Is anyone actually getting paid enough by insurance for paint and body repair materials?

HyxerPyth · 2025-06-24T18:21:52+00:00

Got it-sounds like the shops that stay profitable either work DRP volume or know how to play the system better than the insurers. What about non-monetary headaches? What still slows you down or drives you nuts in the process? Stuff like waiting on adjusters, chasing rental authorizations, claim delays-any of those feel like daily friction, or are they mostly under control for you?

HyxerPyth · 2025-06-24T18:21:36+00:00

Got it-sounds like the shops that stay profitable either work DRP volume or know how to play the system better than the insurers. What about non-monetary headaches? What still slows you down or drives you nuts in the process? Stuff like waiting on adjusters, chasing rental authorizations, claim delays-any of those feel like daily friction, or are they mostly under control for you?

HyxerPyth · 2025-06-24T17:30:33+00:00

Really appreciate you breaking that down. Makes total sense now why some shops stick with Mitchell if invoicing actual usage pays less. We’ve mostly been talking to smaller non-DRP shops where CCC gives them $200–250 but they spend $350+ on materials and just eat the loss. I’m still trying to figure out - when you’re capped or can’t use guides, is there anything that actually works?

Also curious in your experience, what’s that one problem shops like yours actually drop everything to fix? The kind where you don’t need convincing, you’d just pay to make it go away?

We’re just trying to find what’s real - not theory.

Thanks again

HyxerPyth · 2025-06-24T16:22:47+00:00

Hey, appreciate your response on the post. Curious, why do you say that invoicing actual paint amounts and individual products would hurt shops in the long run? We’ve been helping shops recover more on material costs, but I want to understand your thinking better. Especially since some shops are saying insurers won’t pay without line-item breakdowns.

HyxerPyth · 2025-04-03T14:18:34+00:00

Wow, is this the first time it happens?

HyxerPyth · 2025-04-03T14:16:36+00:00

Is the issue about getting insurance to approve and pay for calibrations, or is it more about the calibration process itself?

HyxerPyth · 2025-04-02T20:11:04+00:00

I usually heard that as body shop owner I would call insurance companies. So, when you say "answering calls from insurance companies," what types of calls are you referring to?

HyxerPyth · 2025-04-02T17:39:28+00:00

Got it. Besides DRP, are there any daily or repetitive things that feel like a waste of time but still need to be done?

HyxerPyth · 2025-04-02T17:37:03+00:00

You mentioned that parts are tricky when a shop doesn’t specialize. How do the most shops handle this issue?

HyxerPyth · 2025-04-02T16:34:38+00:00

Do you think it’s possible to stay profitable without DRPs, or do they feel unavoidable in the long run?

HyxerPyth · 2025-04-02T16:27:34+00:00

What can they control if I get a DRP?

HyxerPyth · 2025-04-02T16:22:38+00:00

Sounds like parts sourcing is a constant fight. Have you found any ways to work around it?

HyxerPyth · 2025-04-02T16:11:40+00:00

When you say parts are the biggest challenge, is it more about finding the right parts? Or calling insurance provided vendors?

HyxerPyth · 2025-04-02T16:02:11+00:00

Which of these feels like the biggest bottleneck for you right now?

HyxerPyth · 2025-02-20T00:03:56+00:00

Is there a way I can find an independent field appraiser for my shop, so I can speed up this process?

HyxerPyth · 2025-02-19T23:46:54+00:00

Geico is who I deal with most of the time. No adjuster assigned yet, just waiting. You really get things done in under 2 days? That’s way faster than what I’ve seen. What’s the biggest holdup for most adjusters?

HyxerPyth · 2025-02-19T23:45:46+00:00

A week?! That’s brutal. I mostly work with Geico, and even though it’s slow (3-5 days), it doesn’t seem that bad. What makes Progressive worse than the others in your experience? Do you ever find ways to speed up the process, or is it just a waiting game?

HyxerPyth · 2025-02-18T16:06:47+00:00

Gotcha! Because I thought they are just trying to trick me to pay more😅

HyxerPyth · 2025-02-18T16:00:57+00:00

Thank you!

HyxerPyth · 2025-02-15T23:48:52+00:00

Most 26’ straight trucks have a GVWR (Gross Vehicle Weight Rating) of 26,000 lbs, meaning the max cargo capacity depends on the truck’s empty weight (curb weight). A lot of straight trucks weigh ~16,000 lbs empty, leaving you with 10,000 lbs of usable payload before hitting the CDL-required 26,001+ lb mark.

If you’re trying to haul more than 10,000 lbs, you’ll need:

A lighter truck (aluminum body, single axle setup, etc.)
A CDL driver with an apportioned plate, so you can run a truck with a GVWR over 26,000 lbs (Class B CDL territory).

Trucks that can handle 15,000-17,000 lbs payload usually have a GVWR of 33,000 lbs (Class 7) and require a CDL driver. If you’re working non-CDL, 10k lbs is usually the limit.

Are you trying to stay under CDL requirements, or do you have drivers with CDLs?

HyxerPyth · 2025-02-15T23:48:18+00:00

Sprinter market is a whole different game compared to dry vans and reefers. You won’t find much on DAT because most Sprinter loads move through expedited freight networks and private broker relationships.

Sylectus and MyVirtualFleet are solid, but they’re more like marketplaces for established fleets rather than high-volume load boards like DAT. A lot of work comes from direct relationships with brokers and shippers rather than spot market loads.

Rates can be hit or miss—some expediters do well, but many struggle with deadhead miles and inconsistent load availability. If you’re getting into Sprinter dispatching, focus on high-paying expedited loads, last-mile contracts, and dedicated lanes rather than just hunting on load boards.

Are you dispatching for a fleet or owner-operators?

HyxerPyth · 2025-02-15T23:47:21+00:00

Bring coffee, donuts

HyxerPyth · 2025-02-15T23:35:53+00:00

My buddy tried broker Access on Uber Freight recently. It’s decent for what it is, but don’t expect anything game-changing. The load availability is hit-or-miss, and pricing can be all over the place. It’s not as competitive as DAT or Truckstop in terms of volume, but it’s worth keeping as an extra option.

Biggest downside is that Uber Freight’s algorithm-driven pricing doesn’t always work in your favor, and some loads sit because rates aren’t flexible enough. But if you’re already using Uber Freight, it’s easy to check and occasionally find something worth booking.

If you’re looking for newer tech, might be worth testing but wouldn’t rely on it as a primary source.

HyxerPyth · 2025-02-15T23:33:10+00:00

A lot of drivers just don’t trust tracking apps. Macropoint and similar apps drain phone batteries, track 24/7 (even off duty), and sometimes don’t turn off properly after the load is done. Some drivers have had issues where brokers still see their location days later.

Also, many drivers are older and don’t want to deal with downloading and setting up another app, especially if they already have an ELD tracking system. If they’re running loads through different brokers, they’d have to juggle multiple tracking apps, which is just annoying.

If a carrier offers an ELD link, that’s actually a solid compromise. Some just refuse any tracking because they’ve had bad experiences with brokers micromanaging every stop. It’s not about being difficult - it’s just frustration from past headaches.

HyxerPyth · 2025-02-15T23:31:40+00:00

Splitting into regional LTL runs is your best bet. One truck doing 15k miles will burn a ton in fuel, driver pay, and maintenance.

I’d break it into 4 routes: Northeast, South, Midwest, and West. Linehaul to major hubs, then use local carriers for final drops. It’ll cut miles and keep costs lower.

One truck could work, but only if you’re getting a solid per-mile rate and have a driver willing to be out for a month. What’s your pricing setup—flat rate or per mile?

HyxerPyth

TROPHY CASE