and antenna R&I through standard coding for the parts."

MOTORS explains, "Published refinish times are for one color applied to undamaged OEM replacement components, without exterior trim, interior trim or other attached components, and applied in one continuous process."

Mitchell has this reminder, "Refinish times are for NEW, UNDAMAGED PARTS without exterior or interior trim or attached components."

Pre-stored refinish labor amounts are developed without consideration for parts that may be attached. R&I of such parts requires additional labor. Even masking of these parts, if desired, requires additional labor.

Parts to be considered can include headlamps, marker lamps, door handles, antennas, emblems, side mouldings, door mirrors, rocker mouldings, ground effects and tail lamps. Naturally, new panels will not have parts attached. On the other hand, a recyclable (salvage) assembly comes with all parts attached, and they must be removed for proper refinishing. Repaired panels may need some of these parts replaced, so labor already will be calculated for them. Other parts will need additional selection for R&I operations. Blended panels, by definition, will not have any parts already removed because they will only be having refinish work done to facilitate the appearance of color match.

Each part needs to be addressed. Some parts may need to be replaced. Some windshield mouldings, adhesive mouldings, and emblems may not survive the removal process or cannot be securely re-attached.

According to paint company recommendations and estimating system procedures, removal of attached parts is the proper method for refinishing. Adding R&I operations through system-generated labor calculations is the proper method for reimbursement.

The next issue is making sure it gets done. Communication between the front office and the paint department is essential, no matter what form it takes. An estimate, a work order, standard operating procedures or a big hand-written sign on the vehicle can all work. For your shop, find something that is effective and stay consistent with it.

Just a few photographs can document what was done. One photo of the vehicle masked and ready for painting will show that parts were removed. Because you never know which vehicle might become an issue, consistent documentation of every repair will save you on the one that becomes questionable.

Make sure the R&I labor is paid. Make sure the R&I labor is done.

Bruce Burrow, AAM, started writing estimates more than 30 years ago, has worked for most of the information providers, and, as an independent instructor for the last 10 years, has trained estimators all across North America. He is ASE Master certified and an instructor for the Automotive Management Institute. Send questions, ideas and comments that you would like to see addressed here to [email protected] and stay tuned.