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Frame straightening
Frame straightening restores a vehicle's structural alignment to factory specification after collision damage bends, twists, or compresses the frame or unibody. Using computerized three-dimensional measuring equipment accurate to within 1mm, every repair is confirmed against manufacturer tolerances before any bodywork or paint begins.
Frame straightening
A vehicle can look undamaged after a collision and still have a frame out of alignment by several millimetres — enough to affect tire wear, suspension geometry and long-term safety. Frame straightening corrects the structure itself, not just the cosmetic surface.
A vehicle can look undamaged after a collision and still have a frame out of alignment by several millimetres — enough to affect tire wear, suspension geometry and long-term safety. Frame straightening corrects the problem at the structural level, not just the cosmetic surface.
Before any pulls, the vehicle is mounted to a measuring system and 40–60 reference points are mapped against the manufacturer's published specifications, establishing exactly where the frame deviates and by how much.
The vehicle is secured to the frame rack at anchor points chosen for the damage type, not convenience. Hydraulic rams and chains then apply force in the precise direction and magnitude required — overcorrection is as damaging as under-correction, so pressure is applied incrementally with remeasurement between each pull.
What it covers
Priced and documented as its own line — separate from panel and paint work.
A vehicle can look undamaged and still have a frame out of alignment by several millimetres — enough to affect tire wear, suspension geometry and long-term safety. Frame straightening corrects the structure itself, not just the visible surface.
Misalignment is identified to within 1mm using computerized three-dimensional measuring equipment, mapped against the manufacturer's published specifications before any pulling begins.
No vehicle leaves the frame rack until a full remeasurement confirms all 40–60 reference points are back within manufacturer tolerance.
Factory welds and structural seams in the repaired zone are inspected, and any welds cracked or separated under impact stress are repaired before bodywork begins.
Once frame straightening is confirmed, the vehicle proceeds to full collision repair — panel replacement, paint matching and reassembly — in the same building.
A single-point impact pushes a rail or section out of its original plane.
The entire front or rear of the vehicle is displaced left or right from centerline.
Opposite corners of the vehicle sit at different heights, affecting all four contact points.
The frame is parallelogram-shaped rather than square, typically from a corner impact.
Compression along the length of the vehicle shortens the wheelbase, common in front-end collisions.
On vehicles without a traditional ladder frame, the structural pan or pillars are deformed. Each damage type requires a different pull vector and anchor point — correctly identifying it before any pulling begins is what separates a precise repair from one that introduces secondary misalignment.
How it works
Structural correction only proceeds once the damage is measured and mapped — and nothing leaves the rack until it's reverified.
Before any pulls, we mount the vehicle to a measuring system and map 40–60 reference points against the manufacturer's published specifications. This establishes exactly where the frame deviates and by how much.
The vehicle is secured to the frame rack at anchor points that will not introduce secondary stress during correction. Anchor placement is determined by the damage type, not by convenience.
Hydraulic rams and chains apply force in the precise direction and magnitude required to return each damaged section to specification. Pressure is applied incrementally, with remeasurement between each pull.
Once target specification is reached, a full remeasurement confirms all 40–60 reference points are within tolerance. No vehicle leaves the frame rack until computerized verification is complete.
All factory welds and structural seams in the repaired zone are inspected. Any welds that have cracked or separated under impact stress are repaired before bodywork begins.
Why this shop
Misalignment is measured to within 1mm against manufacturer specification, and no vehicle leaves the rack until a full remeasurement confirms every reference point is back in tolerance.
We work directly with all major carriers, provide written estimates for insurance submission, and submit any additional structural damage found after teardown as a supplement rather than absorbing or hiding it.
Once frame straightening is confirmed, your vehicle proceeds straight into collision repair — panel replacement, paint matching and reassembly — without being sent to a separate shop.
Most vehicles, from body-on-frame trucks to unibody cars, can be structurally straightened if the deformation is within correctable limits; where impact has caused cracking, tearing, or metallurgical fatigue, section replacement is recommended instead.
TownDrive to shop
Woburn, Burlington and Lexington drivers are within 15 minutes of the shop. Free structural assessments either way — call (781) 271-9110.
1–3 days depending on the severity and type of structural damage. Minor sway or bend damage at a single point is typically corrected in one day. Compound damage types — such as twist combined with mash — require more setup time and multiple measurement cycles, extending the timeline to 2–3 days before bodywork begins.
Yes. A car straightened to factory specification is safe to drive — the goal of the repair is to return all structural reference points to within manufacturer tolerance, the same alignment the vehicle had when it left the factory. We confirm this with computerized measurement verification before the vehicle is released. A frame repaired to specification is structurally equivalent to one that was never damaged.
Uneven panel gaps after a collision, doors or a trunk that don't close correctly, the steering wheel sitting off-center while driving straight, or unusual tire wear patterns that develop after an accident. The only way to confirm structural misalignment is through a computerized measurement baseline.
Most vehicles — both body-on-frame trucks and unibody cars — can be structurally straightened if the deformation is within correctable limits. In cases where impact forces have caused cracking, tearing, or metallurgical fatigue, section replacement is required rather than straightening.
Disclosed, properly repaired frame damage does not eliminate a vehicle's resale value, though it will appear on a vehicle history report if the repair was part of an insurance claim. A computerized measurement report showing post-repair alignment to factory specification is documentation that supports the quality of the structural repair.
Typically $500 to $2,500 depending on the severity of the structural damage and the number of pull points required. Minor sway or bend damage at a single point falls at the lower end of that range. Compound damage types — twist, diamond, or mash — require more anchor setups and measurement cycles, which increases labor time and cost. Most frame repairs resulting from covered collisions are billed directly to the insurance carrier.
Free estimates · All major insurers · Bedford, MA since 2005