Column {the estimator}: WHERE DOES REPAIR END, REFINISH BEGIN?

Jan. 1, 2020
There are two ways to answer this question; one defined by industry guidelines and one defined by your production process. Between the two, make sure your compensation matches your procedures.

Refinishing estimating

There are two ways to answer this question; one defined by industry guidelines and one defined by your production process. Between the two, make sure your compensation matches your procedures.

Let's start with industry guidelines. By a consensus of participants at Collision Industry Conference (CIC) meetings, the following definition of body repair was adopted by CIC in 2006:

"The body repair process includes metal finishing and/or the use of body fillers to return the body panel to its undamaged contour. The repaired area is finished to 150 grit and free of surface imperfections."

Each estimating system states that its pre-stored refinish labor times begin with a new, undamaged panel surface. A repaired panel needs to be brought to this level for refinish labor times to be made applicable.

Repair ends at the 150-grit level and refinish time starts with a new, undamaged panel. That leaves a gap. This work is commonly called Feather, Prime and Block. Here are the definitions from each estimating system.

NO LABOR HOURS FROM AUDATEX. Audatex recognizes that Feather/Prime/Block are required operations in the panel repair process, that occurs after 150 grit, to bring the repaired panel to the condition of a new, undamaged panel for the purpose of refinish. Audatex does not provide labor allowance for repaired panels, as this is a judgment time, nor does Audatex provide material allowance for the Feather/Prime/Block process. The determination and assessment for this operation is best provided by the estimate preparer for consideration and allowance during the estimate preparation process.

MOTORS SAYS LET THE ESTIMATOR MAKE THE CALL. Prime and block (high build/primer-filler) is a required procedure that restores a repaired panel surface, including the joined areas of replaced welded panels, from 150-grit finish to that of new, undamaged condition. It is MOTOR's position that prime and block is a process best reserved for the judgment of an estimator/appraiser following a thorough on-the-spot evaluation of the specific vehicle and damage in question.

For repaired panel refinishing, MOTOR suggests using component(s) base refinish time after the damaged panel is repaired. Repaired surface preparation requires an on-the-spot evaluation for additional procedural steps such as featheredge and/or prime and block not required for new undamaged panels.

A NOT-INCLUDED OPERATION. Mitchell says this is the Not-Included refinish operation that completes bodywork repair from 150-grit smoothness to the condition of a new undamaged panel and the point at which refinish labor time begins. The labor and materials associated with it may vary depending upon the size of the repair area. Labor and materials should be evaluated.

Your production may be defined differently, depending on who does which operation to what level. Someone will feather, prime and block every repaired panel. Make sure compensation matches your procedures.

Feather, Prime and Block always has been done, but perhaps not listed as a separate estimate line item. A separate line item is more accurate and does a better job explaining your repairs.

Materials for this repair are consumed, but not with the same rate per hour as spraying topcoats. Your full refinish materials rate might not be appropriate, while a zero rate is not right either. Some documentation for an accurate materials charge would be helpful.

You decide where repair ends and refinish begins both in production and on the estimate. Make sure your compensation matches your procedures.

Contact info: [email protected]

About the Author

Bruce Burrow

Bruce Burrow has been in the automotive repair business for more than 30 years, and he has been ASE certified since 1974, currently with ASE master certification in collision repair. He has worked as a technician, shop manager and dealership service director. Burrow was a senior trainer for one of the information providers, and he is currently a certified I-CAR instructor. In addition to running an esti-mating seminar for the Automotive Management Institute (AMi), he is a freelance consultant for the automotive repair industry.

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