The days of simple stationary objects, like a tree, and a pulling system, like a come along, were well before my time in collision repair. When I came into the industry in the 70s, I became familiar with pulling towers that fastened to tracks in concrete floors or floor pots. A heavy drive-on rack was acquired and frame/structural work, on primarily full-frame vehicles, was more sophisticated and powerful. Trams and tape measures were the norm to determine dimensions. Sheet metal adjustments could be made to compensate for discrepancies. Our designated frame technician, who developed a mastery of verbiage to obtain supplements, was often accused of “making more money with his pencil than his frame rack.” Co-workers affectionately altered his last name and referred to him as “Sledgeberg.” In the late 70s, when unibody vehicles became the norm, our industry had a great deal of anxiety over how we would adapt to changing methods of measuring and pulling, as well as the need for closer and much less forgiving tolerances.
Thankfully, I-CAR came into existence as part of a solution to address our education on proper repair methodology for new technologies. A whole new array of equipment came into our market. The dealership shop I worked for purchased a portable rack with stationary fixtures — a good solution for the high frequency of repairs on a small number of models.
Of course, we still deal with both unibody and full-frame vehicles. However, the complexity and precision has increased exponentially, as well as the potential exposure for substandard repair. Complicate that with typically smaller profit margins and the decisions on equipment purchases become even more challenging.
Some of those frame/structural repair equipment companies still exist today and some have gone by the wayside. Many new companies have arrived. Today, they offer a wider array of straightening solutions, as well as measurement systems beyond our imagination when I-CAR came into being. We are going to explore these options in regard to how the MSO should approach such equipment decisions in today’s world.
Let’s look at the basic categories of some of our current choices.
Drive-on rack
As the name describes, these are stationary racks with ramps that allow us to drive vehicles onto them, clamp them in place, and pull with single or multiple pulling towers. Usually these racks raise and lower one end or the entire rack with hydraulics, often a scissors lift. A vehicle can be held in place with a number of different devices that can be attached to frames or rockers. Drive-on racks come in a variety of lengths and capacities.
Benches
Benches are racks that typically fit under the car, but are not necessarily as wide as cars. They are usually in some sort of ‘H’ design, and they may be portable. They typically have vehicle mounting brackets that fasten to pinch welds under vehicle rockers. They have structures that accommodate fastening pulling devices, such as posts, to them. They may also accommodate fixtures that to determine dimensions and fit new components.
Mechanical measuring systems
Mechanical systems are mostly found in the form of trams. There may also be a structure that is placed between the frame rack or bench and the vehicle that can be used to reference and measure, sometimes referred to as a ladder. Tape measures are used also for some basic and quick dimensioning. Fixtures also fall into this category. They are typically designed to fit into specific, predetermined holes or points in the vehicle structure after they are mounted on benches or racks.
Electronic measuring systems
Some of these systems include a group of “flags” that are fastened to predetermined points on the vehicle. Through the use of lasers, these flags can provide vehicle dimensions on a computer monitor as we as provide print outs of vehicle dimensions. Other systems use a point and click method where there is a pointer on movable arms, similar to a dentist drill. By clicking on various predetermined measuring points on vehicles, a computer monitor displays the vehicle dimensions and can also provide a hard copy. There are even smaller and simpler electronic systems for modest and quick measuring, some even handheld.
How to choose a rack or bench
There are a number of variations. Each may be suited for different vehicles, shop designs, OE certification requirements and personal preference. I reached out to some experts for their perspectives:
Craig Totten of Car Bench America states, “The strength and design of new vehicles is also impacting structural repair equipment choices. The days when we can have a drive-on rack and use it for everything are over. These newer, high strength vehicles require more than conventional 4-point rocker or sill clamp holding and will need to be fixtured or held at multiple points on the structure when doing structural straightening in order to avoid causing more damage to the vehicle than we repair. Also, straightening of structural parts is going to become less prevalent, and we will be doing more complete and partial replacement of these parts. Vehicles are also being built to much more exacting and precise tolerances, as low as 1 mm in a lot of cases, and our repairs need to follow suit with that. This is going to require that we not only provide more holding points during straightening (8 as a minimum in many cases), but we are going to need to have equipment that can locate and firmly hold a partial or complete structural part during the assembly and welding processes of the repair.
“Welding a part on without ‘fixturing’ it in place beforehand will allow it to ‘walk’ or move from the heat input during the welding operations. With 1 mm tolerances, this is not acceptable. So some type of multi-point fixturing is going to be a requirement for structural repairs of vehicles. Does this mean that our drive-on racks do not have a place anymore? Absolutely not — a large shop could have both styles of machine and use a bench with fixturing for structural repairs and the drive-on rack for sheet metal pulls, such as to quarter panels and radiator supports. This would allow each piece of equipment to do what it is most efficient at. A small shop that can only afford one machine will have to give up the convenience of quickly doing sheet metal pulls and have the equipment needed for structural repairs. This equipment can also do the sheet metal pulls, although at least somewhat less efficiently, and the old-style rack cannot in any case properly do the structural repairs. So for an MSO, there would, in most cases, be more than one piece of equipment in each shop. The MSO could also dedicate one facility to a specialty repair — say an OEM certification program that requires a certain brand of equipment and send all repairs of that vehicle from any location to the one shop with that equipment.”
A representative from Chief had a somewhat different perspective: “Recognizing that shops are judged by their repair quality, estimate accuracy and cycle times, multi-shop operators (MSOs) should consider frame racks that will help them improve these three key areas. A profitable job starts with a good estimate, which is why blueprinting the repair has become so popular. A light teardown rack for the estimating bay is a must for successful blueprinting. These racks usually cost less than full-size equipment, but many offer the ability to do light structural repairs and minor pulls on sheet metal to allow the estimator to see critical damaged components. A good model will interface fully with a computerized measuring system so the vehicle can be measured during the estimating process. This provides a more accurate structural repair estimate.
MSOs also should have at least one full-size rack that provides 360-degree pulling with the capability to perform multiple simultaneous pulls using equalized pressure. This feature is critical for properly repairing vehicles built with high-strength steel.”
Yet another perspective came from Spanesi. “In today’s collision repair facility, floor space and productivity go hand in hand. Trying to maximize the efficiency of the repair area footprint to perform more tasks without specialized work areas also is key. With the average repair being about $2,800, the need for the large frame and structural equipment is taking a backseat to the Multibench systems today. With a Multibench system, the technician can do more than just pulling the vehicle. From the blueprinting stage of the repair process, the Multibench gets the vehicle off the ground and the technician working at a proper height. With the Multibench the footprint is small and compact to the floor, allowing a smaller work bay adding to productive square footage of the facility. The repair can be completed in one setting, improving flow in the facility. And with multiple units, the Multibench system can be outfitted with tools and clamps shared between units to minimize overlap and the investment necessary. The Multibench also adapts with the computerized measuring system and universal fixtures for repairs in the best of both worlds.”
Wendy Gruschow of Car-O-Liner replied, “With the growth of manufacturer Certified Collision Repair Programs, it is critical to the success of the MSO to base their investment decision upon industry demands. We find that large MSO locations are outfitting multiple shops when placing orders and tend to purchase a quantity and variety of equipment for this purpose. If the shop is already equipped with competitive equipment, the dominant trend is to replace these systems with new units, in many cases due to the benefit our OEM-approved equipment offers for additional repair business.
“MSOs typically request a consistent product mix; however, there may be slight modifications to meet the needs of the customer’s being served, as well as to suit market demand for vehicle mix. For example, in Texas, there may be more large trucks on the road, so the necessary equipment should accommodate longer vehicles of this nature. Another factor that may affect product offered is whether there are certified program requirements that specify equipment essential to meet approved standards. If a certified repair requires a specific frame bench, for example, then that must be purchased by the MSO to be able to conduct an approved repair. Overall, though, MSOs typically prefer not to invest in multiple technologies, keeping equipment consistent from location to location so as to maintain standard processes and productivity amongst shops.”
It is interesting that these manufacturers have different approaches as to how MSOs should equip their shops, even to the point of drive-on racks verses benches, as well as the concept on one system verses multiple systems for different applications.
How about measuring systems?
Again I sought advice from some of the premier equipment suppliers.
Car-O-Liner’s Gruschow says, “Many MSOs are switching from mechanical measuring to electronic measuring due to both changes in the industry and insurance company requirements for reporting and documentation. This trend extends beyond the measuring function to other areas of repair as well. For example, insurance companies are moving toward acceptance of universal fixtures utilizing electronic measuring to document vehicle damage before and after the repair, over the use of dedicated fixtures. In addition, shops are now purchasing three-phase resistance spot welders that work well with the new materials used to manufacture vehicles.”
Totten replies, “The changes we are seeing in vehicle construction mean that the ‘old’ visual damage indicators that we are all so used to using to identify a vehicle with structural damage, or where that damage is located, are no longer going to be the only thing we base our assessment on. The increased strength of many frame rails, especially in areas close to the passenger compartment, and the extreme strength of the passenger cage itself are leading to vehicles being damaged in ways we are not used to seeing. Rails can be pushed back into the softer floor pan area without any physical damage to the rail itself or any fitment problems of doors or other body panels. In order to find this type of damage with visual inspections, it would require disassembly of part of the interior. Measuring of the vehicle structure will also identify this damage in a much more efficient manner. Shops are going to need some type of measuring equipment that can quickly and efficiently measure a vehicle structure during the estimating or blueprinting phase of the repair. For a large shop, this may be a piece of equipment that is dedicated for that purpose only, leaving the options for the equipment used more wide open. For a smaller shop that cannot afford to have multiple measuring systems, this means finding that piece of equipment that can be easily used for estimating purposes and that also is user friendly during the repair process. This limits the choices more. The equipment needs to be capable of measuring accurately when the vehicle and the equipment are not level, such as on a two-post lift. It also needs to have the capabilities of measuring a vehicle efficiently while on a frame rack or bench. Speed and ease of use are no good without accuracy; and accuracy is no good if the equipment is cumbersome and hard to use on the structural repair equipment.
“Measuring is becoming more critical than it's ever been and structural holding and fixturing are going to be required to make proper repairs to today's new vehicles. The bottom line is these are things as an industry that we probably should have been doing all along. That old perception in the public that you don't want your vehicle back if it has had structural or frame damage would have never existed had we been fixing vehicles with these types of equipment and procedures all along. Could a highly skilled tech get a damaged vehicle back to a ‘close enough’ point in years past when we were dealing with very ‘loose’ factory tolerances? Absolutely, but a lot of technicians weren't even getting them good enough for that. With good measuring and fixturing equipment, a tech doesn't need the ultimate in skill levels to perform very precise quality repairs.”
How about handheld portable measuring systems?
I reached out to Janet Srack of Matrix Electronic Measuring, who sells the Matrix Wand. It’s a handheld unit that resembles a barbell. Technically, it’s a 3-D blueprinting system based on photogrammetry. Essentially, you place a reference grid on the damaged area, then take a photo with the handheld unit. Connect it to the computer system, and it provides data on a monitor and can generate a print out within minutes.
Srack states, “The MSO/insurer relationship is built on mutual trust. Both parties need to know exactly what is damaged and to what extent the damage is on the vehicles. This information is provided by the Wand technology up front, quickly and accurately, with full color documentation of the customer’s actual vehicle. The structural damage and suspension is defined before the repair process begins. The Wand was designed specifically to solve the problems associated with the structural collision repair and vehicle integrity documentation.
We believe accuracy and consistency in presentation are important to the MSO business processes.”
Conclusions
As an MSO, you are well aware of the value of relationships, as well as the strength in bargaining that comes with larger company size and purchase power. Standardization makes sense in most cases. Aligning yourself with a particular vendor may make sense for you. Mike LeVassuer, president of Keenan Auto Body, says, “As we acquire shops with existing equipment and as the current equipment ages, we replace and/or install the same types of benches, fixtures and electronic measuring system. We use all [the same branded] products. This gives us the flexibility to move technicians without the need to retrain.”
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