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Serving San Juan Capistrano and Orange County
Damage on your RV, van, trailer or truck? One shop handles all of it.
Collision, paint, fiberglass, structural, roof, slide-outs and systems work are all completed in house at the 35,000 square foot Yorba Linda facility. Nothing gets farmed out to a second shop, so nothing sits waiting for someone else's schedule.
- Facility
- 35,000 sq ft
- From San Juan Capistrano
- 26 miles
- Body and paint
- $210 per hour
- Claims
- Handled daily
Request a quote
Tell us what happened and a service writer follows up. For an active claim, include the carrier and claim number.
What OCRV Center does
OCRV Center is a 35,000 square foot specialty collision and repair facility that works on RVs, fifth wheels, camper vans, trailers and commercial trucks. San Juan Capistrano owners bring vehicles to the Yorba Linda shop, roughly 26 miles north, where collision, paint, structural, roof and systems work all happen under one roof.
Start here
Find your repair in two clicks
Pick what you drive, then what went wrong. Every square goes straight to the page that covers that exact work, with the hour range and the price band on it.
| What you drive | Collision | Roof or leak | Slide or awning | Systems |
|---|---|---|---|---|
| RV or motorhome | Collision repair | Roof repair | Slide-out repair | Electrical |
| Fifth wheel or trailer | Structural repair | Water damage | Seal replacement | Plumbing and tanks |
| Sprinter or camper van | Body and paint | Leak tracing | Awning repair | Solar and battery |
| Commercial truck or fleet | Cab and body | Box and liner | Roll up doors | Fleet graphics |
Not listed? The full service catalogue runs to several hundred line items, and the vehicle index covers everything from teardrops to transit buses.
Camper vans and Sprinters
Conversion vans, including the aftermarket work other shops decline
A stock Sprinter is straightforward. A converted one carries a house electrical system, a roof rack, solar, cabinetry and a pop top, and most collision shops will not touch it once they open the headliner.
The difficulty with a converted van is that the damage is rarely limited to sheet metal. A side impact that looks like two panels turns into a rewired house circuit, a re-bedded roof penetration and a cabinet run that no longer sits square. Carriers routinely miss all of it on the first estimate because the conversion is invisible from outside.
Documenting that work is what gets it paid. Photographs at teardown, a written description of the conversion components affected, and a supplement submitted with the evidence attached move a claim far better than a phone call arguing about scope.
RVs and motorhomes
Class A, Class C, fifth wheels and the structural work that follows a real impact
Coach bodies are laminated panels bonded to a frame, not stamped steel. Repairing one properly means understanding how the sidewall is built before anything is cut.
Front cap damage on a Class A is the clearest example. The cap is a moulded fiberglass shell over a steel or aluminium cage, and an impact that cracks the gelcoat has usually moved the structure behind it. A shop that fills and paints the crack leaves the cage bent, which shows up eighteen months later as a windshield that will not seal and a slide that no longer closes square.
Fifth wheels carry a different failure pattern. The pin box and the front cap take the towing loads, and delamination usually starts at a seam that has been flexing for years before the sidewall visibly bubbles. By the time the owner sees it, the lauan behind the fiberglass has already gone soft and the repair is a panel section rather than an injection.
Both jobs get the same treatment here: teardown first, photograph everything, then write the estimate against what is actually behind the panel rather than what can be seen from the parking lot.
Insurance claims
We write the documentation the carrier actually needs
Most RV and fleet claims are underpaid at the first estimate, not because the carrier is difficult, but because nobody photographed what was behind the panel.
Adjusters write from what they can see. On a laminated coach, on a converted van, or on a box truck with a lift gate, most of the damage is not visible until the vehicle is apart. A supplement submitted with teardown photographs and a written scope attached gets a very different answer from one submitted as a phone call.
Bring the vehicle to the Yorba Linda facility and a collision estimator writes the damage report at no charge. Insurance walk-ins do not need an appointment, though calling ahead shortens the wait.
Four of the twenty five
01
The Opening Number Is Written Before Anyone Opens The Wall
Most first estimates on a coach, fifth wheel or box body are produced from a walk around or a set of phone photographs, inside an estimating platform whose catalog stops at passenger cars and light trucks. The writer selects the nearest available operation, applies a light vehicle labor time and produces a figure that looks finished. It rarely is. On a laminated wall or a molded cap, the visible mark is the smallest part of the loss, and no photograph shows the framing, the bond line or the harness sitting behind it.
02
Twelve Thousand Dollars Of Build Nobody Wrote Down
Owners add solar arrays, lithium banks, inverters, ladder racks, awnings, satellite gear, upgraded suspension, custom cabinetry and full wraps, then insure the coach at the number printed on the original bill of sale. When a loss happens, the carrier estimates the vehicle as it left the factory, because that is the only version documented anywhere. The added equipment is not denied so much as invisible. Nobody at the carrier knows it exists, and reconstructing it from memory after the panel is already crushed is a losing exercise.
03
The Cage Behind An Unremarkable Scuff
A recreational vehicle sidewall is a bonded sandwich: skin, adhesive, foam, framing, interior substrate. It is engineered to spread load, which means a strike that leaves a modest cosmetic mark on the outside can crack welds, buckle tube framing and shear fasteners two or three feet away from the visible contact point. The same is true of a fifth wheel front cap and a box truck rear frame. Estimates written from the outside routinely miss it, and the damage does not announce itself until the skin comes off.
04
The Supplement That Arrives Too Late To Matter
A shop finds hidden damage, keeps working so the vehicle is not sitting idle, and submits the supplement after the operations are already performed. The adjuster now has to approve labor that nobody authorized in advance, on a condition they can no longer inspect because it has been repaired. Some carriers pay anyway. Many pay part of it. Some reassign the file to a reviewer who was never involved, and the conversation restarts from zero while the owner assumes the repair is nearly finished.
Pricing
The rates are posted, which is unusual in this trade
Most body shops will not put a number in writing until the vehicle is on the lot. Publishing the rate card means the arithmetic can be checked before anyone drives up.
Labour is billed at a posted hourly rate by discipline. Materials are calculated, not guessed: paint supplies run at a set rate multiplied by paint hours, body supplies the same way against body hours. Parts carry a published markup. Nothing on the invoice is a number somebody made up at the counter.
Slide-outs, awnings, water systems, electrical and generator work need a technician on the vehicle before anyone can quote honestly. The $150 covers that time and comes straight off the invoice once the repair is authorized.
- Body and paint
- $210 per hour
- Mechanical and electrical
- $260 per hour
- Diagnostics, scan and programming
- $285 per hour
- Detail
- $95 per hour
- Collision estimate
- Complimentary. Insurance walk-ins welcome.
- RV systems estimate
- $150, credited against an authorized repair.
Posted 2026 rates at OCRV Center. Sales tax of 7.75 percent applies to parts and materials. Labour is not taxed in California.
Services
Six disciplines, one building
A coach that needs structural work, paint, a roof membrane and an electrical repair moves between bays inside one shop instead of between three vendors.
Vehicles
What comes through the gate
Class A diesel pushers down to enclosed cargo trailers, plus commercial fleets and municipal equipment.
Process
What happens after you call
Seven steps from first contact to keys back, with the documentation trail that keeps a claim moving.
01
First contact and triage
Call (949) 799-3387 or send photographs and the year, make, model and floor plan. A service writer works out what class of damage this is before anyone books a bay, because a slide that will not retract, a leaking roof and a struck front cap all need different intake handling. If a carrier is involved, the claim number and adjuster contact get recorded now so documentation can be addressed correctly from the first photograph. You are told the realistic drive-in window and what to bring, including the policy declarations page.
02
Drive-in and written estimate
You drive the vehicle 26 miles up to the Yorba Linda facility and leave it with an estimator. A collision estimate is written at no charge and insurance walk-ins are welcome without an appointment, though calling ahead shortens the wait. Systems work carries a $150 estimate charge that is credited against an authorised repair, because slide, awning, electrical, water and generator faults need a technician on the vehicle before anyone can quote honestly. The written estimate lists hours by department at the posted rates, parts with markup shown, and materials calculated on the formula.
03
Teardown and documented findings
Once you authorise, the damaged area comes apart. This is where an RV repair stops being a guess: laminated walls, slide rooms and roof decks all hide damage behind an intact surface, and moisture readings, tap testing and a pre-scan of the modules turn suspicion into measurements. Everything found is photographed against a reference and logged. If the vehicle carries driver assistance, the pre-scan record separates faults caused by the loss from faults that were already stored, which is the evidence a carrier needs before it will pay for calibration work.
04
Supplement and parts ordering
Teardown findings go to the carrier as a supplement with photographs and measurements attached, not as a bare list of extra line items. Supplements on RV work are the norm rather than the exception, and one submitted with evidence moves faster than one submitted as a request. Parts are ordered as approvals land. Special order caps, panels and discontinued components carry a full non-refundable deposit at order because the factory builds them to order and will not take them back. Realistic lead times are stated in writing rather than optimistically compressed.
05
Structure squared before a panel goes on
Structure comes first, always. Bent outriggers, cracked crossmembers and damaged chassis rails are cut, spliced and reinforced at specified locations before any panel goes back on, and laminated walls are rebuilt to sound bonding and pressed under vacuum rather than filled from the surface. Only once the structure measures correct does body work start: panel fitment, gap setting, filler, block sanding and primer surfacer. Progress photographs are taken at each stage so there is a record of what was found and what was corrected inside the wall.
06
Colour verified, then everything returns
Colour is read with a spectrophotometer, mixed, then sprayed onto a card, cleared and cured under the same conditions as the job. That card is held against the vehicle in daylight before a single panel is shot. Refinishing happens in the downdraft booth with proper flash times between coats, and adjacent panels are blended so no hard line survives. Materials are billed at $55 per paint hour rather than as a flat add. Decals, graphics, trim, glass and systems then go back on, and every removed penetration is resealed with the correct chemistry.
07
Documented release and handover
Before anything is released the vehicle passes a documented multi-point check: paint inspected in daylight against the adjacent panel, film thickness measured, structural repairs verified, seals and penetrations water tested, and a post-scan run so every module reports ready. Slide rooms are cycled and seals checked against a square room. You walk the quality control sheet and the intake, mid-process and delivery photographs with a service writer before the balance is settled. Final payment is due at pickup, and the documentation file goes with you for your records and your carrier.
Why here
What actually separates this shop
Not slogans. The specific operational facts that change how a repair goes.
Everything happens under one roof
Structure, body, paint, cabinetry, plumbing, twelve volt and 120 volt electrical, appliance work, fabrication and detail all live on the same 35,000 square foot floor in Yorba Linda. A collision that opens a sidewall and takes out the water heater does not become three vendors and three schedules. One work order, one set of photographs, one point of accountability, and no transport legs between subcontractors while a claim sits open.
The rate card is published, not quoted
Body and paint at $210 per hour, mechanical and electrical at $260, diagnostics at $285 with the first hour credited against an authorised repair, and detail at $95. Paint materials calculated as $55 times paint hours. Parts markup, deposit thresholds and the 7.75 percent tax on parts are all published too. You can check any estimate line against the posted numbers before you authorise a single hour of work.
Insurance documentation built for the adjuster
Carriers pay what they can see. Every job is photographed at intake, through teardown and at delivery, with moisture maps, measurements and pre-scan records attached to the supplement rather than described in a sentence. Supplements go out with the evidence in the same file. It is the reason a laminated wall repair that started as a bumper line item ends up correctly documented instead of being argued over for six weeks.
Built for vehicles other shops turn away
Bays and a booth sized for forty five foot coaches, plus the fixtures for fifth wheels, toy haulers, box bodies and bus conversions. General collision shops decline this work because they cannot get the vehicle inside, and RV dealers decline structural work because they subcontract body repair. OCRV Center was set up for exactly the units that fall between those two doors, including commercial and specialty vehicles.
Specialty vehicle experience since 2015
A decade of the same laminated sidewall failures, Schwintek slide faults, roof termination leaks and cap constructions repeating across model years builds a specific kind of pattern recognition. It shows up as teardown findings that confirm the estimate rather than contradicting it, and as an estimator who can tell an owner what is probably behind the panel before it comes off. Food trucks, clinic vans and fleet box trucks run through the same floor.
Quality control that is documented, not asserted
Structural and paint work passes a written multi-point check before release. Colour is verified on a cured sprayout card held against the body in daylight. Film thickness is measured. Seals and penetrations are water tested, slide rooms cycled, and a post-scan run so every module reports ready. You walk that sheet with a service writer and the photograph file leaves with the vehicle, so the record belongs to you.
How the work is checked
- Every repair is photographed at intake, mid-process and at delivery, so there is a record of what was found and what was corrected.
- Structural and paint work passes a documented multi-point quality control check before the vehicle is released.
- Paint is spectrophotometer matched and sprayed in a downdraft booth, then checked against the adjacent panel in daylight before reassembly.
- Supplements are photographed and submitted with the teardown findings attached, so the carrier sees the same evidence the technician does.
Who brings work here
Owners, operators and fleets
A retired couple with a Class A and a contractor running six service bodies want different things from the same shop. These pages set out what each one usually needs.
By the numbers
Facts about OCRV Center
35,000 sq ft
Facility under one roof
OCRV Center works out of a 35,000 square foot building at 23281 La Palma Ave in Yorba Linda. Body, structural, paint, systems, fabrication and detail all share the same floor, so a coach does not get shuttled between subcontractors while a claim sits open and the calendar keeps moving.
$210/hr
Body and paint labour
The posted body and paint rate at OCRV Center covers collision, structural, fiberglass, refinish and body panel work. It is published rather than quoted per caller, which means an estimate can be checked line by line against the rate card before anyone authorises a single hour of the repair.
$260/hr
Mechanical and electrical labour
OCRV Center posts a separate mechanical and electrical rate for 12V and 120V systems, generators, plumbing, appliances, leveling and suspension work. Splitting the rate from body labour keeps a systems repair from being billed at a refinish rate, and it makes a mixed job legible on the invoice.
$285/hr
Diagnostics, scan and programming
Instrumented diagnostic time at OCRV Center is billed at $285 per hour with a one hour minimum, and that hour is credited against an authorised repair. Intermittent faults, parasitic draws and control module problems get measured on equipment rather than guessed at across a sequence of parts swaps.
$95/hr
Detail and reconditioning labour
Interior and exterior reconditioning, paint correction and ceramic application are billed at the posted detail rate at OCRV Center. Keeping detail on its own rate is what allows an oxidised gelcoat coach to be corrected and coated for a fraction of what a refinish would have cost the owner.
$55 per paint hour
Paint supplies formula
Paint materials at OCRV Center are calculated as $55 multiplied by paint hours rather than dropped in as a flat line. Primer, sealer, base, clear, reducer, activator, masking and booth consumables all scale with the size of the refinish, so a spot repair is not carrying the material cost of a full coach.
7.75%
Sales tax on parts and materials
California sales tax of 7.75 percent applies to parts and materials on every OCRV Center invoice. Labour is not taxed in California, which is why a repair heavy in hours and light in parts carries a much smaller tax line than owners expect when they compare two written estimates.
26 miles
San Juan Capistrano to the facility
OCRV Center is roughly 26 miles north of San Juan Capistrano, about 35 minutes up Interstate 5 or the 241 toll road depending on the hour. Owners drive the vehicle to the Yorba Linda facility and leave it there; all work happens in the shop rather than in a driveway or storage lot.
Customers
What San Juan Capistrano owners say
The nose of the coach met a concrete pillar in a fuel island and I assumed it was finished. OCRV Center pulled the cap, showed me photographs of the cracked outriggers behind it, and rebuilt the structure before anything cosmetic happened. The colour on the new cap sits right against the original body paint.
I had three shops tell me the bubbled sidewall on my fifth wheel was cosmetic. OCRV Center put a moisture meter on it, mapped the wet area across two bays, and explained the bond line had let go behind the window. They peeled it back to dry laminate instead of skimming filler over the top.
The drive up from San Clemente takes about forty minutes and it was worth it. The estimator walked the whole trailer with me, wrote the damage the way the adjuster needed to read it, and nothing on the final invoice was a surprise. I have sent two neighbours to OCRV Center since.
Service area
Getting here from San Juan Capistrano
The facility is in Yorba Linda, roughly 26 miles north. Most San Juan Capistrano customers take the 241 toll road or Interstate 5 and are at the gate in about 35 minutes outside peak hours.
All work happens at the shop. That is deliberate: structural repair needs a frame rack, paint needs a downdraft booth, and neither travels. Dropping the vehicle once and collecting it finished is faster than staging partial work across several visits.
Service area detail- Facility
- 23281 La Palma Ave, Yorba Linda
- From San Juan Capistrano
- About 26 miles
- Typical drive
- 35 minutes
- Routes
- 241 toll road, Interstate 5, the 91
- Monday to Friday
- 8:00 AM to 5:00 PM
- Saturday
- 9:30 AM to 3:00 PM
Questions we get most
Do you work on RVs and commercial vehicles, or just one or the other?+
Both, in the same building. The bays are sized for length and height rather than for passenger cars, so a Class A diesel pusher, a fifth wheel, a converted Sprinter and a box truck all fit the same equipment. What changes between them is the construction and the failure pattern, not whether the shop can take the vehicle.
How far is the shop from San Juan Capistrano?+
About 26 miles north, in Yorba Linda. Most people take the 241 toll road to the 91 east, which keeps a long vehicle on wide graded lanes the whole way, or Interstate 5 north to the 91. Outside commute hours the drive runs about 35 minutes.
What does an estimate cost?+
A collision estimate is complimentary and insurance walk-ins are welcome. An RV systems estimate covering slides, awnings, water, electrical or generator work is $150, and an in-depth diagnostic is $285 per hour with a one hour minimum. Both are credited back against the invoice once a repair is authorized.
How long does a repair usually take?+
It depends far more on parts than on labour. A bumper or a seal job can turn around in a few days. A front cap replacement on a Class A runs 30 to 120 hours of labour and often waits on a moulded part built to order. Supplements add time too, which is why teardown happens before the estimate rather than after.
Do you handle the insurance side or do I?+
The shop writes the estimate, photographs the damage at intake and again at teardown, and submits supplements with the evidence attached. You stay the policyholder and make the decisions, but the documentation and the back and forth with the adjuster are handled here.
Can I choose this shop even if my insurer suggested somewhere else?+
Yes. In California the vehicle owner chooses the repair facility. A carrier can recommend a shop, and often will, but the choice belongs to you. Tell the adjuster where the vehicle is going and the claim gets assigned accordingly.
Do you come out to the vehicle?+
No. All work is performed at the Yorba Linda facility. Frame racks and downdraft paint booths are fixed equipment, and structural or refinish work done anywhere else is not work this shop is willing to put its name on. If a vehicle is undriveable, call before arranging transport.
Why are your rates published when nobody else posts theirs?+
Because it removes every argument about whether the invoice was fair. Body and paint is $210 an hour, mechanical and electrical $260, diagnostics $285 and detail $95. Materials are calculated from hours rather than guessed. Any estimate from this shop can be checked line by line against that card.
My RV has aftermarket solar, a lift and custom cabinetry. Is that a problem?+
It is normal work here, and it is exactly the situation where documentation matters most. Carriers routinely miss aftermarket components on a first estimate because they are invisible from outside. Photographing them at teardown and describing them in the supplement is what gets them included in the settlement.
What should I bring when I drop the vehicle off?+
Registration, proof of insurance, and the carrier name and claim number if a claim is open. Bring any estimate the carrier has already written so it can be checked against the vehicle, plus keys for every compartment including the wet bay. A note of anything already broken before the damage keeps the supplement honest.
Bring it in and get a real answer
Call the shop, or send the details and a service writer will come back to you. If a claim is already open, include the carrier and claim number and we will work from that.