Is Factory Paint Better

When you're starting a paint project you once again have a few options. If this is the case, you can usually sand down the paint on the car, smoothly and evenly, and paint over it using most of today's modern paints. Don't forget that some new cars get damaged and spot-painted—sometimes even body-worked—at the dealer before being sold. Hopefully such work has been done properly, with good catalyzed paints, primers, and sealers. If so, it can be painted over like the rest of the car.

If not, you probably won't know it until it wrinkles or lifts while you're painting the car. So some painters suggest not stripping the vehicle to bare metal (especially inside-and-out, as in immersion stripping), so that you don't remove these tough factory undercoats. This is my first post on this forum, so here goes.

For a large DFW area Chevrolet dealer and here's what I would do. There are a couple of things to think about before you have it repaired, or any paint work done to your vehicle. It is a harder finish from the factory then can be applied by repaints and where repainted areas are more subject to chipping and not near as tough as factory paint.

A good body shop painter that paints on Jeeps should be able to tell you what to expect before work is done. Last, do what you need to do, but after they once start to repair or repaint there is no going back. It pertains to older vehicles, or ones that you know have been damaged and bodyworked. If the surface is shiny and fresh, and you want to repaint it, I can only assume you just bought the car and paid for a paint job you didn't want. Don't compound the issue by immediately stripping this paint off only to find what you consider to be an excessive amount of filler underneath. Lots of good paint jobs, even by big-name builders, have filler under them.

It's the most expedient way to get a super-straight show-winning body and paint job. But the majority of these cars are stripped to bare metal to begin with, metal-worked pretty close, and then the filler and other undercoats are added properly. If you strip all this off, you're just erasing several man-hours of work that have to be repeated, either by you or someone you'll have to pay big bucks by the hour. If somebody has already spent a lot of time bodyworking, priming, and sanding the car, you'd be nuts to strip all that out and do it over again, right? Now, if there's rust under there, or the filler's an inch thick, it's a different story. The body needs stripping to start, and more work after that.

New car manufacturers start with brand-new metal and their paint rooms are pristine and near surgically clean, so the paint is applied in perfect conditions. Even so, most new car finishes dry with a slight bit of orange peel. In the case of a high-end custom paintjob, the process of color sanding and buffing with compound is done to eliminate all traces of orange peel, and create a mile-deep, super-smooth paintjob. I'd say most shops wont be able to paint your car as badly as the factory did. They take more time and spray more coats on it, it will almost always look better than original.

Specially if they pre-wetsand the primer, and sand out imperfections between the coats. Most factory paint jobs have almost as much orange peel as a maaco paint job. If i ever consider spending money on a paint job, i would expect to not see any imperfections, or they are gonna be fixing them.

The second—and usually better—option is to thoroughly sand whatever paint is on the car, then cover it with a good sealer followed by a modern catalyzed primer. However, most cars needing a paint job also have dings, door dents, scrapes, or other surface problems that won't simply sand out. If the paint on the car is multilayer, old, or otherwise edgy, give yourself extra insurance and add a coat of sealer before the primer. Then you can use some catalyzed spot putty where necessary over the primer and start block sanding, as we detail in following chapters. Most of my early paint problems, when painting over existing finishes without stripping, occurred because I was using lacquer primer and lacquer paint.

We talk more about this later, but lacquer solvents are extremely aggressive, and lift or wrinkle all kinds of underlying paints, especially older non-catalyzed ones, including old lacquer. For both of these reasons, modern paints really are better, especially if you're spraying it over existing paint. More to say… the comment about paint shops doing better than the factory is definitely true. I had a fairly new white GMC van repainted metallic white, and I was very pleased with the results. No more orange peel that now very common from factory paint jobs. The more you pay, the better the paint shop's preparation.

Some shops simply won't do slapdash, budget work. As you move up the price ladder, shops will remove more trim pieces and items like the head- and taillamps. This ensures the pain will cover sharp bends in the sheetmetal and get into the crevices in the body where the older paint might have shown through.

Is Repainting A Car As Good As Factory Paint In more expensive paint jobs, the prep will likely also involve sanding off the older paint, fixing exterior damage, and even removing glass. This adds time and money to the process, which is why something along these lines could cost $5000 or more. Prices for car painting depend on a few different factors – mainly prep work required, the number of parts and panels to be painted, and the quality of the painted used.

When you request an estimate for a car painting, ask the auto repair shop to put the included surface prep measures in writing. You will want to assure that damage will be repaired or minimized before getting repainted and know exactly which parts will be painted. This may include fenders, the inside edge of the car door or under the hood. Be sure that the estimate also includes a final clear coat for a long-lasting paint job. Bob Perkins restored Dave Steine's 1969 Boss 429 to Thoroughbred status and used single-stage urethane, duplicating the factory procedure with orange peel in the paint. "Orange peel" is technically a derogatory term for factory finish, but for now we are stuck with it.

Some shops claim the factory could not afford the time and expense to buff out a paintjob and this is why the factory leaves orange peel. Then, the shop blesses their own work by claiming they go to the extra expense of sanding and buffing for perfection. The truth is most shops sand and buff to remove imperfections in their paint, which is often desirable with a custom paintjob, but not for a restoration. Google "how much does it cost to repaint a car," and you'll find that there are national chains that charge only a few hundred dollars to paint your car or truck.

This might not be a bad option if you're on a tight budget. But know that there are plenty of potential pitfalls to slapping a cheapo paint job on your car or truck. For starters, the quality of the paint might not match what was originally used on your car. Most newer vehicles, for example, have a clear-coat finish that adds extra work to the repainting process if you want to do it right.

Add some repairs to exterior dings and small dents, and these steps can bump the price from several hundred bucks to well over a thousand. The only time I was able to get a perfect paint match was from a custom body/paint shop and that was for a classic vehicle. The panel had to be taken down to bare metal and re-done. Hardly any general collision/paint shops can correctly do that type of work. A dealer would never authorize that type of work.

If they do it, most likely it will look fine for up to a year or two. After that, you're not going to like the result. If the damage can be possibly taken care of PDR, try that first.

Some vehicle paint shops boast a turn-around time of three days or less, but in general, you should expect your car to be in the shop for at least a week. Why does it take so much time for the car to be repainted? New paint cannot be applied directly to old paint. The fading, oxidation, and irregular surface of a vehicle's existing paint does not allow for the smooth application of a new coat. Removal of the existing layers of paint and other prep work must be completed before new paint can be applied.

If a car requires extensive prep work, it will also raise the total price for the paint job. For an inexpensive paint job, preparation will be minimal, and the shop might not include repairs to rust and door dings. The glass area and other non-painted exterior trim will be covered up before repainting, but that's about it. Just understand what you're paying for, and check to see if there's any kind of warranty on the work. We know that the only way to remove it is via sanding and polishing. VERY TRUE. A body shop cannot replicate a factory paint job.

The factory paint is much harder due the the electrostatic catalytic process and baking most factories use. Todays cars are also painted with waterborne paint and body shops use a totally different lacquer based formula. Depending on the quality and paint preference, pricing is able to range up to $1,000. In addition to a high-quality paint job that includes bodywork like dent, rust, or damage repair, you may have to pay up to $3500. Depending on the color of the vehicle and the quality of the coating, high-end paint jobs can cost up to $8,000.

The costs to paint a car vary depending on where the work is done, the size and complexity of the vehicle to be painted, and the quality of the paint job itself. In general, expect to pay anywhere from $300 to upwards of $10,000 for a professional paint job. The upper end of that price is where we find metal flake, multi-colored, and custom paint jobs, so unless you're prepping your car for a show there's really no need to spend that much. My 2003 Mustang GT had pretty decent factory paint I think. What was left of the factory paint job held up pretty well after 6 years.

But that clearcoat started failing just a few years later...the shop at the time was using some brand that was being used on European vehicles. The car just got repainted this year with PPG and I'd dare say it looks better than it ever has. Let's start with the most serious and most thorough.

Such a process obviously requires complete disassembly of the vehicle to do it properly. I have seen one example where a '40 sedan was immersed with its frame, suspension, and even wheels and tires still attached. Maybe its chassis was so rusty nothing would come apart until they did this. But for chemical dipping to do its job, you really need to take the body off the frame, take the glass out, take the doors and trunk off—remove everything. Then the bare body is dipped and stripped and parts like the fenders, hood, and so on, are dipped separately. This is obviously a major deal for a full-on rebuild or restoration.

If all you want is a new paint job, don't do this. But this option we're discussing pertains to vehicles that you know or suspect have had some bodywork done, and you assume it has been done properly because nothing indicates otherwise. In such cases I suggest not stripping the car because most types of stripping either remove existing filler, or "infect" it with chemicals so it must be removed.

Opinions differ on this issue, but I think it's smarter to be an optimist. Given that you've checked carefully for any real gremlins, and the body looks good the way it is, sand it down and repaint it. Even if it's a little wavy, do your block sanding on what's already there, if it's a stable surface.

Add some high-fill primer or spot putty, as needed. But consider yourself lucky you didn't have to go through the major job of stripping and a bunch of arduous bodywork. Yes, the average car buyer has no idea how to properly maintain the paint on their car. Imagine if all of our cars had Rolls Royce paint jobs! How long do you think the finish would last in the hands of the average driver?

Remember, sanding and buffing the clear coat reduces the thickness of the coat, which in turn lowers the UV protection and longevity. It also increases sensitivity to scratches, machine car washes, severe weather, and high mileage driving. Since the manufacturer has a warranty to honor, there is a minimum paint thickness that must remain on the car when it leaves the factory. Anything less, and durability will be compromised. Unlike you, the average buyer won't recognize orange peel until you point it out to them. Honestly, go ask your neighbor what they think about the orange peel on their car.

People have accepted the fact that this is what a new car paint job looks like. The reality is that the paint colors today are more exotic than ever before, and the finish employs a higher gloss unlike anything ever seen on cars of the past. There are people who I meet regularly who don't notice orange peel and have no idea what I am talking about. To make matters worse, water has a high surface tension, which means it doesn't flow well. Unfortunately, a proper paint finish requires good flow. Flow is what allows the waves and hills within the paint to even out, or "flow out".

In addition, the flow properties and drying rates of waterborne paints are extra sensitive to changes in humidity, and humidity can be difficult to control in a factory setting. Let's look at some examples that do need stripping. In this case the car obviously has been repainted, probably fairly recently. However, both the top layer and one or more underlying layers are split and peeling up. We don't know exactly why, but something was not done properly during some stage of the preparation for this paint job, and that stage—filler, primer, whatever—is not adhering.

I would strip this car to bare metal, by any method, before repainting it. I dont like partial paint jobs on any good looking car. I can spot that my corrados roof has been repainted, but they did a good job, they hid the lines from the old paint to the new pretty well, and they only got a few specs of dirt in it. But the roof of my car is the shiny-ist part of the whole car.

I think they used base/clear, instead of the corrados single stage factory paint. The paint hardness is an assumption but heard it from the body guy. The difference from what I understand is that like you pointed out there are drying agents in aftermarket paint. In factory paint they can heat up the panels and from what I read are not just spraying the truck on an assembly line. Rather that they are doing it for all of the parts. To bake the paint and speed up the drying process.

What Are The Different Types Of Modal Verbs

Have to and have got to break all of the rules that pure modal auxiliary verbs follow. They consist of more than one word, they use infinitive forms of the main verbs, the auxiliary verb do is used for negatives and questions , and they conjugate for the third-person singular. Despite all of these differences, these semi-modal auxiliary verbs have several modal meanings.

Modal auxiliary verbs, also commonly referred to as modal verbs or modals, are used to shift the meaning of the main verb in a clause. These shifts include expressing possibility, ability, permission, obligation, or future intention. Students can find these confusing because one modal auxiliary verb can have multiple meanings depending on the context. In this context, we expect that probability modal verbs entailing tentativeness will occur more frequently in introductions and necessity modals should appear more frequently in conclusions. Research on the use of modal verbs in these two sections of the research article has been conducted using corpus tools for text retrieval and analysis.

Variation ratios will be evaluated using a log-likelihood test to determine the significance of variation according to whether specific modal meanings appear in the introductions or the conclusions. Our main research questions are 'How does the use of modal verbs vary in the introduction and conclusion sections of scientific tourism research articles in terms of form and meaning? ' and 'How does the use of modal verbs vary in the introduction and conclusion sections of scientific tourism research articles in terms of the functions they fulfil? Being a type of auxiliary verb, the modal verb is mainly used when speakers tend to express moods or attitudes (Ivanovska, 2014; Palmer, 1990; Sinclair, 1990).

To be specific, Imre pointed out that modal verb express a variety of meanings, such as "possibility, necessity, politeness, etc" (p. 126). Furthermore, Ivanovska added that modal verbs convey the meanings as "probability, permission, volition and obligation" (p. 1093). For instance, the modal verb can in It can be good indicated the speaker's attitude of agreement. In addition, it is noted that modal verbs could produce a particular effect, such as giving an instruction or making a request . For example, can in You can park the car here functions as an instruction. Like other auxiliary verbs, modal verbs work together with a main verb to give a different meaning to a sentence/clause than if the main verb was used by itself.

Modal verbs or modal auxiliary verbs are a type of verbs that indicates modality, i.e., likelihood, permission, ability and obligation. Some of the common modal verbs are can, could, may, might and must. The semi-modal auxiliary verb ought to ends in to, which makes the main verb an infinitive. This differs from pure-modal auxiliary verbs, which use the bare infinitive, the infinitive without to, for the main verb.

The meaning of ought to is nearly the same as should in all cases. When forming questions or negatives, should is more commonly used than ought to. Modal auxiliary verbs are used to show a necessity, capability, willingness, or possibility. Unlike most verbs, there is only one form of these verbs. Typically, verb forms change to indicate whether the sentence's structure is singular or plural. Most verbs also indicate whether something happened in the past, present, or future.

This is not the case with most modal auxiliary verbs, which makes them simpler to understand and use correctly. Research has been conducted using corpus tools to obtain evidence from our sub-corpus of introductions and conclusions, as mentioned earlier. Direct visual inspection of the texts has also been vital to identify the meaning of the modal verbs in context.

The fundamental role of the context in specifying the sense a particular modal verb entails has been mentioned in the literature (see Huschová, 2015; Alonso-Almeida, 2015a and the references therein). A modal verb may indicate an array of meanings, and therefore without these contextual cues, it would be unreasonable to expect an accurate categorisation of these verbal forms. The plasticity of modal verbs makes them unique; however, it also challenges our ability to identify the meanings they involve each time.

In addition to these senses of modal verbs, there is another aspect that cannot be achieved through an automatic interrogation of a computerised corpora, and this is the function these verbs fulfil in the texts in which they appear. I share Coates's view that it is not felicitous to use the label of 'deontic necessity' to identify a meaning type. While sentences with modals differ in terms of their illocutionary force, the type of speech act in itself does not seem sufficient to posit a separate category of modal meaning. There is also a separate section on the Modal Auxiliaries, which divides these verbs into their various meanings of necessity, advice, ability, expectation, permission, possibility, etc., and provides sample sentences in various tenses. See the section on Conditional Verb Forms for help with the modal auxiliary would.

The shades of meaning among modal auxiliaries are multifarious and complex. Most English-as-a-Second-Language textbooks will contain at least one chapter on their usage. For more advanced students, A University Grammar of English, by Randolph Quirk and Sidney Greenbaum, contains an excellent, extensive analysis of modal auxiliaries. The present study examines modal verb meanings and variation in these verbs in a corpus of texts in the field of tourism. We use a compilation of article introductions and conclusions written in English and published in leading journals specialised in tourism studies.

Modal verbs are important to evince the authors' stance concerning the propositional content (Biber, Johansson, Leech, Conrad & Finegan, 1999; Palmer, 2001). Variation ratios will be evaluated using a log-likelihood test to determine differences in significance between occurrences in introductions and conclusions. Our conclusions will report, therefore, on the forms, meanings and functions of modal verbs in the sections analysed. Last but not the least, when the teaching context changes where the learners are intermediate or higher learners, the use of grammar used in different context will be explained to the students. As Ivanovska mentioned that the students' task is to manipulate the modal verbs in particular context since "the meaning depends upon the context in which the auxiliary is used" (p. 1099).

Batstone defined this approach as a process of teaching which refers to the approach that engages learners in language use. In other words, teaching grammar should not only introduce the forms but also teach how to use accurately, meaningfully, and appropriately in different context. This approach aims at concentrating learners' attention on meanings in context. As Thornbury sated, "if learners are going to be able to make sense of grammar, they will need to be exposed to it in its contexts of use" (p. 72). Epistemic modality occurs more frequently in the introductions of engineering texts and less frequently in the corpus of tourism and linguistics respectively.

Deontic modality is used more frequently in the linguistics and engineering introductions in this order and used less frequently in tourism introductions. Dynamic is the second most frequent modal meaning and it is the most common in the corpus of tourism research articles. Deontic meaning is the third most frequent modal meaning, and this type also occurs more frequently in the corpus of tourism.

As shown in Figure 4, dynamic modality is the most common modal device in the texts in both the introductions and the conclusions. In the case of the latter, the number of dynamic modals exceeds the number of other modal meanings in the conclusions and introductions. Epistemic modals appear in the second position, with more cases registered in conclusions. The use of deontic modality is very common in the conclusion sections, with only a few more cases than the epistemic devices.

In the introductions, deontic modality is not a recurrent element. We shall comment on each modal type in the order of frequency. In this description, we use statistics based on the LL calculation of variation. The LL ratio works quite well for evaluating variation in small textual compilations, as in the case of our corpus of introductions and conclusions of research papers. A small group of auxiliary verbs, called the modal verbs are only used in combination with ordinary verbs.

A modal verb changes the other verb's meaning to something different from simple fact. Modals may express permission, ability, prediction, possibility, or necessity. The verbs/expressions dare, ought to, had better, and need not behave like modal auxiliaries to a large extent, although they are not productive in the role to the same extent as those listed here. Furthermore, there are numerous other verbs that can be viewed as modal verbs insofar as they clearly express modality in the same way that the verbs in this list do, e.g. appear, have to, seem etc. In the strict sense, though, these other verbs do not qualify as modal verbs in English because they do not allow subject-auxiliary inversion, nor do they allow negation with not. If, however, one defines modal verb entirely in terms of meaning contribution, then these other verbs would also be modals and so the list here would have to be greatly expanded.

The modal verbs in English grammar are can, could, may, might, must, need not, shall/will, should/ought to. They express things like ability, permission, possibility, obligation etc. They do not take -s in the simple present and they do not have a past simple or past participle form. However, some modal verbs have alternative forms that allow us to express the same ideas in different tenses. Finally, deontic modals appear to match exactly the goals of the introduction, namely a programmatic function, and those of the conclusion sections, namely a recapitulation function. In the case of the former, deontic modals represent meanings concerning promises of action in the paper and the expression of expectation arising from the revision of earlier literature on the topic.

Along with dynamic modality, the pragmatic function of deontic modality seems to be the indication of authority, and therefore this type of modality may have a persuasive effect on readers. In all these cases, the modal verbs 'can', 'must' and 'should' report on the desirability of the actions described in the propositional contents of the statements in which these verbs appear. The idea of improvement, as in above, remains strong in the use of these modal verbs in all these examples. These verbs indicate that it is essential for local tourism representatives of agents to take some actions to boost economic areas of tourist interest, which means that P done by A 'is better than' ￢P by A.

It seems clear, therefore, that the pragmatic motivation of deontic modals results from a desire to suggest authority as this notion is strongly connected with credibility in science. Semi-modal auxiliary verbs like ought to, had better, have to, be able to, used to, and be supposed to can have modal meanings, but they don't follow the same rules as pure modal auxiliary verbs. When used with the main verb, modal verbs do not end with -s for the third-person singular. Modal auxiliary verbs never change form, but they have a different form for past tense. Dynamic modality appears to occur more frequently in the conclusions of tourism research articles, as shown in Figure 4 above.

The LL ratios in Table 2 indicate that the forms 'can', 'could' and 'will' are more likely to occur in conclusions. The modal 'may', however, appears more frequently in the introductions analysed. From a pragmatic perspective, the use of more dynamic modals in conclusions may have a strengthening effect in communication as this modal meaning indicates factuality, and this information may be presented as a conclusion in this way. There is, however, an intention to mitigate the illocutionary force of the propositional content by using this modal type as facts rely on potentialities and abilities, which may eventually not show. This modal verb presents factual information, avoids blatant imposition of perspective, and prevents potential face-threatening acts (Brown & Levinson, 1987). We have used a compilation of article introductions and conclusions written in English and published in leading journals specialised in tourism.

These sections have been selected as they constitute two specific moments in the production of the paper. The introduction seems to have the clear function of assisting readers to read the article through the presentation of intentions, objectives and tentative conclusions. The conclusion seeks to summarise the strengths of the paper with clear answers to the research questions presented in the introduction.

This means that the viewpoints in the two sections must be different. The introduction, for instance, has a programmatic perspective with a focus on knowledge and expectations, and the conclusion may present more examples of authoritative voice after the analysis of the evidence than the introduction. In English, the modal verbs are used to express ability, possibility, permission or obligation. Each one of the modal verbs can be used to express one or more of these modalities. They can also be used to form the future tense in English and to make conditional sentences. Remember that modal verbs are auxiliary verbs, or helping verbs, that are most commonly used to talk about possibility or necessity.

You can also use modal verbs to ask for and give permission, describe ability, and give advice. In English, main verbs but not modal verbs always require the auxiliary verb do to form negations and questions, and do can be used with main verbs to form emphatic affirmative statements. (Neither negations nor questions in early modern English used to require do.) Since modal verbs are auxiliary verbs as is do, in questions and negations they appear in the word order the same as do. Thornbury put forward that "rules of use heavily depend on contextual factors" (p. 12). For example, Sue can come could be understood differently in different contexts. In this example, the underlying meaning of can is possibility.

However, when interpreting can from the speaker's view, it indicates that the speaker allows Sue to come, which is a kind of permission. Meanwhile, from the listener's view, it can be comprehended as Sue is free on the day or Sue's leg is better, and she is able to walk again. As Lewis concludes, "the modal verbs always express the speaker's (or listener's) judgment or opinion at the moment of speaking". In this respect, in order to better understand the meaning of modal verbs, learners should take the specific context into consideration. Since modal auxiliary verbs do not have a past tense form, we can use the modal auxiliary along with the word 'have' and a past participle.

Past participles typically end in -d, -ed, -n, or -en, creating the past tense 'wished, looked, taken,' and so forth. We have been particularly interested in the use of modal verbs in introductions and conclusions. In addition, in line with our main objective, we have identified variation in the use of modal verbs in introductions and conclusions of tourism research articles. Deontic modality is the least frequent of the three modality types. In the texts, deontic modality is realised by the modal verbs 'will', 'can' and 'would', and this deontic modal appears in the introductions and the conclusions of our corpus. In Gotti and Dossena's definition, there is the difference between modality and mood, the latter being of a morphosyntactic nature and reflecting aspects of the reality referred to in the proposition.

An example would be the use of the imperative to express a command as opposed to the use of the subjunctive to indicate hypotheses regarding the possible realisation of the action described. In addition to the mode, other linguistic elements communicate modality as the modal verbs and some clitics, as highlighted by Palmer . In short, modality can manifest itself both morphologically and with lexical mechanisms. The case of modal verbs, as affirmed by Aikhenvald , is considered halfway between the grammar and the lexicon. Modal verbs show possibility, intent, ability, or necessity.

Because they're a type of auxiliary verb , they're used together with the main verb of the sentence. A modal verb is an auxiliary verb that expresses necessity or possibility. An auxiliary verb, also called a helping verb, "helps" other verbs show moods and tenses. The English modal verbs are a subset of the English auxiliary verbs used mostly to express modality (properties such as possibility, obligation, etc.).

They can be distinguished from other verbs by their defectiveness and by their neutralization (that they do not take the ending -s in the third-person singular). Had better is a two-word semi-modal auxiliary verb that has the same characteristics as pure modal auxiliary verbs. Many sources and student textbooks do not differentiate between pure modal auxiliary verbs and semi-modal auxiliary verbs, and others separate them completely. This article mainly investigates on aspect of English grammar, modal verbs, which can be problematic for EFL learners in the Chinese teaching context. The difficulties in language learning and teaching, and rationales why modal verbs are tough to learn are examined. Then the two teaching approaches are examined, teaching the grammar works and contexts of use, which should be focused differently according to learners' level of proficiency.

The research on varying the relative complexity of teaching forms or language use needs to be further discussed in the future research. In Chinese grammar, the negative word is put before the modal verbs. Reliance on prior L1 knowledge, learners might put "not" in front of "could" and the sentence above could be incorrectly structured as He not could be over fifty. This indicates that L1 could interfere with L2 learning.

As Ellis , and Larsen-Freeman and Long noted that the learner's L1 affects the other language levels. This finding is in line with Nazarova, Yarmakeev, Pimenova, Abdrafikova and Tregubove's statement that learners have difficulties in learning and using modal verbs because of the complexity of syntactical form of modals. Language tutors understand that modal verbs often pose challenges for learners of English due to their many functions, meanings and grammatical rules. Once you've completed this short reader, you may wish to then unlock our beginner, intermediate and advanced worksheets to check your ability and understanding.