Your FREE ASE B6 Flashcards 2026 – 200+ Cards

Damage that occurs at the point of impact where the colliding object first contacts the vehicle. Usually the most obvious damage to identify.

Damage that occurs away from the point of impact as collision energy travels through the vehicle structure (buckled floors, popped welds, misaligned gaps).

Damage produced by the initial impact itself at the point of contact. Often used interchangeably with direct damage.

Damage that occurs after the initial impact, such as the vehicle striking a second object or energy traveling onward through the structure.

Damage caused by heavy components (engine, transmission, battery) continuing their motion after the vehicle suddenly stops, stressing or breaking their mounts.

Damage that cannot be seen during the initial visual inspection and is only revealed after parts are removed during teardown/disassembly.

Removing damaged and adjacent parts to expose and document all damage before writing the complete repair plan, so hidden damage is found early.

Thorough disassembly and inspection that produces a complete repair plan and a 100 percent accurate estimate before repairs begin.

The angle and path the force took into the vehicle; analyzing it lets the technician trace the energy and predict where indirect damage occurred.

The kinetic energy transferred into a vehicle during impact; it travels along structural paths, so damage severity generally decreases with distance from the point of impact.

Damage to load-bearing parts such as rails, pillars, rockers, and the floor pan that affects the vehicle's strength and dimensions.

Damage to bolt-on or cosmetic parts (fenders, doors, bumper covers) that does not affect the vehicle's load-bearing structure.

Measuring length, width, and height of structural points against factory specs to find frame/unibody misalignment that the eye cannot detect.

An imaginary reference plane below the vehicle from which height (Z) measurements are taken on a measuring system.

The fore-aft reference line down the middle of the vehicle used to check side-to-side (width) symmetry during measuring.

Factory-defined locations and dimensions a measuring system compares the damaged vehicle to in order to quantify misalignment.

Comparing matching points on the left and right sides of a vehicle; unequal measurements indicate structural misalignment from the collision.

An electronic scan that reads diagnostic trouble codes before repair to reveal hidden electrical and system faults caused by the collision.

Cracks in paint or sealer (e.g. around door hinges or seams) that signal underlying structural stress or frame distortion.

Examining how far structural members collapsed to gauge impact severity and trace the energy path for hidden and indirect damage.

A structural condition where one side rail is driven rearward relative to the other, throwing the frame out of square (parallelogram shape).

A structural condition where a section of the vehicle is shortened (collapsed) front-to-rear by the impact.

A structural condition where a section of the frame/rail is bent downward below its normal height.

A structural condition where a section of the frame/structure is pushed sideways, left or right of centerline.

A structural condition where one corner of the vehicle is higher and the diagonal corner lower, so the structure is no longer flat.

Damage or repairs that existed before the current collision; it must be identified and excluded so the customer/insurer is not billed for it.

Dividing the vehicle into areas (front, rear, sides, structural) to systematically inspect and document all damage during analysis.

Movement of the radiator support after a frontal hit; because it is fixed to the structure, its shift can signal frame/rail damage.

The first damage-analysis step: looking over the vehicle for obvious crush, gaps, cracks, fluid leaks, and clues to the energy path.

Surface cracking that can reveal body filler or previous repair work hidden beneath the paint at the impact site.

Corrosion, mud/silt lines, and electrical malfunctions; hidden electrical-system damage is a primary concern in flood-damaged vehicles.

Collision damage to mechanical/running gear such as suspension, steering, drivetrain, exhaust, and cooling components.

Checking the undercarriage (exhaust, floor pan, rails, suspension mounts) for damage that is not visible from above after a collision.

A measuring tool used to check point-to-point and diagonal (cross) dimensions to detect frame misalignment.

The route collision force follows through the vehicle's structure; following it locates indirect and hidden damage beyond the obvious crush.

The exact spot where the colliding object first struck the vehicle; the starting point for tracing the collision's energy path.

Checking that panel gaps are even and surfaces are flush; uneven gaps after a hit signal structural misalignment.

A bend is a smooth curve that can often be straightened; a kink is a sharp fold (over about 90 degrees in a short span) that usually means replacement.

An estimate operation meaning a part is removed and a new part installed in its place. The labor time includes installing the replacement.

An estimate operation meaning an undamaged part is removed to access other work, then reinstalled — not replaced. Less time than R&R.

Tasks that are already built into a labor time and are NOT charged separately (e.g. bolts/clips to remove an R&R panel).

Tasks not built into the published labor time that must be added as separate line items (e.g. corrosion protection, blend, calibration).

Shared labor when adjacent panels are replaced or refinished together; the duplicated time is deducted so it isn't paid twice.

Work sent out to another specialty shop (e.g. wheel alignment, glass, ADAS calibration) and billed back on the estimate.

An addition to the original estimate written when more damage or operations are discovered after repairs begin (hidden damage).

A customer charge when a replaced wear item (tires, battery) leaves the vehicle in better condition than before the loss; cost is prorated by remaining life.

The portion of a covered loss the insured pays out of pocket; the insurer pays the remainder of the repair cost.

The replacement cost of the vehicle minus depreciation — what a comparable vehicle is worth at the time of loss.

When repair cost (plus supplements and sometimes salvage) meets or exceeds a set percentage of the vehicle's ACV, so it isn't economical to repair.

A method declaring a total loss when repair cost + salvage value is greater than or equal to the vehicle's ACV.

The amount a damaged (often totaled) vehicle is worth for its parts or scrap; subtracted in some total-loss calculations.

A guide/database of standardized labor times for repair tasks, used to estimate labor consistently.

The dollar amount charged per hour of labor; estimates often separate body, refinish, frame/structural, and mechanical rates.

A per-refinish-hour dollar allowance covering paint, clear, primer, and consumables, used instead of itemizing every material.

Published labor time to prime, seal, color, and clear a panel; replacement panels add time over a repaired existing panel.

Tapering new color into an adjacent existing panel so the repair is invisible; estimated as blend time, not full refinish.

An adjacent undamaged panel that is partially refinished so the new color transitions seamlessly into the old.

A finish system using a color basecoat followed by a separate clear topcoat; common on modern vehicles and priced accordingly.

A finish using a ground coat, a translucent mid/pearl coat, and clear; needs more material and time than two-stage.

Color that requires extra blending or letdown panels to match; flagged because it raises refinish labor and materials.

Preparing a repaired area: feather-edging the damage, applying primer, and block-sanding it smooth before refinishing.

Labor to repair or replace load-bearing structure on a frame machine; usually billed at a separate, higher rate than body labor.

Labor to repair or replace bolt-on/cosmetic panels; billed at the body labor rate.

Labor for mechanical components (suspension, A/C, cooling) on a collision estimate; often a separate rate.

Computer platforms that pull OEM parts and standardized labor times to generate a collision repair estimate.

Manufacturer-published instructions; estimating should follow them, including required not-included steps like calibration.

Hidden damage is documented as a supplement upon discovery rather than guessed at in the preliminary estimate.

Applying coatings to bare/welded steel after structural repair; a not-included operation that must be added to the estimate.

An ADAS sensor calibration listed (often sublet) on the estimate when a repair affects a camera or radar — a not-included operation.

Wet-sanding and polishing cured clearcoat to remove texture/defects; an added refinish operation when required.

The total time a vehicle is in the shop from check-in to delivery; affects scheduling and customer expectations, not a labor charge.

Choosing to repair a panel or replace it based on cost, time, safety, OEM guidance, and material (e.g. some panels must be replaced).

A dollar-per-refinish-hour figure that bundles paint shop materials, simplifying the estimate versus invoicing each can and abrasive.

When adjacent panels are refinished together, overlapping setup/clear time is deducted so duplicated labor isn't billed.

Estimate entries for the required electronic health scans before and after repair on modern vehicles.

A large assembled section (e.g. front clip) sourced as one unit; estimated as an alternative to replacing many individual parts.

Time to mount a vehicle on the frame bench and measure it; often a not-included operation added to structural repairs.

The estimate's summary of parts, labor (by type), paint/materials, sublet, tax, and the customer's deductible.

The document authorizing and detailing the work to be performed, tying the estimate to the actual repair.

Non-OEM options (aftermarket, recycled, reconditioned) offered on an estimate to manage cost, subject to insurer and customer approval.

Charges for towing the vehicle in and storing it; legitimate line items added to the loss when applicable.

Sales tax applied to taxable parts and materials in the estimate's totals, per local law.

First-party: the insured's own policy pays; third-party: the at-fault driver's insurer pays. Affects who authorizes and pays.

OSHA's Hazard Communication standard requires Safety Data Sheets (SDS) for chemicals; SDS replaced the older MSDS term under GHS.

A document listing a chemical's hazards, handling, PPE, and first aid; required by OSHA to be available to shop employees.

EPA requires technicians who service motor-vehicle A/C and handle refrigerant to hold Section 609 certification.

Capturing A/C refrigerant with approved equipment rather than venting it; venting to the atmosphere is illegal under the Clean Air Act.

Used motor oil must be recycled through a certified recycler, not poured out or put in general trash, to prevent contamination.

Vehicle batteries contain hazardous materials and must be recycled per local/state law, not discarded with general waste.

Automotive paint waste must be handled as hazardous waste; improper disposal risks water contamination.

A tracking document for hazardous waste shipped off-site, identifying the generator, transporter, and disposal facility.

Undeployed airbags and seatbelt pretensioners are hazardous; they must be deployed or disposed of per specific regulations.

Federal law governing emissions and refrigerant handling; bans venting refrigerant and regulates paint VOCs.

Limits on volatile organic compounds in paints/solvents; drive use of low-VOC products and enclosed spray operations.

EPA rule requiring spray-booth/enclosure standards, HVLP/equivalent guns, filters, and painter training for collision refinishing.

Written customer consent before work begins; performing unauthorized repairs can make the shop liable for damages.

Laws/agreements ensuring independent shops can access the vehicle information and tools needed to service vehicles.

The shop must protect customer personal and financial data from unauthorized access under data-protection obligations.

Federal law requires certain emissions parts (e.g. catalytic converter) be replaced free if they fail within the warranty period.

Procedures and materials to contain and clean fluid spills, keeping hazardous liquids out of drains and groundwater.

Required gear (respirator, gloves, eye protection, suits) per the SDS and OSHA when handling chemicals or high-voltage systems.

A design where the body panels and structure form one integrated load-bearing unit instead of a separate frame; most modern cars.

Construction with a separate ladder frame carrying the drivetrain and a bolted-on body; common on full-size trucks and SUVs.

Two parallel rails joined by crossmembers (like a ladder); strong for towing/loads, used under many trucks and large SUVs.

A structural skeleton (often aluminum) to which non-structural skin panels attach.

A single-shell structure where the body itself carries the loads; lighter and more rigid than a separate frame.

An area engineered to collapse and absorb/dissipate impact energy in a collision, protecting the occupant compartment.

The rigid structure of pillars, rails, and rockers surrounding the passengers, designed to resist intrusion.

The vertical roof supports named front to rear; identifying them correctly is essential when documenting damage and repairs.

The lower body structure between the wheel openings under the doors; reinforces the lower side and aids side-impact protection.

The barrier between engine compartment and passenger cabin; helps block fire, fumes, and noise.

The rear outer body panel extending from the rear door to the trunk; often welded, requiring sectioning or full replacement.

The reinforced area that supports a suspension strut; its location is structurally critical and damage affects alignment.

Steel stronger than mild steel used to cut weight while keeping strength; needs special handling and limited heat in repairs.

Very strong steel (e.g. boron) used in pillars and reinforcements; usually must be replaced, not repaired or heated.

An ultra-high-strength steel in critical reinforcements (B-pillars, beams); OEMs typically require replacement rather than straightening.

Steel heated then quenched in the die for extreme strength; used in safety structures and generally not repairable by heating.

Steel with a zinc coating for corrosion resistance; the coating must be restored after welding/grinding to prevent rust.

Lighter than steel and improves fuel economy; require separate tools, a clean room, and different welding/riveting techniques.

High strength-to-weight materials used on some bodies; repair often requires special procedures or replacement.

A part shaped by high-pressure fluid into complex, strong, lightweight forms used in modern structures.

Cutting and joining a replacement panel at a manufacturer-approved location instead of replacing the whole part.

Replacing a welded panel at its original factory joints, as opposed to sectioning at an approved mid-panel location.

Open (channel) sections are accessible; closed (boxed) sections are sealed and need access or special tools to inspect and repair.

A flexible material applied along panel joints to keep out water and dust and resist corrosion; reapplied after repairs.

Wax sprayed into enclosed body cavities to protect bare metal from rust after structural repair.

Extra chassis/rocker reinforcement that compensates for the missing fixed roof to maintain rigidity and safety.

Using structural adhesive (often with rivets) to join panels, common on aluminum and to retain corrosion protection.

Rivets that pierce and join aluminum panels without pre-drilling; widely used on aluminum-intensive vehicles.

Low-strength, formable steel used in non-critical panels; readily repaired with heat and straightening, unlike UHSS.

A structural bar inside doors/bumpers that absorbs and spreads impact energy to protect occupants.

On hybrids and EVs, orange-jacketed cabling identifies high-voltage circuits that can be lethal and must not be cut or touched until de-powered.

A manual service plug/switch that disconnects the high-voltage battery from the vehicle so it can be worked on safely.

The OEM-specified sequence to safely disable a hybrid/EV high-voltage system before collision work begins.

After the HV disconnect is removed, technicians must wait the OEM-specified time for capacitors to discharge before touching HV parts.

Only a qualified high-voltage technician wearing proper insulated PPE (rated gloves) should disable/service HV systems.

A system that uses the electric motor as a generator during braking to recover energy and recharge the high-voltage battery.

The large high-voltage battery powering a hybrid/EV; after a collision it must be inspected for damage, leaks, heat, or swelling.

A hybrid with a larger battery that can be charged from an external outlet; identified by a charge port plus an engine.

A vehicle driven solely by electric motors and a high-voltage battery, with no internal-combustion engine.

The airbag and related restraint system that supplements the seatbelts to protect occupants in a crash.

Frontal airbags inflate when crash sensors detect a qualifying impact, then deflate to cushion the occupant.

Sensors that detect a collision and signal airbag deployment; they must be inspected and replaced per OEM after deployment.

A device that instantly retracts a seatbelt at impact to remove slack; single-use and replaced after deployment.

A coiled ribbon connector that keeps the driver airbag and steering controls connected while the wheel turns.

After deployment, crash data and modules may need replacement or reset so the SRS functions in a future crash.

Camera/radar/sensor-based features (lane keeping, AEB, blind-spot, adaptive cruise) that often require calibration after repairs.

ADAS calibration done in the shop using targets at precise measured distances, with the vehicle stationary.

ADAS calibration done by driving the vehicle under specified conditions so the system learns/aligns its sensors.

A windshield-mounted camera for lane and collision systems; replacing a windshield or bumper can require recalibration.

A sensor (often behind the bumper/grille) for adaptive cruise and automatic braking; bumper work usually requires calibration.

A rear/side radar system that warns of vehicles in the blind spot; needs calibration if related panels are replaced.

An electronic scan before repairs to capture all DTCs and identify systems (incl. ADAS) needing attention or calibration.

An electronic scan after repairs to verify no codes remain and that all systems, including ADAS, function correctly.

Steering assisted by an electric motor instead of a hydraulic pump; may need initialization after suspension/steering repairs.

The computer that manages engine performance and emissions using sensor inputs to control fuel, timing, and other functions.

An exhaust sensor that reports rich/lean mixture so the computer trims fueling toward the ideal air-fuel ratio.

An exhaust device that converts harmful CO, HC, and NOx into less harmful gases; protected by an emission warranty.

A drivetrain gearset that lets the driven wheels turn at different speeds while distributing engine torque, essential when cornering.

Measures intake air so the computer sets the correct fuel mixture; a fault causes rough idle or hesitation.

Estimating/repairing a hybrid adds the requirement to safely manage the high-voltage system before touching damaged areas.

Hybrids/EVs use dedicated cooling for the battery and power electronics; collision damage to it can cause overheating faults.

Hybrids/EVs still have a conventional 12V battery for low-voltage accessories; it powers controls that enable the HV system.

Events requiring calibration: windshield/camera replacement, bumper/radar R&R, alignment changes, or sensor disturbance.

Badging, charge ports, orange HV cabling, and VIN decoding tell the estimator a vehicle has a high-voltage system to address.

The correct disabling procedure comes from the vehicle maker's official service information, not generic guesswork.

The computer that fires airbags/pretensioners based on crash-sensor data; may store crash data and need replacement after deployment.

An ADAS feature using the forward camera; recalibration is required after windshield or camera service.

An ADAS feature using radar/camera to brake automatically; bumper or sensor work typically requires recalibration.

A new Original Equipment Manufacturer part made by or for the vehicle maker, matching factory fit, finish, and specs.

A part made by a company other than the OEM; selection hinges on proper fit and function for the specific vehicle.

A used part from a salvage vehicle (Like Kind and Quality); e.g. a door shell pulled from another vehicle.

A used part rebuilt to original specifications; appropriate when a new OEM part is unavailable or to control cost.

An alternative OEM-brand part (surplus, OEM-supplier, or non-dealer-channel) offered at a different price point.

An aftermarket part certified by the Certified Automotive Parts Association to meet fit and quality standards.

The 17-character code that decodes detailed specs and build data, used to source the correct parts for a specific vehicle.

The date a vehicle was assembled; specifications can change mid-model-year, so it must be verified when sourcing parts.

A number identifying parts from different models/years that can be substituted for one another.

A reference that identifies equivalent or alternative parts across manufacturers, useful for older or scarce parts.

A listing of compatible parts and their specifications, used to confirm correct fit and function before ordering.

Reusable parts harvested from a totaled vehicle, a source of recycled assemblies for repairs.

Estimates flag each part as OEM, aftermarket, reconditioned, or recycled, affecting price, fit, safety, and customer choice.

Confirming a part matches the vehicle's year, make, model, trim, and build date before installation to ensure proper function.

A used part cleaned, refinished, and restored to serviceable condition (e.g. a straightened, repainted wheel) offered as a lower-cost option.

Fully hearing and acknowledging a customer's concern before responding; the best first step when handling a complaint.

Explaining the value and quality of the service to address a price objection, rather than immediately discounting.

Clearly communicating cost, timeline, and process up front so the customer is not surprised, building trust.

Walking the customer through parts, labor, paint/materials, sublet, and their deductible so they understand the repair plan.

Responding to concerns (cost, time) by focusing on benefits and value instead of disparaging competitors.

Recommending added service by demonstrating how it benefits the customer's safety, reliability, or performance.

Using clear, honest communication and realistic expectations to earn a new customer's confidence.

Simplifying technical explanations and avoiding jargon so a non-technical customer understands the repair.

Giving a customer a clear, honest explanation for a delay to maintain trust rather than making excuses.

Consistent quality of service, not just low prices or promotions, keeps customers loyal and returning.

When a customer compares prices, focus on the unique benefits and value of your service rather than only matching price.

Basing future-service recommendations on the vehicle's age and condition keeps advice relevant and credible.

A measure of customer satisfaction; high scores reflect communication, quality, and on-time delivery.

Acknowledging the customer's feelings and concerns first, which de-escalates conflict and supports a solution.

Sensitively explaining a total-loss decision (ACV, deductible, salvage, next steps) to a customer losing their vehicle.

Securing the customer's informed consent for the work and any supplements before proceeding, both for service and legally.