05 Building
Before you evaluate any shop on skill, evaluate it on dimensions. Ask for door height in feet and usable bay length. Ask whether the booth can take the vehicle whole. Ask whether fiberglass leaves the property. Those three answers decide whether a repair is even possible on site, and they are the questions this page exists to answer about us.
Photography pending
We publish no photographs of this facility yet, and we would rather leave the space empty than fill it with stock images of a building that is not ours. A shoot covering the bays, the booth, the composite room and the frame rack is scheduled, and the pictures will appear here when they are of this shop.
Length and door height are the first constraint on any coach repair. Bays here accept vehicles to roughly forty five feet with raised roofs, which covers essentially every production Class A, most bus conversions and the large majority of commercial bodies. A vehicle that has to be worked outdoors is a vehicle whose repair is at the mercy of dust, wind and the weather.
A motorhome sidewall can run thirty five feet with no body line to hide a transition. The booth is long enough to shoot a full side in a single pass with consistent gun distance, film build and flash times, which is what makes a repair disappear instead of showing as a seam the first summer the sun hits it directly.
Molded caps, fender skirts, compartment doors and radius corners are laminate work, and laminate work is a separate craft from metal collision repair. Keeping grinding, glass schedule, layup, fairing and gelcoat on site removes transport time from the part of the job that is already the longest, and keeps the person who assessed the damage next to the person repairing it.
A frame rack rated for chassis weight, anchoring designed for the loads involved, and a measuring system referenced to factory datum points. Pulling is measured during the operation rather than checked at the end, and members that kinked rather than bent get sectioned out and replaced instead of pulled back into an appearance of straightness.
Twelve volt and one hundred twenty volt work, inverters, converters, transfer switches, generators, LP lines and detectors, plus pre-repair and post-repair scanning on any chassis carrying driver assistance. A collision that reaches a wall is always a question about what was running through that wall.
Cabinetry, flooring and subfloor, wall and ceiling panels, upholstery and the tagging system that keeps every removed component traceable back to where it came from. Interior trim is also where a misaligned slide room shows first, so the room gets squared before the finish goes back.
Every repaired seam, window frame and roof penetration gets water tested, and every door, compartment and slide gets cycled repeatedly and measured against the undamaged side. This sign off is performed independently of the crew that did the work, which is the only version of quality control that means anything.
Getting a forty five foot vehicle positioned without a fifteen point maneuver takes room outside the building as well as inside it. Secure on-site parking during a multi-week repair matters more than it sounds, because storage somewhere else adds charges and moves the vehicle out of the crew's sight.
Figures reflect the OCRV Center facility in Yorba Linda.
23281 La Palma Ave, Yorba Linda, CA 92887. Roughly 19 miles from Lake Forest, about 25 to 35 minutes outside peak traffic. Most Lake Forest customers run the 241 north to the 91, or the 5 to the 55 and across.
There is no Lake Forest location. Every repair is completed at this address, which is the arrangement that keeps the booth, the rack and the composite room in the same place as your vehicle.
Call ahead if the vehicle is arriving on a tow truck or is over thirty five feet, so a bay and a turnaround path are clear when it gets here.
Collision, paint, fiberglass, roof, slide and systems work, all performed at the Yorba Linda facility. Tell us the vehicle and what happened and we will schedule intake.
