Endurance Extended Warranty: Who Owes You the Repair, State by State

Type this search and the first screen is quote forms. That is the shape of the whole category, and it is worse here than on a dealership brand, because this product is sold direct: there is no finance manager to hand you a document, no dealership to walk back into, and nothing between the buyer and the company except a phone call and a card number. The contract is the entire relationship. So the contract is what this page reads.

Three of them, in fact. The seller publishes sample contracts for its own plans, and on 7 September 2026 we downloaded all three, recorded the byte length and SHA-256 of each file so the exact document behind every line below can be checked again later, and coded them term by term. The complaint figures come from the Consumer Financial Protection Bureau’s public database, pulled the same day across every product it covers rather than only the vehicle one. The licence check comes from the Texas Department of Licensing and Regulation’s own open data extract.

There are no prices on this page, and that is a rule rather than an oversight. What a service contract costs is negotiated per vehicle, per state, per term and per deductible, and any figure printed here would be a guess dressed as a fact. A printed contract term is a different kind of statement: a $50 administrative fee on cancellation, a rental benefit of $30 a day, a trip interruption cap of $450. Those are in the document, and they appear here exactly as the document has them.

One more thing before the detail. Nothing here is an allegation about anybody. Every sentence below is either a term printed in a published document, a row in a state government file, a count from a federal database, or a statement the company makes about itself, attributed and dated. Where something is absent from the public record we say so and treat the absence as the finding, rather than filling it in.

Four regimes, one brand

The most useful sentence in any vehicle service contract is the one under the heading that defines the parties, and on all three of these forms it is unusually blunt. The administrator is Endurance Dealer Services, LLC of Northbrook, Illinois, described as the entity that is obligated to perform under the contract. One company, holding both roles: it decides your claim and it owes your repair.

That is already a different structure from the dealership channel, where an administrator sits behind a selling dealer and a buyer’s first phone call almost always goes to the wrong one. Here there is no dealer at all, which sounds simpler and mostly is. Our page on what happens when one administrator wears three names across two dealership forms works through the version of this problem that the finance office produces.

Then the state sections start, and the simplicity ends. Because the answer to “who owes me the repair” on this brand is not one name. It is four, and which one applies to you is decided by the state your contract was delivered in.

Read the second row twice, because it is the one people miss. In Florida the definitions block does not merely add a trading name. It swaps the company. The administrator becomes Minnehoma Automobile Association, Inc., a separate corporation with its own Florida licence number printed on the page and its own Tulsa mailing address, and the obligor becomes Old Republic Insurance Company. A Florida buyer and a Georgia buyer holding what looks like the same contract, with the same form number in the corner, are owed their repair by two different legal entities.

The third row is stranger still and the more consequential of the two, because it changes what the product legally is. All three forms state, in the opening paragraph, that the contract is not a warranty and not an insurance policy. The seller’s own site-wide footer then says that in California what it sells is mechanical breakdown insurance, underwritten by Security National Insurance Company and administered through Marathon Administrative Company Inc. Both statements are published and neither is wrong; they describe two products under one brand. The forms do still carry a California block, printing a California licence number, which is what you would expect of a document written to serve more than one channel — but the channel this page is about is the direct one, and the direct one’s own disclosure is unambiguous about which product a California buyer gets. The California page carries three plan names — Standard, Premium and Elite Plus — none of which is a plan name the company uses in any other state, and answers its own frequently-asked question by saying that state regulations require the coverage to take that form.

The statute behind that is worth naming, because it is short and it explains the whole arrangement. California Insurance Code section 116, at subdivision (c), provides that an agreement promising repair or replacement of a motor vehicle after a mechanical or electrical breakdown is automobile insurance — except a vehicle service contract subject to Part 8 of the code, commencing with section 12800, or an agreement deemed not to be insurance under that part. California starts from the position that this product is insurance and carves an exception out of it. Sell it as insurance, and you are inside the insurance code: a licensed carrier, a filed policy, a state department that regulates the rate and hears the complaint.

The sentence that explains the missing state

The fourth row needs no interpretation at all, because two published sentences do the work between them. The Massachusetts block on the service contract form opens in capital letters, and it says that in Massachusetts the entity obligated to perform under the contract is the selling dealer.

Set that beside the footer on every page of the seller’s website, which states that the product is not available in MA, and the two fit together without help. The form assigns the obligation to a selling dealer. A contract bought over the phone or through a website has no selling dealer to assign it to. We are not told that is the reason, and it is not our place to say that it is — but a reader deciding whether a Massachusetts purchase is possible has both sentences and can draw the obvious line.

The rest of the Massachusetts block is about a different law entirely and is useful reading in its own right. It reproduces the used vehicle warranty duty that Massachusetts General Laws chapter 90, section 7N1/4 places on dealers: a car sold with fewer than 40,000 miles carries 90 days or 3,750 miles of dealer warranty, one between 40,000 and 80,000 miles carries 60 days or 2,500 miles, and one between 80,000 and 125,000 miles carries 30 days or 1,250 miles. The form then says, correctly, that the required dealer warranty is provided free of charge and that you have been charged separately only for the contract.

That distinction is the single most useful idea a service contract buyer can carry, and it generalises well past one state. A warranty in the federal sense — the sense used in 15 U.S.C. section 2301, the Magnuson-Moss definitions — comes with the goods and costs nothing extra. A service contract is a separately purchased promise. The Federal Trade Commission’s own consumer guidance makes the same point and adds the corollary that matters: the value of a service contract is only as good as the company responsible for the coverage. Which is why the four rows of the table above are not trivia.

Two other jurisdictions come and go across the three documents, and they are worth checking before you assume a plan is available to you. Between them the three forms carry state blocks for 41 jurisdictions; 38 appear on all three. New Hampshire and New York appear on two of the three forms but not on the Premier form, and Puerto Rico appears only on the maintenance form. New York registers service contract providers under its own insurance law, which is one reason a form written without a New York block is not a form that can be delivered there. The practical instruction is simple: before you get attached to a plan name, find your state in the back of that plan’s own document.

Six plan names, three forms, eight coverage levels

The marketing site lists six plans, each with a link labelled to view its sample contract: Advantage, Supreme, Premier, Superior, Secure and Secure Plus. Follow all six links and three documents come back.

Four of the six plans share one form. Premier has its own. Advantage has its own, and Advantage’s form does not use the word Advantage anywhere in its coverage section — it defines two internal coverage levels called Prime and Plus. Across the three documents there are eight internal coverage levels for six retail names, and the mapping between the two vocabularies is not printed on either the site or the forms.

Inside the main form the ladder is built the way this whole industry builds ladders, and it is worth understanding as a structure rather than as a list of names. Secure, Secure Plus and Superior are named-component coverage: the document lists the systems it covers and, inside each, the individual parts. Secure names 6 system groups — engine, turbo or supercharger, transmission, drive axle, transfer unit, and seals and gaskets. Secure Plus adds brakes, steering, electrical and air conditioning, taking it to 10. Superior adds suspension, fuel and cooling, taking it to 13. Premier, on its own form, names 10 groups in a different arrangement, splitting electrical into ordinary and luxury.

Supreme is the only one of the eight that inverts the logic. It covers all parts and components except those it excludes, which is what the trade calls exclusionary coverage and what makes the exclusions section, rather than the coverage section, the document that decides your claim. Supreme Wrap is a variant that sits around a manufacturer powertrain warranty still in force, covering what the factory promise does not while it runs. The practical consequence of the split is that on seven of the eight levels the coverage section is the document that decides a claim, and on one of them it is the exclusions section.

There is a second difference between the tiers that is not on the ladder at all, and it is the one that can decide whether a plan is worth having on an older car. The limit of liability is capped differently by level. On Secure and Secure Plus, the maximum total the administrator will pay across the life of the contract is the lesser of $10,000 or the vehicle’s average condition trade-in value as determined by J.D. Power. On Superior, Supreme and Supreme Wrap the dollar figure drops out and the cap is the trade-in value alone. Either way, once that ceiling is reached the contract expires and its transfer and cancellation rights go with it. On a car whose trade-in value has fallen a long way, the cheaper plan is capped twice and the more expensive one once.

The clause that only bites if you pay monthly

This is the term a page about a direct seller has to print and a page about a dealership contract can reasonably skip, because the dealership version is usually paid once, in the finance office, rolled into the loan.

All three forms carry the same two sentences, in the cancellation section and again in the scope section. If the contract is cancelled for non-payment, you forfeit any and all refund rights. And the administrator will not pay for any covered repair if you have failed to pay for the contract, including a failure to make monthly payments — the form spells it out, saying that if your payments are not current the administrator has no obligation to pay for any covered repairs until they are.

Read plainly, that means a contract paid in instalments is a contract that can go quiet in the middle of a breakdown. It does not lapse in the insurance sense; it suspends. The repair you need on the fifteenth of a month you have not yet paid is not a covered repair until the payment lands, and reinstatement of a contract cancelled for any reason is stated to be at the sole discretion of the administrator.

None of that is unusual as a commercial term and none of it is hidden — it is printed on page after page of a document published for anybody to read. It is simply the term most likely to matter to the specific buyer this product is sold to, and the one least likely to survive a phone conversation about coverage tiers. If you buy anything in this category on a payment plan, from anyone, find the equivalent sentence before you find the coverage table.

The paperwork duties run in the same direction. Coverage is conditioned on servicing at the manufacturer’s recommended intervals, and the forms define what counts: an original computer-generated invoice from a licensed repair facility, on official letterhead. Handwritten documents, invoices and receipts are stated not to be accepted. Two of the three forms add a specific opening obligation, an oil and filter change within 30 days of the purchase date, with proof submitted. And no repair is covered unless the shop obtains an authorisation number before the work starts. A folder of receipts is not tidiness on a contract like this. It is a condition precedent.

Thirty days, then fifty dollars — unless your state says otherwise

The base cancellation terms are the same across all three documents. You may cancel at any time, in writing, with an odometer statement. Cancel within 30 days with no claim filed and the entire purchase price is refunded. After that, or if a claim has been made inside the 30 days, the refund is pro rata on the lesser of elapsed months or thousands of miles driven, less an administrative fee of $50 and less the total of all claims paid.

Then the state sections rewrite it, and the rewrite is not a courtesy. Several of the printed variations move the numbers a long way:

The pattern worth taking away is the late-refund penalty, which appears in block after block and is the most useful clause in the document for somebody who has already signed and wants out. A refund not paid within a stated window — usually 45 days — accrues a penalty of 10 per cent of the purchase price for each month or part of a month it stays unpaid. That is not generosity from the administrator. It is a state requirement written into the form, and it turns a refund that has gone silent into a number that grows.

Transfer is the other clause worth reading before you need it. The base term lets the original holder pass the remaining coverage to the next owner for $50, with a transfer application submitted within 30 days of the sale, maintenance records supplied, and the manufacturer warranty transferred too if one is still running. Two restrictions sit inside that sentence and both matter to a private sale: the transfer is limited to an individual purchaser and the title may not pass through a dealer, and approval is at the administrator’s discretion and may be declined for any reason. Florida cuts the fee to $40. Nothing on any of the forms makes transfer automatic.

Where the complaint goes when there is no car loan

Having read what the contract says, the obvious next move is to look for what buyers have said. That move fails on this product, and the way it fails is more useful than any review, so it is worth doing carefully.

The Consumer Financial Protection Bureau publishes every complaint it routes, with the respondent company named and, where the consumer consents, the narrative attached. It is the largest structured, public, government-run record of what goes wrong in consumer finance. On the day we pulled it, it held 17,597,421 records, 3,849,253 of them carrying a narrative a phrase search can actually see.

Search the narratives across every product for the two phrases people use for this product and 2,176 distinct complaints come back: 1,133 containing the phrase “extended warranty”, 1,115 containing “service contract”, and 72 containing both. That set is 0.1 per cent of every narrative in the database, which is the first thing to know about it. This is a small file.

The second thing is where it sits, and this is the finding a page about a direct seller can produce and a page about the dealership channel cannot. Only 1,216 of the 2,176 are vehicle loan or lease complaints. The other 960 — 44.1 per cent — are filed under something else entirely.

The breakdown is legible once you know what you are looking at. 210 are debt collection complaints. 270 are credit reporting complaints across the taxonomy’s two labels for that market. 231 are card complaints, 117 under the label “Credit card” and 114 under “Credit card or prepaid card”, the two names the Bureau has used for the same market over the years. 109 of the whole set are filed under the issue “Problem with a purchase shown on your statement”.

That last number is the signature of this channel. A contract bought in a finance office is financed into the car loan, so when it goes wrong the consumer has a dispute with the lender and the complaint lands in the vehicle file. A contract bought direct is bought with a card or on a payment plan, there is no car loan for it to attach to, and the dispute the consumer can actually raise is a billing dispute with the card issuer. The complaint then appears in the Bureau’s record as a card complaint about a purchase on a statement, and nothing in that row says the purchase was a vehicle service contract.

Two other shapes in the set are worth stating and then not over-reading. The volume has grown steadily — 110 records in 2017, 266 in 2023, 295 in 2024 and 480 in 2025 — and the 285 recorded so far in 2026 sit in a year that still had nearly four months to run when we pulled it, so that is a partial count rather than a decline. And the outcomes are unremarkable: 1,873 of the 2,176 closed with an explanation, 157 with non-monetary relief and 124, or 5.7 per cent, with monetary relief.

The caveat has to be said plainly. Every one of these counts is of complaints that contain a phrase, not complaints about a service contract. A narrative can mention an extended warranty in passing while complaining about something else. A complaint narrative is one consumer’s unverified account, published after the company has had its opportunity to respond. And none of this measures how often claims are paid, by anybody, because no public dataset does. What it measures is where the friction shows up in the federal record, and the answer is: in more than one place, and mostly not the place you would look first.

Nobody in the chain is in the file

Now the direct question. Does the company that owes you the repair appear in this database at all?

No, and neither does anybody else in its chain. Across every product and every year, searching the narratives and the respondent company field for “Endurance Dealer Services” returns 0 and 0. “Minnehoma” returns 0 and 0. “Marathon Administrative” returns 0 and 0. The looser phrase “Endurance Warranty” returns 2 narratives and 0 respondent companies; the single word “Endurance” returns 19 narratives, which is a count of a common English word rather than a count of sightings of a company. For comparison the same probe returns 1 narrative for “CarShield” and 0 for “CARCHEX”. Named sellers and administrators are effectively absent from this file as a class.

The reason is structural rather than sinister, and it is the same reason the dealership channel produces complaints against lenders. The Bureau routes complaints to entities it supervises in the markets it covers, and a vehicle service contract administrator is generally not one of them. A company that is never a respondent cannot accumulate a record in a database of respondents.

There is a trap in doing this search yourself, and it is worth showing because it produces confident wrong answers. Searching the company field for “Old Republic” returns 57 complaints, and for “Security National” it returns 244 — numbers large enough to look like a finding. Pull the respondent names behind them and the 57 are two title-insurance holding companies, and the 244 are an auto lender, a financial corporation, a mortgage company and a title and escrow firm, none of them the insurer named on this contract. A substring match on a company name is a false-positive machine. Always read the respondent list, never the count alone. Our page on how to check a service contract company before you buy sets out the checks that do work.

Checking the names yourself

Since the complaint database will not answer the question, here is what will — and the method works on any administrator, not just this one.

Start with the contract, because the contract names its own regulators. All three forms print licence numbers: Texas 639, Oklahoma 44201382, and a California number given as OK11393 in the definitions block and 0K11393 in the California state block, with a letter O in one place and a zero in the other. The Florida licence number 60033 belongs to the substituted Florida administrator, not to the company named on the front of the document. A licence number on a form is an invitation to check it, and one of those states makes checking easy.

Texas publishes an open data extract of every licence it issues, carrying a licence type called Service Contract Provider with two subtypes. As at the extract updated 16 July 2026 it held 377 licences under the provider subtype and 200 under the administrator subtype. Query it for the name and exactly one service contract row comes back: Endurance Dealer Services LLC, provider subtype, licence number 639, Northbrook, Illinois. That is a state government file independently confirming both the entity name printed on the contract and the town it operates from, without taking anybody’s word for it.

Query the same file for the California administrator and two rows come back, both for Marathon Administrative Company, Inc of O’Fallon, Illinois — one under the provider subtype at licence 324 and one under the administrator subtype at licence 149. So the company named in the California disclosure is a real, separately licensed service contract entity in at least one other state, which is a modest but genuine corroboration of a name that otherwise appears only in a website footer.

Three cautions about doing this yourself, all learned by doing it.

A licence number is unique within a subtype, not across the file, so match on name and subtype together rather than on the number alone. An expiration date in a periodic extract describes the extract rather than a company’s standing today — the Endurance row carries an expiry in August 2026 in a file last updated in July, which is a fact about a snapshot and nothing more; for current standing use the state’s live search. And the address in a licence file is a mailing address: the register gives a Northbrook post box zip while the contract gives a Northbrook street address, which corroborates the town and not the suite.

Two names on this chain could not be checked this way and we are not going to imply otherwise. Minnehoma Automobile Association and Security National Insurance Company do not appear in the Texas service contract file at all, which is unsurprising — the first is licensed as a Florida administrator and the second as a California insurer, and neither needs a Texas service contract licence. Florida regulates this product under its own chapter and publishes a licensee search rather than a downloadable file, and California licenses insurers through its insurance department. Both are checkable through those interfaces. We did not do it here, and the honest way to say that is to say it.

Finish on the insurer, because that clause is the one that gives you somewhere to go. All three forms state that the administrator’s obligations are fully insured under a contractual liability insurance policy issued by Old Republic Insurance Company, Tulsa branch office, and they print the policy number: T3-0035. If a claim or a cancellation refund goes unpaid for 60 days after proof of loss is filed, the holder may make a direct claim against that insurer, and the Alaska block shortens the wait to 30 days. That structure — a named obligor, a named insurer behind it, a printed number of days after which you may go around the first to reach the second — is the thing to look for on any contract in this category. A form that names no insurer in that clause is telling you something.

What the forms exclude, and two limits that behave like exclusions

The exclusions decide claims, and on these documents they are conventional. What is worth pulling out are the four that catch people who did not think they applied.

The first is title status. The forms exclude any vehicle that has ever been issued a restricted or branded title, and the list they give is long: gray market, not-actual-mileage, total loss, salvage, salvage theft, rebuilt, assembled, dismantled, scrap, fire, flood, physical damage, saltwater damage, frame change, motor change, body exchange, junk, parts only, or declared a lemon. It is entirely possible to buy a contract on a car it can never pay out on, because nothing in a phone sale checks the title. Establish that first — our guide to what each title brand means and how much each should worry you orders them by severity.

The second is commercial use, and its definition is broader than the phrase suggests. It covers rideshare platforms, naming Uber and Lyft; farming or ranching; pushing, pulling or hauling material of any kind; route work; job site activity; and service or repair work. Some of that is buyable back as a paid option; some of it is excluded regardless. A vehicle used for rental, taxi, limousine, shuttle or towing service, one fitted with a dump bed or lifting equipment, one with a municipal tag, or one used principally off road or in racing is excluded whether or not the commercial option was bought.

The third is towing without a factory or factory-authorised tow package, and modification generally: any modification that voids the original manufacturer warranty is stated to void the coverage too. Lift kits and oversized tyres carry a surcharge; leveling kits do not, but the leveling kit’s own components are not covered.

The fourth is the process exclusion that quietly kills valid claims, already mentioned above and worth repeating because it is the one that does the most damage: no prior authorisation, no payment.

Then two limits that are not in the exclusions list and behave exactly like them. The first is the limit of liability described earlier, which ends the contract when total benefits reach the ceiling and takes the transfer and cancellation rights with it. The second is the benefits schedule, which is capped in the document rather than left open: rental reimbursement at $30 a day and $150 per covered repair, towing at $150, trip interruption at $150 a day for a maximum of 3 days and $450 in total, payable only when the breakdown happens more than 100 miles from home. Roadside service is limited to 1 call in any 72 hours and 3 in any 12 months, and the dispatch is performed by a separate company again — Vehicle Administrative Services, Ltd. of Dallas, Texas. For a buyer outside Florida and California that makes four companies on a contract most people assume has one: the brand that advertised, the entity that owes the repair, the insurer standing behind it, and the firm that answers the roadside call.

Whether any of that adds up to a sensible purchase is a question of arithmetic rather than of brand, and it depends on the car, the term and the price you are quoted. Our page on whether an extended warranty is worth it at all works that arithmetic through, including the wrinkle that catches people out on a financed contract: a refund typically goes to the lienholder and reduces a balance rather than arriving as a cheque.

Common questions

Who actually owes me the repair on an Endurance contract?

On all three published sample forms, the administrator and the entity obligated to perform is Endurance Dealer Services, LLC. In Florida the same forms name Minnehoma Automobile Association, Inc. as administrator and Old Republic Insurance Company as obligor. In California, according to the seller’s own published disclosure, the product is mechanical breakdown insurance underwritten by Security National Insurance Company. The answer is printed in your own contract’s definitions block and its state section, and it is worth reading both before you rely on a general answer.

Is an Endurance contract insurance?

Outside California the forms say in terms that the contract is not a warranty and not an insurance policy. Inside California the company’s own footer says what it sells there is mechanical breakdown insurance. Both statements are published and both are accurate for their state, because California Insurance Code section 116 treats a mechanical breakdown repair promise as automobile insurance unless it falls inside the vehicle service contract exception at Part 8 of that code.

Why is it not sold in Massachusetts?

The forms answer that themselves. The Massachusetts state block says that in Massachusetts the entity obligated to perform under the contract is the selling dealer. A contract sold direct has no selling dealer, so there is nobody for the block to assign the obligation to. The seller’s own footer confirms the product is not available in that state.

Can I transfer the contract when I sell the car?

The base terms allow it: the original holder may transfer remaining coverage to the next owner for $50, on an application submitted within 30 days of the sale, with maintenance records supplied. Two limits apply. The buyer must be an individual and the title may not pass through a dealer, and approval is stated to be at the administrator’s discretion and may be declined for any reason. Florida sets the fee at $40. Check your own state block, because three of the forms’ blocks change transfer terms.

What happens if I miss a monthly payment?

The forms are explicit. If your payments are not current, the administrator has no obligation to pay for any covered repairs until they are. And if the contract is cancelled for non-payment, you forfeit any and all refund rights; reinstatement afterwards is at the administrator’s discretion. On a product commonly sold on a payment plan, that is the clause most likely to affect you and the one least likely to come up on the phone.

How long do I have to cancel for a full refund?

The base term is 30 days with no claim filed. Several states rewrite it. California and Florida both set 60 days on these forms. Alabama, Massachusetts and several others set 20 days from the date the contract was mailed to you, or 10 days from delivery if it was handed to you at the sale. After the full-refund window the refund is pro rata less an administrative fee, $50 as the base term and lower in a number of states.

My refund has not arrived. Is there anything in the contract about that?

Yes, and it is the most useful clause in the state sections. Many blocks provide that a refund not paid within a stated window, usually 45 days, accrues a penalty of 10 per cent of the purchase price for every month or part of a month it remains unpaid. Separately, if a claim or a refund goes unpaid for 60 days after proof of loss is filed, all three forms let you claim directly against Old Republic Insurance Company under policy T3-0035, and the Alaska block shortens that to 30 days.

Are there many complaints about Endurance in the federal database?

There is no meaningful count to give, and the absence is the answer. Across every product in the CFPB database, “Endurance Dealer Services” returns 0 narratives and 0 respondent companies. So do “Minnehoma” and “Marathon Administrative”. Service contract administrators are generally not entities the Bureau supervises, so they do not appear as respondents, and a database of respondents cannot record a company that is never one. Take that as a limit on the method rather than as a verdict either way.

Does it cover a car I drive for Uber or Lyft?

Not by default. The forms define commercial use to include rideshare services and name both platforms, and commercial use is excluded unless the commercial use option is shown on the application page and the surcharge has been paid. Several categories — rental, taxi, limousine, shuttle, towing, municipal and principally off-road use — are excluded whether or not that option was bought.

Will it pay out on a car with a salvage or rebuilt title?

No. The forms exclude any vehicle that has ever been issued a restricted or branded title, and the list they print covers salvage, rebuilt, flood, fire, total loss, not-actual-mileage, assembled, junk and parts-only among others. Nothing in a telephone or online sale checks a title, so this is a check to run before the coverage conversation rather than after it.

Which plan does the sample contract I am reading actually describe?

Match the form number in the page corner, not the plan name. VSC-01DE carries Secure, Secure Plus, Superior, Supreme and Supreme Wrap. VSC-02DE carries one level, Select Premier. VMC-03DE, the maintenance-inclusive form, carries two levels called Prime and Plus, and the retail name Advantage does not appear in its coverage section at all. Six retail names, three documents, eight coverage levels.

What single check is worth the most before buying any of this?

Read the definitions block and your own state block, in that order, and write down the name of the entity that is obligated to perform. Then look that exact name up in a state licence register rather than in a search engine. Everything else on the page — the tier, the deductible, the benefits schedule — is a negotiation about a promise. Who is standing behind the promise is a fact, and it is printed.