Collision repair shops are increasingly being forced to “prove, substantiate and justify” every diagnostic and calibration procedure they perform as modern vehicles become more software- and sensor-dependent, according to speakers during an April 29 TechTalk360 webinar hosted by AirPro Diagnostics.
The webinar, document every diagnostic step correctly, featured Danny Gredinberg, administrator of the Database Enhancement Gateway and training facilitator with Collision Advice; Jordan Hendler, manager of the Collision Industry Conference and executive director of the Washington Metropolitan Auto Body Association; and George Avery, past chair of the Collision Industry Conference. The discussion focused on how inaccurate estimating database labour times, inconsistent OEM procedures and increasingly complex ADAS calibrations are reshaping reimbursement disputes between repairers and insurers.
“I just want to get paid for the work that I do. Nothing more, nothing less,” Gredinberg said while explaining the purpose of DEG, which allows repairers, insurers and estimators to submit database correction inquiries involving CCC, Mitchell and Solera estimating systems.
Gredinberg described DEG as a neutral intermediary between repairers and information providers designed to identify inaccurate labour times, missing parts listings and omitted operations within estimating databases.
According to figures presented during the webinar, DEG processed more than 2,170 inquiries during 2025 and had already received 476 inquiries during the first quarter of 2026. Of those 2026 inquiries, 218 resulted in database changes.
Those corrections added nearly 472 labour hours to body operations, nearly 78 labour hours to refinish operations and more than US$5,700 in parts pricing corrections across the three estimating platforms.
Several examples presented during the webinar illustrated how database corrections can significantly affect repair reimbursement.
In one case involving a Mercedes-Benz C300 rear body panel replacement, CCC increased the published labour time from 10.2 hours to 17.5 hours after reviewing technician documentation and OEM repair procedures submitted through DEG.
“The concern was the time to perform that task was simply not sufficient,” Gredinberg said while discussing the repair.
Another inquiry involving a Volkswagen ID Buzz bumper refinish operation increased refinish time from 3.0 to 4.7 hours after a shop documented the amount of prep and masking required around grille openings and textured surfaces. “It’s all about telling your story here and justifying it and proving it each and every single time,” he said.
Much of the webinar focused on ADAS calibration procedures and the growing complexity surrounding radar, camera and sensor aiming requirements.
Using a 2024 Hyundai Tucson front radar calibration as a case study, Gredinberg demonstrated how OEM procedures frequently require operations — including tire pressure checks, wheel alignment verification and environmental setup — that estimating systems do not automatically include in published calibration labour times. “We want to research each individual component utilizing the OEM information,” he said. “Don’t assume.”
He also warned repairers against treating all calibrations as identical procedures across manufacturers. “Never assume that every calibration or every aiming step is going to be the same,” Gredinberg said.
Another major theme was the importance of OEM terminology and documentation consistency. “If the OEM calls it an aiming procedure, identify it as an aiming procedure on your repair plan,” Gredinberg said. “If they call it a calibration, call it a calibration.”
The discussion also highlighted tension between insurers and repairers surrounding estimating databases and reimbursement practices. “We’re all sick of hearing ‘that’s what the computer says,’” Avery said while discussing insurer reliance on estimating system outputs.
Gredinberg responded that DEG corrections work both ways and are intended to improve estimating accuracy overall rather than simply increase labour times. “It’s not for more. It’s not for less. It’s just for accuracy,” he said.
Hendler added that many labour entries for new vehicle models are initially carried over from previous vehicles because fully time-studying every repair operation on every model would be impractical.
Gredinberg said evolving OEM repair procedures can leave estimating databases lagging behind actual repair complexity, citing Ford aluminum F-150 repairs and changing Tesla procedures as examples.
He also estimated that inaccurate labour times on a single Mercedes rear body panel operation may have cost the industry roughly US$300,000 in unreimbursed labour before the database correction was issued.
“Documentation is the key for the conversation, but also to get reimbursed for the work that you’re doing,” Gredinberg said.
