A bent frame is the repair you never see — and the one that decides whether your car protects your family in the next crash. At Green Tech Collision Center we don't guess it straight by eye. We anchor your vehicle on a frame machine, pull it back with controlled force, and verify every point with computerized measuring to the manufacturer's exact tolerances.
Yes — a modern unibody can be measured and pulled back to factory tolerance on a frame machine when the work is done to OEM specification, and we verify it with computerized measuring rather than guessing by eye. That distinction is the whole job. Anyone can hook a chain to a car and pull. Restoring the structure to the numbers the engineer designed it around, so it crashes the way it was meant to, is a completely different level of work.
Your vehicle's structure is the skeleton that holds everything in alignment and manages the energy of an impact. When it's pushed out of shape, the damage often hides beneath straight-looking panels: a shifted frame rail, a tweaked strut tower, a crumple zone that no longer folds the way it should. Left uncorrected, that hidden distortion pulls the wheels out of alignment, throws off the ADAS cameras and radar that aim off the body, and quietly removes the protection you're counting on. This is why frame and structural work is the invisible repair that decides whether the car protects your family again.
Green Tech Collision Center has straightened and rebuilt structures for Inland Empire drivers since 2006. We don't compete on the fastest pull or the cheapest estimate — we compete on doing it measured, documented and correct, so the car that leaves our shop is as strong as the one that rolled off the line.
Before anything moves, we measure the whole structure against factory data with laser and computerized systems — so we work from real numbers, not a guess.
The vehicle is locked onto a frame bench and pulled back with controlled, multi-point force — bringing each rail and section back to its designed position.
When a section is damaged past a safe pull, we cut and replace it exactly where and how the OEM procedure specifies — no shortcuts, no improvised joints.
Crush zones are rebuilt to spec so they fold in a controlled way in the next impact — that engineered fold is what absorbs the crash instead of you.
Modern structures mix boron and high-strength steels with aluminum, each with its own rules for heat, welding and repair-vs-replace. We follow them to the letter.
We re-measure to confirm factory tolerance, then recalibrate the ADAS and safety systems that aim off the structure before your car leaves.
The structure is anchored to the bench and measured throughout the pull — so we can prove your vehicle is back to factory tolerance, not just that it looks straight from the outside.
A full frame is a separate steel ladder the body bolts onto — common on trucks and older vehicles. A unibody welds the frame and body into one structure, which is how nearly every modern car and crossover is built. In a unibody, the entire shell shares the job of managing a crash, so a small amount of distortion in one rail affects how the whole car behaves. That's why an eyeballed pull is never enough — it takes computerized measuring against factory data to know the structure is truly back where it belongs.
Every case is unique, and the price follows the measuring results rather than a number pulled from thin air. Minor structural pulls — where the measuring confirms the structure needs only a modest correction — can run from a few hundred to a couple thousand dollars. Severe structural damage runs much higher, and it's often the point where the insurer must decide between repairing the vehicle and declaring it a total loss. That's a real fork in the road, and it's exactly why an accurate measure comes first — the numbers, not an opinion, tell you what the car actually needs.
Because no two structural repairs are the same, we don't quote a frame off a photo and a hunch. We put the vehicle on the bench, measure it against factory data, and show you what the structure is telling us. If you're wondering whether the damage is even worth repairing, that inspection is where the honest answer lives — see our overview at collision repair, and if you're weighing a payout, our thinking on whether a car is totaled. Either way, the inspection and estimate are free, and you'll leave knowing exactly where you stand — no pressure, no guesswork.
Yes. A modern unibody can be measured and pulled back to factory tolerance on a frame machine when the work is done to the manufacturer's specification. At Green Tech Collision Center we anchor the vehicle, apply controlled pulls, and verify the result with computerized measuring rather than guessing by eye. When a structural section is damaged beyond a safe pull, we section and replace it exactly as the OEM procedure requires.
It can be, once the structure is measured back to factory tolerance and every crumple zone is restored to spec. Those zones are engineered to fold in a precise way to protect you in the next crash, so they must be repaired exactly, not approximated. We confirm the structure with computerized measuring and recalibrate the ADAS and safety systems that depend on that structure before the car goes back on the road.
Every case is unique and the price follows the measuring results, not a guess. Minor structural pulls can run from a few hundred to a couple thousand dollars. Severe structural damage runs much higher and is often the point where the insurer must decide between repairing the vehicle and declaring it a total loss. We measure first and give you a free, honest inspection and estimate before any work begins.
A full frame is a separate steel ladder that the body bolts onto, common on trucks and older vehicles. A unibody merges the frame and body into one welded structure, which is how most modern cars and crossovers are built. Unibody repair demands computerized measuring and OEM sectioning procedures because the whole shell works together to manage crash energy, so an eyeballed pull is not enough.
Frame and structural repair rarely stands alone — it connects to your safety systems and the full collision job. Explore more, or find your city:
Not sure how bad it is? We'll put the vehicle on the bench, measure the structure against factory data, and tell you honestly what it takes — including whether repair or a total-loss claim is the smarter call. No pressure, no guesswork. Just the truth the numbers show.