Your Insurance Company Has a Team of Adjusters, Lawyers, and Software Designed to Pay You Less.
You paid your premiums. You drove carefully. Someone else made a mistake, or weather happened, or a parking lot produced a hit-and-run, and now your $110,000 vehicle is damaged and you're on the phone with a claims adjuster who sounds helpful and efficient and is simultaneously running your claim through estimating software calibrated to produce the lowest defensible number.
That software doesn't know your car. It knows averages. It generates repair times based on database medians, substitutes aftermarket parts because the system defaults to non-OEM unless someone fights it, excludes ADAS calibration because the estimating platform doesn't automatically capture calibration requirements for every make, model, and trim, and produces a labor rate that reflects what the insurer's direct repair network agreed to charge - not what the actual market rate is for a shop with the equipment and expertise to repair your vehicle correctly.
The adjuster presents that number to you as the repair cost. It isn't. It's a starting position in a negotiation that most car owners don't realize they're in - and that they're completely unprepared to have - because nobody told them it was a negotiation until the check arrived and it wasn't enough.
We've been in that negotiation for over 20 years on behalf of our clients. We know every line item the software misses. We know the California statutes that protect your rights. We know which supplement arguments work and which don't. And we know how to document a repair so completely that the insurer has no legitimate basis to deny a line item that belongs on the estimate.
This page is the full picture of what insurance claim advocacy actually looks like at Complete Auto - from the moment you call us after an accident to the moment you drive away in a correctly repaired vehicle with a complete documentation package in your file.
Free Claim Consultation: Before You Talk to the Adjuster, Talk to Us
The single most valuable thing you can do in the first 24 hours after a collision is call us before you give a recorded statement to any insurance company - including your own.
Not because you have anything to hide. Because the framing of a recorded statement, the specific language used to describe the damage and the circumstances, and the details included or omitted in that first conversation can affect what the insurer considers the authorized scope of the claim throughout its entire lifecycle. An adjuster who opens a file with a statement that describes "minor damage to the front bumper" will have a different posture about a supplement for front rail deformation than one whose file opens with a statement that describes a frontal impact at 25mph with visible structural displacement.
We've seen this dynamic play out hundreds of times. The difference in the initial claim framing isn't the only factor, but it's a real one. Talk to us first. We'll help you understand what you're dealing with, what documentation you need to preserve, and how to communicate with the insurer in a way that protects the full scope of the claim.
The consultation is free. It takes 20 to 30 minutes. It can make a significant difference to the outcome.
Book your free claim consultation at completeauto.la.
California Insurance Code § 758.5: What the Law Actually Says
This is the statute that governs your rights as a policyholder in a vehicle repair claim in California. You need to know it, because the insurance company is counting on the fact that most people don't.
The Right to Choose Your Shop
California Insurance Code § 758.5 prohibits an insurer from requiring you to use a specific repair facility. The exact language is worth understanding: the insurer cannot, as a condition of honoring a claim, require that the repair be done at a specific facility. They can suggest. They can refer. They cannot require.
When an adjuster tells you that you need to take the vehicle to an "approved" or "certified" or "network" shop, they are telling you something that creates the impression of a requirement where no legal requirement exists. The approved network exists for the insurer's operational convenience and cost management. Your participation in it is voluntary.
The Right to Reasonable Repair Costs at Your Chosen Shop
§ 758.5 also addresses what happens when you choose an independent specialist rather than a network shop. The insurer cannot discount a reasonable and documented repair estimate from your chosen shop solely because that shop is not in their direct repair program. If the estimate from your independent specialist documents the required repair operations with OEM procedure references and appropriate labor times, the insurer's obligation is to pay that documented reasonable cost.
What they can legitimately dispute is whether a specific repair operation is necessary, whether a specific labor time is reasonable, or whether OEM parts are required versus aftermarket alternatives. Those disputes are resolved through the supplement process - which we handle. What they cannot legitimately do is simply apply their DRP labor rate to your independent specialist's estimate because your shop costs more per hour than their negotiated rate.
The Right to Your Own Appraiser
If you and the insurer cannot agree on the cost of repair, California Insurance Code § 2071 provides for an appraisal process. You hire an independent appraiser. The insurer hires theirs. The two appraisers jointly select an umpire. The umpire resolves disputes between the two appraisers. The result is binding. This process is rarely invoked in practice because the supplement negotiation process resolves most disputes before they reach that level - but knowing it exists changes the leverage dynamic in supplement negotiations. An insurer who knows you understand the appraisal process is an insurer negotiating with someone who has a credible escalation path.
The Right Against Steering
California's fair claims settlement regulations under California Code of Regulations Title 10, § 2695.8 specifically address steering conduct. Insurers cannot make statements that would lead a claimant to believe they must use a specific shop, and cannot use tactics that attempt to dissuade a claimant from selecting their own repair facility. If an insurer explicitly tells you that using your own shop will result in a lower payment than their network shop would receive, document that statement. It may be a violation of fair claims settlement practices regulations.
How Insurance Estimates Are Built - and Where They Fall Short
Understanding the insurer's estimating process is the foundation of effective supplement advocacy. The estimate isn't generated by a person assessing your specific vehicle. It's generated by software.
The Estimating Platforms
The three dominant insurance estimating platforms in the US market are CCC ONE, Mitchell RepairCenter, and Audatex. Every major insurer uses one of these platforms. The platforms generate repair estimates by assigning labor times to repair operations from their internal databases and assigning parts prices to line items from their parts sourcing integrations.
The labor times in these databases are generated from statistical analysis of repair data across the insurer's DRP network. They represent averages - the time the average shop in the average DRP relationship takes to perform the operation on the average version of that vehicle. They are not OEM labor times. They are not the time required to perform the operation correctly on your specific vehicle at a shop following OEM procedures. The gap between the database average and the OEM procedure time is where most supplement line items originate.
What the Software Consistently Misses
ADAS calibration: Estimating software does not automatically capture ADAS calibration requirements for every vehicle make, model, and trim. An adjuster running an estimate on a 2023 BMW 5 Series with a front bumper replacement may or may not have manually added forward radar static calibration to the estimate - and in our experience, calibration is missing from initial insurer estimates more often than it's included. The calibration requirement doesn't disappear because the software didn't capture it. It gets supplemented.
Blend labor: When a panel adjacent to the repaired panel needs to be blended for color matching - a standard part of any refinishing job involving metallic, pearl, or tri-coat finishes - the blend labor and materials need to be on the estimate. Estimating software sometimes captures this automatically and sometimes doesn't, depending on how the estimate was built. Missing blend labor produces an estimate for a paint job that will have visible color mismatch on delivery.
Aluminum repair requirements: Estimating software does not automatically flag when a vehicle's construction requires dedicated aluminum repair procedures - clean room operations, aluminum-specific welding equipment, aluminum-certified technicians, and the additional time those procedures require versus standard steel repair. These are supplement items on every aluminum-intensive vehicle claim.
Scanning and diagnostic time: Pre-repair and post-repair electronic scanning is required on virtually every modern vehicle involved in a collision. The scanning operation, the scan tool cost, and the time required to interpret and document the results are legitimate line items. They are frequently missing from initial estimates and need to be supplemented.
Corrosion protection: OEM repair procedures specify the application of cavity wax, seam sealer, and corrosion protection products to structural repair areas. These materials and their application time are rarely captured in initial insurance estimates and are frequently disputed in supplement negotiations. They are required by OEM procedure. We document the requirement and argue it.
Structural repair time: Computerized 3D frame measuring - both the pre-repair assessment scan and the post-repair confirmation scan - is a required operation on any vehicle with suspected structural damage. The time for this operation is not captured in most initial estimates. Neither is the fixture setup time for the straightening bench, the time for multiple pull sequences on complex structural damage, or the documentation time for generating and filing measurement reports. All of these are legitimate supplement items supported by OEM procedure references.
OEM parts on critical systems: The estimating software defaults to non-OEM alternative parts on most line items where aftermarket alternatives exist in the database. Every structural component, safety-related component, and sensor-housing component that requires OEM specification for correct system function gets flagged for OEM substitution in our supplement.
The Supplement Process: Where the Real Fight Happens
The initial estimate is rarely the final estimate on a significant repair. The supplement process - where additional damage found during teardown and additional required operations documented during repair are submitted to the insurer for authorization - is where the gap between a correctly scoped repair and an insurer-preferred low-cost repair is negotiated.
Blueprint Teardown First
We do not write a final repair estimate from a visual inspection of the damaged exterior. We do a blueprint teardown - full disassembly of all components in the damage zone to expose the complete extent of the damage before the repair scope is finalized. The supplement is built from what the teardown reveals, documented with photographs and OEM procedure references, not from what was visible before disassembly.
This approach means our supplement submissions are specific, documented, and defensible. We're not supplementing with guesses about what might be damaged. We're supplementing with photographs of what is damaged, OEM part numbers for the affected components, and procedure references for the required repair operations.
How We Build a Supplement That Holds
Every supplement line item we submit to an insurer includes four elements: a description of the required operation, the OEM procedure reference that mandates it, the appropriate labor time from OEM service data or a recognized collision estimating standard, and photographic documentation of the condition that necessitates the operation.
An adjuster who receives a supplement built this way has a much narrower basis for dispute than one who receives a line item with no supporting documentation. "We don't pay for that" is a position. "Show me why it's required" is a negotiation. We show them why it's required before they ask.
Dealing with Insurer Pushback
Supplement negotiations involve pushback. Adjusters are trained to push back on specific line item categories - aluminum repair time, scanning fees, calibration costs, OEM parts on non-structural components. We expect the pushback and we prepare for it specifically.
For calibration: we submit the manufacturer's technical service bulletin or service information document that specifies calibration as required after the affected repair operation. The requirement isn't our opinion. It's published by the vehicle manufacturer. An insurer who disputes a calibration line item supported by a manufacturer TSB is in an increasingly difficult position as ADAS litigation for calibration failures becomes more established in California courts.
For OEM parts: we document the specific reason OEM is required for each disputed component - whether that's sensor geometry, crash test certification, or OEM procedure requirement - and submit that documentation with the supplement. Where the vehicle has an OEM parts endorsement on the policy, we confirm that coverage and apply it directly. Where it doesn't, we argue on the basis of the OEM repair procedure requirement.
For labor time: we use published OEM service data and recognized collision industry estimating resources to support every time dispute. "Our system shows X hours" is a statement about their database average. "The OEM procedure requires Y hours" is a statement about the actual work. We document the OEM procedure and let the insurer explain in writing why their database average takes precedence over the manufacturer's published repair time.
Supplement Authorization Before Work Begins
We do not begin structural repair operations before we have written authorization for the full documented repair scope. A structural repair that gets stopped halfway through a supplement dispute because the insurer hasn't authorized the full frame straightening operation is a vehicle in a worse state than before we started. We get full authorization first. That sometimes means the repair timeline is longer than it would be if we just started and hoped the supplement came through. It means the repair is done correctly and completely when it is done.
OEM Parts: How We Argue for Them and When We Win
The OEM parts fight happens on virtually every significant insurance claim involving a luxury vehicle. Here's the strategic landscape.
Where OEM Is Non-Negotiable
On structural components - front rails, rear rails, floor cross-members, B-pillar reinforcements, rocker panel inners - we argue OEM as a safety requirement, not a preference. These components were crash-tested as part of the vehicle's occupant protection system. An aftermarket alternative manufactured to a different steel grade, different thickness, or different geometric specification does not perform identically in a subsequent collision. We document the OEM crash test certification requirement and the absence of equivalent certification for the aftermarket alternative.
On sensor-housing components - bumper covers, grille assemblies, quarter panels with integrated antenna elements - we argue OEM on the basis of dimensional specification for sensor function. The sensor aperture geometry, the mounting bracket positions, and the material thickness in front of radar modules are part of the sensor's field of view specification. We document the manufacturer's sensor integration requirements and the absence of dimensional certification for aftermarket alternatives.
On glass - windshields with HUD compatibility, acoustic interlayers, or integrated antenna systems - we document the optical, acoustic, and antenna specifications that are specific to the OEM part and absent from aftermarket alternatives.
Where OEM Is Policy-Covered
Many luxury vehicle insurance policies - particularly those written for vehicles over $60,000 - include OEM parts endorsements that specifically authorize OEM replacement parts for the first three to five years of the vehicle's life. We review your policy for OEM endorsement coverage before the estimate is written. Where the endorsement applies, OEM is authorized and we apply it without a supplement fight.
Where We Accept the Battle Selectively
On purely cosmetic non-structural components with no sensor integration and no safety system function, the OEM argument is weaker and the supplement fight is longer relative to the value of the win. We make strategic decisions about which OEM disputes are worth the time and which are not - always prioritizing structural and safety-system components over cosmetic ones. We tell you honestly where we expect to win and where we expect to compromise, so you can make informed decisions about how to proceed.
ADAS Calibration: The Line Item That Keeps Disappearing
ADAS calibration is the most consistently excluded line item on insurance estimates for luxury vehicle repairs in Los Angeles. It's also the most safety-critical one.
Every vehicle with a forward-facing camera requires static calibration after windshield replacement. Every vehicle with front radar requires calibration after front bumper replacement or structural front repair. Every vehicle with rear cross-traffic radar requires calibration after rear bumper or structural rear repair. Every vehicle with surround cameras requires calibration after any repair that affects camera mounting geometry.
These requirements are not optional and they are not debatable. They are published in the manufacturer's repair documentation. A forward-facing camera that has not been recalibrated after a windshield replacement is not operating to specification - it is operating from a pre-replacement baseline that no longer reflects the installed geometry. The automatic emergency braking system that camera feeds is therefore operating from a false input. That is a safety failure.
We include calibration on every estimate where the repair affects a sensor system. We document the manufacturer-specified calibration requirement for the specific vehicle, model, and sensor configuration. When the insurer excludes calibration from the authorized repair, we supplement it with the manufacturer procedure reference and we argue it.
In California, the litigation environment around ADAS calibration failures is developing in ways that make insurer exclusion of documented calibration requirements increasingly difficult to defend. An insurer who has on file a supplement request for calibration that they denied, followed by an accident involving a system that wasn't calibrated, has a document they don't want to be explaining in a deposition. That dynamic has shifted the supplement conversation on calibration meaningfully in the past three years.
Total Loss: When the Insurer Calls It and What to Do
A vehicle is declared a total loss when the insurer determines that the cost of repair exceeds a threshold percentage of the vehicle's actual cash value - typically 70 to 80 percent depending on the insurer and the state. In California, the threshold is not fixed by statute and varies by insurer.
When an insurer declares your vehicle a total loss, the claim shifts from a repair authorization to a vehicle valuation negotiation. The insurer offers you their determination of the vehicle's actual cash value - what they believe it was worth immediately before the loss. You can accept that valuation or dispute it.
The Valuation Process
The insurer's ACV determination is generated by their valuation vendor - typically CCC, Mitchell, or Audatex - using comparable vehicle sales data from the market. The comparable vehicles used in the valuation are supposed to be similar year, make, model, mileage, and condition vehicles from your geographic market. In practice, the selection of comparables and the adjustments applied to them involve methodology decisions that can produce a valuation lower than what the vehicle was actually worth on the open market.
Review the valuation report the insurer provides. Check every comparable they used - confirm the mileage, the trim level, the option packages, the condition rating, and the geographic market all reflect a genuine comparison to your vehicle. Differences between the comparable and your vehicle are supposed to generate adjustments. Low-mileage comparables, fully-optioned comparables, or certified pre-owned comparables that are compared to your vehicle without appropriate adjustments produce inflated comparables that support a higher ACV offer. Missing adjustments produce an undervalued offer.
How We Help on Total Loss Claims
We are not total loss appraisers, and we don't provide ACV valuations. But we do several things that matter in a total loss situation.
We provide a complete pre-loss condition documentation package - paint thickness gauge records, service history documentation, pre-loss photographs, and a written description of all options and modifications - that supports your position in the ACV negotiation. A vehicle with documented condition records is a vehicle the insurer can't arbitrarily condition-adjust downward without documentary support for their adjustment.
We help you understand whether the insurer's total loss determination is accurate. A vehicle declared a total loss based on an initial visual estimate may be repairable within the threshold when the actual repair scope is correctly documented. We've seen initial estimates significantly exceed the actual documented repair cost on structured assessments, pulling vehicles back across the total loss threshold. If you believe the total loss call is wrong, we'll do a complete documented teardown assessment that gives you accurate information to work with.
We refer you to independent licensed appraisers in the Los Angeles market who specialize in total loss ACV disputes when the negotiation requires professional appraisal support.
Retaining a Salvage Vehicle
If your vehicle is declared a total loss and you want to retain it - pay the insurer the salvage value, keep the vehicle, and repair it yourself - you have that right in California. Be aware that a salvage-titled vehicle in California has specific resale, registration, and insurance implications. We can discuss the repair scope and cost on a salvage vehicle so you can make an informed decision about whether retention makes financial sense.
Diminished Value: The Damage the Repair Doesn't Fix
This section matters for every vehicle owner involved in a significant collision, regardless of whether the repair was done correctly.
What Diminished Value Is
Diminished value is the difference between what your vehicle was worth immediately before the collision and what it is worth after - even after a correct, complete, fully documented repair. It exists because the accident history is permanent. The CarFax record shows the damage. Any informed buyer comparing your vehicle to an accident-free equivalent will discount the offer. That discount is the diminished value.
Diminished value is not speculation. It's a measurable market reality that affects the trade-in value, the private sale value, and the dealer appraised value of your vehicle from the moment the accident is recorded.
First-Party vs. Third-Party Diminished Value in California
California's law on diminished value claims is nuanced and requires careful attention to the claim type.
Third-party diminished value - a claim against the at-fault driver's liability insurance for the reduction in your vehicle's value caused by their negligence - is well-established in California. If someone else caused the accident, their insurer owes you not just the repair cost but the diminished value their insured's negligence caused to your vehicle. This is a separate claim from the repair claim, and it requires professional appraisal documentation to pursue effectively.
First-party diminished value - a claim against your own comprehensive or collision coverage - is more complex in California. California courts have not uniformly established a right to first-party diminished value, and many policies contain language that insurers argue limits their diminished value obligation. Whether you have a viable first-party diminished value claim depends on your specific policy language and the circumstances of the loss.
The Documentation That Makes the Claim Work
A diminished value claim requires a professional appraisal that establishes the pre-loss value, the post-repair value, and the methodology supporting the difference. The repair documentation package we provide - OEM procedure records, parts documentation, calibration reports, measurement reports, and photographic condition records - is exactly what the appraiser needs to establish that the repair was correct and that any remaining diminished value is attributable to the accident history, not to a deficient repair.
We work with qualified diminished value appraisers in the Los Angeles market and we introduce our clients to that resource as a standard part of the post-repair consultation on any significant collision. The appraisal window has a statute of limitations. Waiting costs you money.
Uninsured and Underinsured Motorist Claims
Uninsured motorist (UM) and underinsured motorist (UIM) coverage claims arise when the at-fault driver either has no insurance or has coverage limits too low to cover the full extent of your damages. In California, where uninsured driver rates remain significant, these claims are a practical reality for many collision victims.
How UM and UIM Claims Work
A UM or UIM claim is made against your own policy. Your insurer steps into the shoes of the at-fault uninsured or underinsured driver and handles the claim - in theory, fairly and completely. In practice, a UM/UIM claim against your own insurer is still an adversarial process. Your insurer has the same financial incentive to pay the minimum on a UM/UIM claim that a third-party insurer has on a liability claim. The advocacy process is the same.
We document the repair scope fully, submit the OEM-procedure-referenced estimate, and handle the supplement process on UM/UIM claims with the same rigor we apply to all other claim types. We document ADAS calibration requirements, OEM parts justifications, and structural repair operations with the same OEM procedure references whether the claim is against the at-fault driver's insurer or your own.
Hit-and-Run Claims
A hit-and-run claim in California is typically processed as a UM claim under your own policy. Requirements for a valid UM hit-and-run claim in California include a police report filed within a reasonable time, physical evidence of contact between the vehicles, and compliance with your policy's reporting requirements. We help you understand what documentation the claim requires and ensure the repair documentation supports the claim fully.
First-Party vs. Third-Party Claims: The Strategic Difference
Understanding which type of claim you're filing affects the strategy throughout the process.
First-Party Claims
A first-party claim is filed with your own insurance company under your own policy - typically comprehensive coverage for non-collision events or collision coverage for accidents. Your insurer is obligated to handle your claim fairly under both the policy terms and California's fair claims settlement practices regulations. The relationship is between you and your own insurer.
The practical dynamic on first-party claims: your insurer has a long-term relationship with you as a policyholder and some reputational incentive to handle your claim reasonably. They also have financial incentives to manage the claim cost, a direct repair network they'd prefer to use, and the same estimating software generating the same low initial estimates as every other insurer. The supplement process is the same. The advocacy is the same.
Third-Party Claims
A third-party claim is filed against the at-fault driver's liability insurance. You are not a customer of that insurer. They have no relationship obligation to you and no reputational stake in your satisfaction. Their obligation is to their insured - and their financial obligation to you extends to the reasonable cost of restoring your vehicle to its pre-loss condition.
The practical dynamic on third-party claims: the at-fault insurer is often more aggressive in supplement disputes because they have no customer relationship to protect. They may apply pressure to settle quickly and below full value. They may dispute the reasonableness of repair operations more aggressively than your own insurer would. We apply the same documented supplement process with heightened attention to building a paper trail that supports escalation through the appraisal process or through an attorney referral if necessary.
When to Involve an Attorney
We are a body shop, not a law firm. We handle the repair claim - the vehicle damage, the parts, the labor, the calibration, the documentation. We do not handle bodily injury claims, legal liability disputes, or bad faith insurance claims.
There are situations where the vehicle damage claim alone warrants attorney involvement, and we'll tell you honestly when we believe that threshold has been reached.
If the insurer is engaging in conduct that appears to violate California's fair claims settlement practices - material misrepresentation of your coverage, failure to acknowledge a claim within the timeframe required by California Code of Regulations, refusal to provide a reasonable explanation for a claim denial, repeated low-ball offers following documented supplement submissions - those are potential bad faith situations that a California insurance bad faith attorney should evaluate.
If the diminished value claim on a significant collision involves a dispute over ACV that the appraisal process hasn't resolved, an attorney experienced in first-party insurance disputes can pursue options that are beyond the scope of our advocacy role.
We maintain relationships with several California attorneys who specialize in first-party insurance disputes and diminished value litigation, and we make those introductions when the situation warrants. We don't refer indiscriminately - we refer when the facts of the specific situation suggest that legal representation would produce a materially better outcome than the supplement and appraisal process alone.
The Complete Auto Insurance Claim Process
Step 1 - Claim Consultation: Free 20-30 minute consultation before you give a recorded statement to any insurer. Damage assessment, coverage review, documentation strategy, and claim type determination. We establish the claim framework that protects the full scope of your damages from the first call.
Step 2 - Scene and Arrival Documentation: Comprehensive photographic record of the vehicle's condition at the accident scene and on arrival at our facility. Warning lights, visible damage, fluid leaks, and tire condition documented. Pre-repair paint thickness gauge readings recorded. Chain of custody from scene to shop established.
Step 3 - Pre-Repair ADAS Scan: Full module scan of all electronic systems before any disassembly begins. All active and stored fault codes documented. Soft codes that don't illuminate warning lights captured and logged. Pre-existing conditions established.
Step 4 - Blueprint Teardown: Complete disassembly of all components in the damage zone. Full photographic documentation of every hidden damage item found during teardown. No repair scope finalized until all damage is visible and documented.
Step 5 - OEM-Documented Repair Estimate: Complete estimate built with OEM part numbers, OEM procedure references for every required operation, and appropriate labor times from OEM service data. ADAS calibration requirements documented for the specific vehicle configuration. Structural repair operations including measuring, fixture time, and pull sequences documented separately.
Step 6 - Insurer Submission and Negotiation: Estimate submitted to insurer with full documentation package. Supplement negotiations conducted directly by our team. Every disputed line item supported with OEM procedure documentation, manufacturer TSBs, and photographic evidence. Aluminum repair requirements, scanning fees, and calibration costs argued with specific manufacturer references.
Step 7 - Authorization Confirmation: Written authorization confirmed for the full documented repair scope before structural work begins. No repair started on work the insurer hasn't authorized - because a half-completed structural repair is worse than an unstarted one.
Step 8 - Repair Execution: OEM procedures followed for every operation. Structural repair to ±1mm tolerance confirmed by 3D measuring system. Aluminum work in dedicated clean room. Correct welding process for each material grade. All operations photographed at each stage.
Step 9 - ADAS Calibration: Static and dynamic calibration per OEM specification for every affected sensor system. Calibration reports generated and added to the documentation package.
Step 10 - Post-Repair Scan and QC: Full module scan confirming no new fault codes and all systems showing ready status. Road test. Structural measurement report compared against pre-repair baseline. Visual inspection in natural daylight.
Step 11 - Documentation Package: Complete repair file prepared for the customer including pre-repair condition record, OEM parts documentation, repair procedure records, structural measurement reports, calibration reports, and post-repair scan results. This package supports your diminished value claim, your lease return documentation, and any future sale of the vehicle.
Step 12 - Post-Repair Consultation: Walk-through of the completed repair, documentation package review, diminished value claim referral where applicable, and attorney referral where the claim circumstances warrant.