100+ Free I-CAR Non-Structural Practice Questions

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Question 1

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PUR (polyurethane) bumper covers and trim parts are characterized as:

Thermoplastic — they melt easily and are always welded

Glass-fiber-only

Aluminum

Thermoset plastics — they will not re-melt and are welded with limited methods, usually adhesive-repaired

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2026 Statistics

Key Facts: I-CAR Non-Structural Exam

ProLevels in the role pathway

I-CAR ProLevel 1, 2, 3

Body-filler cream hardener ratio

I-CAR / filler maker spec

36-80-180

Filler sanding grit progression

I-CAR Non-Structural curriculum

~98%

Late-model bumper covers using PP/TPO

I-CAR / Polyvance

~9 of 10

MY 2023 vehicles requiring windshield ADAS calibration

Industry / OEM data

Annual

Gold Class role training cadence

I-CAR Gold Class standards

The I-CAR ProLevel Non-Structural Technician pathway is the leading credential for cosmetic panel repair in U.S. collision shops. The three-level training covers bolt-on vs adhesive-bonded panel replacement, plastic identification and repair (PP, TPO, ABS, PUR), body filler mixed at about 2% hardener with a 36-80-180 grit progression, glass R&I with urethane bonding, and awareness of SRS disable before welding and ADAS camera calibration after windshield replacement. Gold Class shops require half of non-structural employees to reach ProLevel 2 and maintain annual training. Platinum status requires ProLevel 3 plus the Aluminum Panel Dent Removal hands-on course.

Sample I-CAR Non-Structural Practice Questions

Try these sample questions to test your I-CAR Non-Structural exam readiness. Each question includes a detailed explanation. Start the interactive quiz above for the full 100+ question experience with AI tutoring.

1A non-structural technician is preparing to replace a bolt-on front fender. Which fastener type is MOST commonly used to secure a bolt-on outer fender to the vehicle body?

A.Plug welds and seam sealer

B.Threaded bolts (typically M6 or M8) with captured nuts or weld nuts in the body

C.Structural adhesive only

D.Spot welds removed with a chisel

Explanation: Bolt-on outer panels such as front fenders are attached with threaded fasteners — usually M6 or M8 bolts threading into captured nuts or weld nuts inside the body or apron. The fender bolts to the inner apron, hinge pillar, cowl, and radiator support. Bolt-on panels are removed and installed without welding or adhesive. Plug welds and structural adhesive are used for welded or bonded panel replacement (quarter panels, roof skins) — not bolt-on fenders.

2According to I-CAR, the FIRST step before starting any non-structural repair is to:

A.Mix body filler

B.Research and follow the OEM repair procedure for the specific vehicle

C.Apply panel-bonding adhesive

D.Sand the damaged area with 36-grit

Explanation: I-CAR teaches that researching the OEM (vehicle maker) repair procedure is the first step in any collision repair. OEM procedures dictate panel-replacement method (bolt-on, welded, or bonded), sectioning locations, adhesive vs. weld requirements, corrosion-protection steps, and ADAS/restraint considerations. Skipping research can void warranties and leave unsafe repairs. Mixing filler, applying adhesive, or sanding all come after the OEM procedure is reviewed.

3Which plastic ISO code identifies polypropylene, the most common substrate used in modern bumper covers?

A.PC

B.PMMA

C.PP

D.ABS

Explanation: PP is the ISO code for polypropylene. Roughly 98% of late-model bumper covers are molded from PP or a PP/TPO blend. The ISO code is stamped on the back side of the cover and dictates the correct repair material (welding rod or adhesive). PC is polycarbonate (headlamp lenses), PMMA is acrylic (taillamp lenses), and ABS is acrylonitrile-butadiene-styrene (interior trim, some grilles).

4A bumper cover is stamped 'TPO' on the back side. Before performing a two-part adhesive repair, the technician MUST:

A.Sand the repair area first, then clean it

B.Clean with soap and water, dry, then wipe with a recommended cleaner and apply a plastic adhesion promoter

C.Apply body filler directly to the substrate

D.Heat the cover to 400 degrees Fahrenheit

Explanation: TPO (thermoplastic olefin) and PP have low surface energy and will not bond reliably to adhesive or paint without a plastic adhesion promoter. The I-CAR-recommended sequence is: wash with soap and water, dry, wipe with the cleaner specified by the repair-material maker (one direction to reduce static), sand, re-clean, then apply the adhesion promoter, then the two-part adhesive. Sanding before cleaning drives contaminants into the substrate. Body filler does not adhere to bare TPO. 400 F would melt the cover.

5Which body-filler mixing ratio is recommended by most filler makers and taught by I-CAR?

A.About 2% cream hardener by volume

B.About 10% cream hardener by volume

C.Equal parts hardener and filler

D.No hardener if the shop is warm

Explanation: Industry-standard polyester body fillers cure with about 2% benzoyl-peroxide cream hardener by volume — a rule of thumb is a 75 mm strip of hardener on a 75 mm puddle of filler. Too much hardener makes the filler brittle, causes pinholes, and bleeds stains through paint. Too little leaves the filler soft and tacky. Mix by folding rather than stirring to avoid trapping air, and always use the same brand of hardener and filler.

6After body filler has cured, which grit progression is recommended for shaping and refining the surface for primer?

A.180 to 320 to 600

B.36 to 80 to 180

C.220 to 400 to 1000

D.60 to 240 to 80

Explanation: Cured polyester filler is shaped with coarse abrasives first to remove excess material, then refined progressively. The I-CAR-taught progression is 36 grit (rough shape, removing major high spots), 80 grit (level and contour), and 180 grit (final shape, primer-ready surface). Skipping grits leaves coarser scratches uncovered, and starting with 180 grit takes too long and overheats the filler. Finer grits (320+) are used after primer-surfacer, not on bare filler.

7When applying body filler over a repaired panel, the technician should:

A.Apply one thick coat to save time

B.Apply multiple thin coats, each less than about 6 mm (1/4 inch) thick

C.Apply filler over rust or paint

D.Add solvent to thin the filler before spreading

Explanation: Body filler should be applied in multiple thin coats, ideally less than 6 mm (1/4 inch) per layer. Thick coats trap heat and air, which causes pinholes, lifting, and improper curing. Filler bonds only to clean, sanded bare metal — never to rust, paint, e-coat, or undercoat that has not been removed. Thinning filler with solvent destroys its physical properties. Multiple thin coats produce a denser, smoother repair.

8During pick-and-file metal straightening on a steel outer panel, the purpose of the body file is to:

A.Cut completely through the panel

B.Identify high spots so the pick can target the low spots underneath

C.Apply heat to shrink the metal

D.Remove paint from the entire panel

Explanation: Pick-and-file is a cold-working technique used to finish small dents in steel. After roughing the dent close, the technician files the area with a flexible body file (or vixen file). High spots are cut by the file and appear shiny; low spots remain dull. The technician then uses a pick or pick hammer from the back side to raise only the low spots. The file diagnoses the surface — it is not meant to cut through the panel.

9Which combination of tools is used to work a small dent in a steel outer panel from both sides simultaneously?

A.Sledgehammer and chisel

B.Body hammer and dolly

C.Air chisel and grinder

D.Welding torch and wet rag

Explanation: A body hammer and dolly is the classic two-handed metal-finishing tool combination. The dolly supports the back side of the panel while the hammer strikes the front (hammer-on-dolly to raise low spots) or near it (hammer-off-dolly to lower high spots). Sledgehammers and chisels are too aggressive and distort the panel. Welding torches add heat, which on modern high-strength steels can change the metallurgy and is not recommended for cold-working dents.

10Before welding ANY panel on a vehicle equipped with a supplemental restraint system (SRS), I-CAR teaches that the technician must:

A.Continue welding — modern airbags are weld-resistant

B.Disconnect the battery and disable/disconnect the airbag system per the OEM procedure before welding

C.Only weld with the engine running

D.Apply water to the SRS sensors

Explanation: Welding currents and heat can deploy airbags or damage SRS electronics. I-CAR and every vehicle maker require that the battery be disconnected and the SRS system be disabled (and often the airbag modules physically removed) following the OEM disable procedure before welding. The wait time after disconnecting power varies (often 90 seconds to several minutes) so the SRS capacitor discharges. Failure to do so risks accidental deployment and serious injury.

About the I-CAR Non-Structural Exam

I-CAR's ProLevel Non-Structural Technician pathway prepares collision repair technicians to remove, repair, and replace outer body panels and trim. The three-level pathway (ProLevel 1 through ProLevel 3) covers bolt-on, welded, and adhesive-bonded panel replacement; plastic identification and repair (PP, TPO, ABS, PC, PMMA, PUR); cosmetic dent repair using pick-and-file, hammer-and-dolly, PDR, and stud nailer; body-filler chemistry and application; trim, moulding, and glass R&I; corrosion protection; and awareness of supplemental restraint systems (SRS) and advanced driver assistance systems (ADAS). ProLevel 3 plus the required Aluminum Panel Dent Removal hands-on course qualifies the technician for Platinum recognition. Gold Class shops must keep role training current annually.

Assessment

Online, virtual, and hands-on courses, each with an end-of-program exam

Time Limit

Varies by course / end-of-program exam

Passing Score

Set by I-CAR per course

Exam Fee

Bundled in subscription or per-course pricing (I-CAR (Inter-Industry Conference on Auto Collision Repair))

I-CAR Non-Structural Exam Content Outline

25%

Panel Removal, Replacement, and Bonded Panels

Bolt-on outer panels with captured nuts and weld nuts, OEM procedures, welded replacement (spot-weld removal, plug welds, weld-through primer), adhesive-bonded panels (door skins, roof skins), weld-bonding, and self-piercing rivets on aluminum-intensive vehicles

20%

Plastic Repair (Adhesive and Welding)

ISO codes on the back of plastic parts (PP, TPO, ABS, PC, PMMA, PUR), two-part flexible adhesive repair, V-groove preparation at about 75% wall thickness, hot-air and nitrogen welding with matching rod, TPO adhesion-promoter requirement

20%

Metal Straightening and Body Filler

Pick-and-file, hammer-and-dolly, glue-pull paintless dent repair, stud nailer with slide hammer, polyester filler with 2% benzoyl-peroxide cream hardener mixed by folding, multiple thin coats under 6 mm, and the 36-80-180 grit sanding progression

15%

Trim, Moulding, Glass, and Urethane

One-time-use clips, new double-sided tape with adhesion promoter, 3M 8008 and equivalent OEM moulding adhesives, full-cut vs partial-cut windshield removal, pinchweld primer and prep, and urethane minimum drive-away time charts

20%

SRS and ADAS Awareness

SRS disable before any welding, replacement of deployed airbags, pretensioners, and clock-springs, windshield-mounted forward camera calibration after windshield R&I, radar and ultrasonic sensor calibration after bumper R&I, static vs dynamic calibration

How to Pass the I-CAR Non-Structural Exam

What You Need to Know

Passing score: Set by I-CAR per course
Assessment: Online, virtual, and hands-on courses, each with an end-of-program exam
Time limit: Varies by course / end-of-program exam
Exam fee: Bundled in subscription or per-course pricing

Keys to Passing

Complete 500+ practice questions
Score 80%+ consistently before scheduling
Focus on highest-weighted sections
Use our AI tutor for tough concepts

I-CAR Non-Structural Study Tips from Top Performers

1Memorize the ISO codes you will see on the back of plastic parts: PP, TPO, ABS, PC, PMMA, PUR — they drive every repair-material choice

2Know that TPO and PP need an adhesion promoter and the wash-clean-sand-reclean-promoter-adhesive sequence

3Remember the body-filler mixing ratio of about 2% cream hardener, folded (not stirred), on a clean non-porous board

4Practice the 36-80-180 grit progression for filler shaping; finer grits are for primer block-sanding

5Disconnect the battery and disable SRS per the OEM procedure before ANY welding on the vehicle

6Treat any windshield replacement on a camera-equipped vehicle as requiring calibration before delivery

7Use new one-time-use clips and new double-sided tape with adhesion promoter when reinstalling mouldings (3M 8008 or equivalent for OEM moulding adhesive)

8Keep aluminum tools and abrasives strictly separate from steel — cross-contamination causes galvanic corrosion in aluminum panels

Frequently Asked Questions

What is the I-CAR ProLevel Non-Structural Technician pathway?

It is I-CAR's three-level role training program for collision technicians who remove, repair, and replace outer body panels and trim. The pathway moves from ProLevel 1 (fundamental knowledge), to ProLevel 2 (foundational skills with hands-on training), to ProLevel 3 (advanced topics). Completing ProLevel 3 plus the required Aluminum Panel Dent Removal hands-on course qualifies the technician for Platinum recognition.

How does the Non-Structural Technician role fit into Gold Class shops?

I-CAR Gold Class status requires the shop to maintain annual training for four core roles: Estimator, Non-Structural Technician, Steel Structural Technician, and Refinish Technician. For the Non-Structural role, at least half of the employees in that role must have reached ProLevel 2, and annual training must be kept current to maintain Gold Class.

What topics are covered in ProLevel 1 Non-Structural?

ProLevel 1 covers cosmetic panel R&I, plastic identification (PP, TPO, ABS, PC, PMMA, PUR) and adhesive repair basics, metal straightening with pick-and-file and hammer-and-dolly, body filler application, trim and moulding R&I, glass R&I awareness, fasteners and torque, SRS disable procedures before welding, and ADAS awareness including calibration triggers.

Do non-structural technicians need to perform ADAS calibrations?

I-CAR teaches awareness, not full calibration responsibility. Non-structural technicians must recognize when components (windshield-mounted forward camera, front radar, blind-spot radar, parking ultrasonic sensors, surround-view cameras) are present, avoid damaging them during disassembly, and identify when calibration is required after work (for example, after any windshield replacement on a camera-equipped vehicle). The actual calibration may be performed by a specialist or sublet.

What is the difference between welded and bonded panel replacement?

Welded replacement drills out factory spot welds and replaces the panel with plug welds or spot welds plus weld-through primer on flanges. Bonded replacement uses two-part structural adhesive, often with clamps and sometimes self-piercing rivets or weld-bonding. The OEM repair procedure dictates which method is approved for the specific panel — many modern outer panels (door skins, roof skins, some quarters, aluminum-intensive vehicles) are bonded rather than welded.

How is body filler properly mixed and applied?

Polyester body filler is mixed with about 2% benzoyl-peroxide cream hardener by volume — a rule of thumb is a 75 mm strip of hardener on a 75 mm puddle of filler. Fold (do not stir) on a clean non-porous board. Apply multiple thin coats less than 6 mm each over bare, 80-grit sanded metal. Shape with 36 grit, refine with 80 grit, then 180 grit for a primer-ready surface.

Why does TPO require a plastic adhesion promoter?

TPO and PP are low-surface-energy plastics — paint and adhesives bead up and will not bond reliably without an adhesion promoter. The repair sequence is: wash and dry, wipe with the specified plastic cleaner in one direction, sand the repair area, re-clean, apply adhesion promoter, then apply the two-part adhesive within the promoter's open time. Skipping adhesion promoter on TPO almost always causes the repair to delaminate.

When does a windshield replacement trigger ADAS calibration?

Any time the windshield is replaced on a vehicle with a windshield-mounted forward-facing camera. By model year 2023 about nine of ten new vehicles required calibration after windshield replacement. The OEM procedure specifies static (in-shop with targets), dynamic (on-road drive), or both, and must be completed before the vehicle is returned to the customer.