The greatest challenge in collision repair is making your final product look "like it never even happened" — an invisible repair. That includes a myriad of details, including color match, parts fit and no overspray.
One of the less obvious details is found under the hood. It could apply to any painted interior part, edge or jamb, but let's make the point by looking under the hood.
Does the replaced left fender edge look the same as the existing right fender edge? If not, anyone giving it a passing glance could know this vehicle was in an accident.
Do the bolt heads match? Do all the fasteners look the same on both right and left sides? If not, this is an easy fix.
Do the bolt heads look like they have been removed? If their paint is disturbed or missing, it would be obvious that some work was done here. With a little touch-up paint, this also can be an easy fix.
Do the fender edge colors match each other? This one may not be so easy.
Painting fender edges to look like the fender exterior is our traditional way of doing it. With a paint color mixed once for both interior edge and exterior surface, it is applied to the edge and then clearcoated. It will match the exterior when all painting is done.
But does it match the other side?
Years ago it always did. Today it seems like it rarely does. Interior edges or undersides may be flat instead of glossy or may be a different color altogether. Edging parts is not as simple as it once was. This makes for two problems.
The first problem is doing the technical things necessary to reproduce this vehicle's factory appearance. It could require a different mix of paint color or painting "flat," and may or may not include clearcoat. The important thing is to match the factory appearance — an invisible repair.
The second problem is getting paid for doing it right.
Information providers develop labor amounts for edging and undersides with the assumption that exterior surfaces will be painted as well. That makes sense as long as the same paint and color are being applied. Many steps are already considered in the labor amount for the entire refinish job, including one mix of paint color, spray gun preparation and gun cleaning, which apply to both exterior and interior.
What happens if the edge is a different color or has a "flat" appearance? Information providers do not include additional tint cycles or paint mixes in their edge refinish labor. When needed, this labor would be added as a manual entry, with a full explanation of course.
If the edge refinish is to be clearcoated, make sure it is included on the estimate. Mitchell's UltraMate identifies each line of refinish labor that is included for the clearcoat calculation with a "C." These are programmed specifically for each vehicle. If there is no "C" on an edge refinish line that needs clearcoat, a manual entry would be needed, along with a call to Mitchell so they can review that situation.
CCC's Pathways identifies clearcoat for each refinish operation with an additional line showing the clearcoat amount for that refinish operation. The system profile can be set to always apply clearcoat to edges, never apply it, or ask each time. Individually, clearcoat can be added to a part's edge refinish through the "properties" function. If not, a call to MOTOR would be in order.
Audatex shows total two-stage labor for each part with the "Refinish Breakout" print format, but the only way to know if two-stage labor has been added for the edges is in the paint options. Two-Stage Interior Surfaces must be identified on the estimate for that calculation to occur. If Two-Stage Interior Surfaces is identified on the estimate, all edging will have two-stage calculated in the refinish labor amount.
Paying attention to these fine points of repair detail not only prices your repair in a fair manner, but allows your customers to receive what they can reasonably expect — an invisible repair.
"That which we persist in doing becomes easier, not that the task itself has become easier, but that our ability to perform it has improved."
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.
