PDR Standards and Operations

PDR Standards includes an in-depth look at some of the operations required to perform PDR. Vehicles are always changing and therefore so are the procedures used to repair them.

PDR Standards by Body Panel:

Hood:
R&I Hood Assembly – This is required if more than 15 dents or even for 1 dent based on location and severity – This procedure includes removing wires, windshield hoses and nozzles. This allows for 360 degree visibility for repairs.

Hood Insulator Pad – If the vehicle has one, it should always be included (please note that if technician chooses to work around the pad or glue pull, this charge should still be included as an obstruction allowance)

Bug Shields, Grills and other obstructions need to be removed or worked around.

Fender:
Headlight Assembly – This is necessary for access to dents near the front of the fender – offers the front to back view of the dents and repairs

Fender Liner – This gives access to most of the fender but only from one point of view. Dents need to be cross-checked and worked from multiple angles for proper repairs.

Top fender trim – Many vehicle’s fenders are open from the top allowing for access but are blocked with trim and clips. These clips become brittle and often need to be replaced after removing.

Fenders can also be accessed through the front door opening but often have sound deadening material that need to be removed to do so.

Front Doors:

Side mirrors – Need to be removed if they block the view of the repair or if the lower belt molding needs to be removed or replaced.

Lower belt molding – There are safety braces that run along the top of the doors, removing the lower belt molding will allow access to these dents through the clip openings. (Note: If still no access, these dents will need to be removed by glue pulling. Both charges should be applicable as the technician will not know if the openings will allow access to the dents before trying.)

Window rubber seals, if the appliqué or top door frame are dented, sometimes there are factory holes that will allow access to these dented areas.

Interior Door Panel Trim: This will allow access to the entire door area to visually see bracing and other obstructions. This will also grant different views for cross checking.

Entire door assembly – This is required for severe damage either in quantity of dents or depth of damage.

Drainage holes – Sometimes it is necessary to work through the water drainage holes in the bottom of the doors for dents very low on the panel. This is an incredibly awkward position and very hard on the back, knees and other boy parts.

Laminated, insulated or double layered glass needs to be removed from the door to avoid shattering

Rear Doors:

Window rubber seals, if the appliqué or top door frame are dented, sometimes there are factory holes that will allow access to these dented areas.

Interior Door Panel Trim: This will allow access to the entire door area to visually see bracing and other obstructions. This will also grant different views for cross checking.

Entire door assembly – This is required for severe damage either in quantity of dents or depth of damage.

Wire Harness: This allows for different views to cross check or work the dents. This brings great risk of damaging the wires and takes time to ensure proper seal when putting rubber seal back in place.

Laminated, insulated or double layered glass needs to be removed from the door to avoid shattering

Quarter Panels:

Glue pulling is needed for many dents on quarter panels especially on the gas tank side.

Brake light assembly removal is a needed operation to grant access to the panel from the rear of the vehicle.

Some vehicles require removal of the bumper to access the bracket holding the brake light assembly.

Interior trim removal is necessary to gain proper access to remove the brake light and to allow access so the technician can view the obstructions and reach the dent rod with one hand for added control and leverage.

Gas Door plastic inserts can be removed to grant access to dents in the vicinity.

Gas Doors:

Almost always double paneled and are very flimsy and weak. These often need to be removed from the vehicle to be repaired or to allow access to areas of the quarter panel.

Bedsides:

Bedsides follow the rules for quarter panels and also include removing plastic bed caps to grant access down though the clip holes.

Bed Toppers and any other obstructions may also need to be removed to accomplish a proper repair.

Sail Panels:

This area is very difficult to repair as access is extremely limited to either working through the brake light of by removing the interior C-Panel trim. The leverage is awkward and tools can slip easily when working these restricted areas where the panel gets tight and opens up inside.

Rails:

Rails are almost completely sealed and double paneled on todays vehicles. This requires use of the glue pulling method which is very time-consuming and difficult. Rails also need to be repaired twice, Front to Back and again Back to Front to ensure a complete repair and avoid leaving wavy looking repairs. For this reason there is normally a 50% increase in repair time and price.

Deck Lid:

R&I Deck Assembly – This is required if more than 10 dents or even for 1 dent based on location and severity – This procedure includes removing wires, locks and other items needed. This allows for 360 degree visibility for repairs.

Deck Insulator Pad – If the vehicle has one, it should always be included (please note that if technician chooses to work around the pad or glue pull, this charge should still be included as an obstruction allowance)

Gate:

The gate assembly needs to be removed to grant access to the lower drainage holes as well as to put it on a flat stand or surface to avoid trying to work upside down.

The interior gate panel needs to be removed to grant access to the dents from the backside to repair the top of the panel.

Hatch:

3rd brake lights need to be R&I to grant access to dents in the top center.

The entire assembly needs to be removed to grant access though the rubber wiring harness covers to repair dents on the outer edges.

Glue pulling will almost always be necessary to complete repairs to the top of hatches as well and should be factored in.

Interior trim needs to be removed for access to dents on the lower portion of the hatch (Below the glass)

Note: Headliners will need to be lowered to remove the hatch assemble.

Power lift assist – This requires extra time and care when removing hatches with this feature.

Roof:

Glue pulling is typically needed on roof repairs

Headliners will need to be lowered and replaced to gain access to the dents.

This procedure requires A-B & C pillar interior trim removal to avoid damage to the headliner.

Extra Care must be taken when working around air bags

Often times windshields, quarter glass or rear windshields will need to be removed to allow visibility and reach for the technician to repair the roof properly or simply because they are damaged as well.

Brace glue may be weakened during repairs and should always be checked and re-adhered if this occurs.

Rear Hatch Glass or rear hatch assembly will need to be removed to gain visibility along roof ridges.

Luggage racks and other items which would obstruct visibility.

Sunroof assembly or try – If the vehicle has a sunroof this factor should be considered whether the operation is completed or not. Basically if the technicians choses to work around the assembly, this makes the repair much more difficult and about the same time is required as they would need to remove it.

Double panel – This is a factor when a panel is more than 50% obstructed. This is very common on deck lids, all rails, hoods an even some roofs. Please note that if the damage is all on the top door frame or right below the belt molding, this would be considered double paneled as the repair area is restricted even though most of the door may not be.

Oversized panel – This is a factor when a panel is very large for example, some truck hoods and roofs much larger than standard vehicles.

Oversized Vehicle – This is a factor when a vehicle is taller or higher than normal. Basically if a technician needs to work on a step or bench, this would apply. SUVs, Tucks and other large models fall under this category.

Non-Standard panels or parts – Many new vehicles are introducing new technology and with this comes new hurdles and challenges. These will be addressed by the technicians and arise.

Aluminum, High Strength Steel, UHSS, Boron composite and other new body materials – These require much more force and precision to complete repairs and take longer and typically offer limited access. Materials such as aluminum do not have memory like traditional steel where it wants to return to the original stamped shape. Special tool sets are required to work on many of these panels to avoid cross contamination of materials.

Other PDR Standards:

Corrosion Protection – Anytime the factory e-coat may be scratched or affected during PDR repairs, this needs to be reapplied to avoid corrosion issues. This also includes operations such as repainting any holes or areas under the hood or deck lid that may have been scratched or worn during repairs.

Battery disconnect and reset electronics time – This needs to be done when working on hybrid vehicles, removal of a door or hatch or when any other operation is performed that risks injury or damage to the electrical system.

Body Lines – Body lines and contour curves require extra time and effort to reshape properly

Deep or Pinched Damage – This increases the difficulty of the repair

Oversized Dents – Dents larger than a US Half Dollar in diameter

Double Oversized Dents – Dents larger than a US Silver Dollar in diameter often referred to as hen egg sized

Clear Bra, Pin Striping and other materials should be considered, basically anything that is blocking or preventing a quality PDR repair should be removed to allow for the best quality. This should be determined by the technician performing the repair as they are the expert.

Drill / No Drill Policy

Drilling has been a common practice since the origin of PDR. The term drilling describes the process of actually using a drill and drill bit to create an access hole to slide a PDR tool in, boring out an existing hole to accommodate a larger diameter tool, or using a hammer punch to create a hole.

Most insurance companies, body shops, rental car fleets and others have banned this practice completely and rightfully so. With today’s technology little changes in structure could alter crumple zones, airbag timing or other variables that may endanger the safety of drivers or passengers. Drilling could also lead to corrosion issues. Unfortunately, many dealerships, auction houses and PDR Technicians have not embraced the no-drill policies.

If you would like to add to our list of PDR Standards, or have questions or comments, please let us know below.