Vehicles We Repair
Van and Camper Van Repair for San Clemente Owners
Short answer
Sprinter, Transit and ProMaster bodies plus camper van conversions and fleet work. Collision, high-roof and conversion repair, racking, graphics and ADAS recalibration in shop.
OCRV Center repairs cargo vans, high-roof work vans, Class B motorhomes and camper van conversions on Sprinter, Transit, ProMaster and Nissan platforms. Work covers collision and refinish, sliding doors, conversion structure, solar, racking, graphics and ADAS recalibration at 23281 La Palma Ave in Yorba Linda.
Updated 2026-07-29 by OCRV Center Editorial Team
Vans occupy an odd space in the repair world. A cargo van is a commercial vehicle that most auto body shops will happily take. A camper van conversion on the same chassis is something most of those shops will not touch, because the moment you cut into a converted van you are dealing with lithium banks, propane, water systems, insulation, wall panels and cabinetry that were installed by someone whose drawings you do not have.
We handle both ends. The metalwork on a Sprinter, Transit or ProMaster is conventional unibody repair with modern high-strength steel and aluminum, and it needs the measuring equipment and welding procedures that go with that. The conversion side needs an RV shop mindset: understanding where a leak will show up two years from now, how a roof penetration should be flashed, and how to document $60,000 of build value on a claim so it does not get erased.
The shop is at 23281 La Palma Ave in Yorba Linda, about 45 minutes from San Clemente on the I-5 or the 73. Owners come to us from Talega, Forster Ranch, Rancho San Clemente, Capistrano Beach and Dana Point, and so do fleet operators running vans up and down the coast. Everything is done in shop. We do not run mobile or roadside service.
Detail pages in this category
- Sprinter Vans
Sprinters are high strength steel with specific sectioning rules, plus coastal corrosion at the rear arches and ADAS in the bumper. We repair to procedure.
- Camper Van Conversions
A conversion has two values: the chassis and the build. We document and repair both separately, from Winnebago Revel to owner-built rigs. Claims hinge on that split.
- Cargo and High-Cube Vans
Cargo and high-cube vans earn money or they do not. We repair Transit, ProMaster, Savana and NV bodies, box van cargo boxes, doors, racking and fleet graphics.
Every Type in This Category We Take
These variants come through the shop regularly. Each one fails in a slightly different place, so here is what we actually see on them.
- Low-roof vans
- Standard-height cargo and passenger vans have less body height to absorb a side impact, so damage tends to reach the roof rail and the door openings quickly. They also take frequent roof damage from parking structures and drive-through canopies. We measure door aperture geometry after any side hit, because a low-roof van that will not close its sliding door is usually telling you the rail moved.
- Extended cargo vans
- Long-wheelbase and extended-body vans have a large unsupported span between the rear axle and the rear doors, which flexes under load. That flex opens rear door seals, cracks paint at body seams and elongates shelving fastener holes. We repair the rear structure, reinforce shelving attachment points into ribs, and correct the rear door aperture so both doors seal along their full height.
- Electric delivery vans
- Battery packs live in the floor structure, which changes how impact energy moves and where we can and cannot cut or weld. High voltage systems must be isolated and verified before any structural work begins, and the pack enclosure and its mounting need inspection after any underbody or side impact. We do body, paint and structural work on these. We do not perform drivetrain or battery service.
- Armored vans
- Ballistic panels, laminated glass and reinforced door structures add several thousand pounds and completely change the repair approach. Suspension and body mounts carry loads far beyond the base vehicle rating, and the armor package is usually proprietary to the upfitter. We repair the base vehicle structure and coordinate with the armoring company on panel replacement rather than improvising around a system we did not build.
- Modular vans
- Vans built around removable or reconfigurable interior modules put repeated load into a rail or track system bolted to the floor and walls. Those tracks loosen and elongate their fastener holes, and the module then rocks and works the mounting further. We repair the floor and wall structure, reset the track system into reinforced backing and verify module fit before release.
- Passenger and shuttle vans
- Multi-row seating means multiple floor anchor points carrying occupant load, and those anchors are a required inspection after any collision. Extended-body shuttle vans also flex enough to crack paint at body seams and open window seals. We inspect and repair seat anchor structure, correct the body seams and refinish so the repair does not show across a long white side panel.
- Wheelchair accessible vans
- Lowered floors, cut and rewelded rocker structure, ramp systems and lift mechanisms. The lowered floor conversion removes original structure and replaces it with upfitter framing, so collision repair means understanding both. We repair the conversion structure, rebuild ramp and lift mounting points, and verify ramp deployment and securement anchors before the van goes back into service.
- Mobile business vans
- Grooming, medical, coffee, detailing and service vans carry heavy equipment, water tanks and generators mounted to floors and walls that were never designed for them. Cracked floor structure around tank mounts and generator vibration damage are the usual findings. We rebuild the mounting into proper structure, repair the surrounding body and reinstall equipment so it stops chewing the van.
Van Collision and Body Repair Is Not Car Body Repair
A modern cargo van body is a long, tall, mostly hollow box with very little torsional stiffness compared to a passenger car. That means impact energy travels farther than people expect. A rear corner hit on a 170-inch wheelbase high-roof van can move the rear door opening enough that the doors stop latching evenly, and the damage that caused it is six feet forward of anything visible.
The panels themselves are large and thin. A Sprinter side panel is a single stamping running most of the length of the van, so a dent in the middle of it cannot be replaced without a full panel section or a very careful repair. Getting that flat again without oil-canning takes time, and the estimates that look cheap are usually the ones planning to fill it rather than work it.
Then there is the sliding door. It runs on three tracks, upper, center and lower, and all three have to be in plane for it to seal and latch. A minor impact to the side of a van bends the center track rail, and after that the door either drags, leaks or refuses to latch on the first push. We measure and correct the track geometry rather than adjusting rollers until it closes.
- Structural measurement
- Unibody geometry measured against factory specification before repair, including door openings, roof rails and rear frame sections. High-strength steel and aluminum joints repaired to manufacturer procedure.
- Large panel work
- Full side panel sections, roof panels and rear quarter areas repaired or sectioned. Long flat panels need metal work rather than filler if the surface is going to stay flat under coastal sun.
- Sliding door track correction
- Upper, center and lower track rails measured for plane and straightness. Bent rails replaced so the door seals and latches on geometry instead of on roller adjustment.
- ADAS scan and recalibration
- Forward radar, camera and blind spot sensors scanned and recalibrated after any repair that disturbs their mounting or the surrounding structure. Runs $285 to $1,800 depending on system count.
- Refinish and color match
- Full or partial refinish with blending into adjacent panels. White fleet vans in particular need proper blending because a mismatched white reads clearly in direct sun.
Camper Van Conversions Need RV Thinking, Not Auto Body Thinking
The difference between a cargo van and a camper van is that the camper van has holes in it. A roof fan, a roof rack, solar mounts, a shore power inlet, a propane locker vent, a water fill, a diesel heater exhaust and often a pop-top. Every one of those is a hole in a steel or aluminum roof or wall, sealed by whoever built it. Some are done properly with a bonded flange and a mechanical fastener pattern. Many are done with a bead of sealant and hope.
When we repair collision damage on a converted van, we treat every one of those penetrations as part of the job. If a panel comes off, the penetrations in it get rebuilt correctly on reinstallation. Rust starts at a poorly sealed roof fan on a steel Transit and works outward under the paint for years before anyone notices a bubble.
Interior build damage is its own scope. Cabinetry is usually bonded and screwed into the van ribs, and impact loads transfer straight through it. A side impact can crack a galley run and tear its mounts out of the wall without anything looking wrong from outside. We open the affected side, rebuild the mounting, and check the electrical and plumbing runs that pass behind it before closing it back up.
- Roof penetration rebuilds
- Fans, hatches, solar mounts, antenna bases and rack feet removed, corrosion addressed, and refitted with proper bedding compound and load-spreading backing rather than surface sealant.
- Pop-top and high-top repair
- Fiberglass high tops repaired or replaced where cracked at the roof cut line, and pop-top lift mechanisms, canvas and seals rebuilt so the top closes square and seals across its full perimeter.
- Interior build repair
- Cabinetry, bed platforms and galley runs rebuilt with reinforced mounting into the van ribs. Wiring and plumbing behind the affected wall inspected and repaired while the area is open.
- Electrical system work
- Lithium and AGM banks, inverters, DC to DC chargers, shore inlets and 12 volt distribution traced and repaired through a damage zone, with circuits verified before the interior is closed up.
- Solar installation and repair
- Panel arrays, mounting rails and controller wiring installed or repaired, from $1,500 to $12,000 at 8 to 40 hours, with roof mounting done so the array does not become the next leak.
Fleet Van Work: Graphics, Racking and Upfits
Commercial van operators need vehicles back in service, and they need them looking consistent across the fleet. We do collision and refinish, full graphics and wrap, cargo shelving and racking, partitions, shelving-mounted equipment and lift gate work. On fleet work our scope is body, paint, structural and equipment install only. We do not perform engine, drivetrain or DOT inspection work.
Graphics are more involved than they look. A wrap over a repaired panel needs the panel to be genuinely flat, because vinyl highlights every wave. Matching existing fleet graphics on a single repaired van means reproducing artwork from measurements when the original files are long gone. We plot and fit rather than guessing, and we account for the panel breaks so the logo does not land across a body line.
Racking and shelving cause more van body damage than most operators realize. Shelving bolted through the wall into a rib is fine. Shelving bolted through a flat unsupported panel elongates the holes, cracks the panel and lets water in. When we install racking we tie it into structure and use load-spreading backing so the system is not slowly destroying the van.
- Fleet graphics and wrap
- Full and partial wraps, cut vinyl lettering and logo reproduction, from $1,500 to $8,500 at 10 to 40 hours. Existing fleet artwork reproduced by measurement where original files are unavailable.
- Cargo shelving and racking
- Shelving, drawer systems, partitions and ladder racks installed from $750 to $7,500, tied into van structure with load-spreading backing so fasteners do not tear through unsupported panel.
- Custom build out
- Full interior build outs from $5,000 to $80,000 and up at 40 to 400 hours, covering insulation, paneling, electrical, plumbing, cabinetry and finish work on conversion and mobile business vans.
- Sliding and rear door service
- Sliding door repair from $400 to $3,500 covering track replacement, roller and hinge rebuild, latch mechanism repair and seal replacement so doors close on the first attempt.
Getting a Converted Van Valued Correctly on a Claim
This is where converted van owners get hurt. A carrier looks up a 2021 Sprinter 2500 and finds a value for a cargo van. The van in question has $70,000 of conversion in it: lithium, solar, a full galley, a shower, insulation and cabinetry. If nothing is itemized, the settlement reflects a cargo van, and the owner discovers this at the worst possible moment.
We itemize. Every build element gets listed separately with a replacement value: battery bank capacity and chemistry, inverter and charger models, solar array wattage, cabinetry linear footage and finish level, appliances, water system, heater, and the labor hours the original build represented. That package goes to the adjuster as evidence, not as an assertion.
On the repair side, the same teardown-first sequence applies. Panels come off the damage zone before the plan is finalized so hidden structural movement and interior build damage are in the original estimate rather than in a supplement written three weeks in. We bill direct with every major carrier and we will explain plainly where carrier-negotiated labor rates differ from our posted retail rates.
- Build value documentation
- Every conversion component itemized with model, capacity and replacement value, plus the labor hours the build represented. Unitemized build value is written out of the settlement by default.
- Teardown before plan
- Damage zone opened and photographed before the repair plan is finalized, so interior build damage and structural movement are in the first estimate rather than a later supplement.
- ADAS documentation
- Pre-repair and post-repair scan reports retained and submitted, since recalibration is a required operation after structural repair and is frequently omitted from a first estimate.
- Downtime planning for fleets
- On multi-van fleet claims we sequence vehicles so the operator is not down more than one or two units at a time, and we give written in and out dates for each.
What Van Repair Costs and How Long It Takes
Labor is posted at $210 per hour for body and paint, $260 per hour for mechanical and electrical, $285 per hour for diagnostics with a one hour minimum credited back, and $95 per hour for detail. Collision estimates are by appointment, and an RV systems estimate on a converted van is $150, credited back against the repair.
Typical calendar: a single panel repair with blend is three to seven working days. A moderate collision with door and structural work is two to four weeks. A major collision on a converted van, where the interior has to come out and go back in, is six to twelve weeks. Full custom build outs are scheduled projects and run six weeks to six months depending on scope.
Parts availability on Sprinters remains the largest variable. Mercedes body panels and electronic modules can carry long lead times, and we will tell you what is confirmed and what is not before you authorize. On fleet work we will hold a vehicle out of the schedule until the parts are physically here rather than tying up your van in our lot.
What This Costs at Our Posted Rates
Body and paint labor is posted at $210 per hour. Mechanical and electrical is $260 per hour. Diagnostics run $285 per hour with a one hour minimum that is credited back against an authorized repair. Ranges below reflect jobs we have actually completed.
| Line item | Range | Hours |
|---|---|---|
| Collision repair and refinish | $1,500 to $40,000+ | 10 to 200 |
| Custom build out | $5,000 to $80,000+ | 40 to 400 |
| Fleet graphics and wrap | $1,500 to $8,500 | 10 to 40 |
| Solar installation | $1,500 to $12,000 | 8 to 40 |
| Cargo shelving and racking | $750 to $7,500 | |
| Sliding door repair | $400 to $3,500 | |
| ADAS scan and recalibration | $285 to $1,800 |
Ranges reflect real jobs we have run. Final figures come from a written estimate after we see the vehicle.
See the full rate card and estimate policy.
Our Process and What It Takes
Intake and pre-repair scan
Van comes to Yorba Linda. We run a full system scan before touching anything so the pre-existing fault picture is documented for you and your carrier.
Day 1
Teardown and measurement
Damage zone opened, unibody measured against spec, and interior build damage assessed where the van is converted.
Days 2 to 5
Plan, build value package and approval
Line-item plan with photographs, plus an itemized conversion value package on converted vans, submitted to you or your adjuster.
Days 4 to 10
Structural and panel repair
Structure pulled and repaired to manufacturer procedure, panels sectioned or replaced, door apertures corrected and verified square.
Weeks 1 to 5
Conversion, systems and refinish
Interior rebuilt, penetrations rebedded, electrical and plumbing verified, then booth time, color match and graphics.
Weeks 2 to 9
ADAS recalibration and release
Post-repair scan, radar and camera recalibration, water test on converted vans, road test and walkthrough before pickup.
Final 2 to 5 days
What Is Included
- Unibody measurement against factory specification before repair begins
- Large panel repair, sectioning and replacement with proper metal work
- Sliding and rear door track correction, roller and latch rebuild
- Roof penetration removal, corrosion repair and correct rebedding
- High top and pop-top repair with lift mechanism and seal renewal
- Interior conversion rebuild including cabinetry mounting into structure
- Twelve volt, lithium, inverter and solar system tracing and repair
- Cargo shelving, racking and partition installation into reinforced backing
- Fleet graphics, wrap and logo reproduction by measurement
- ADAS scan and recalibration with pre and post repair reports retained
Questions We Get Asked
Will my insurance cover the conversion in my camper van?
Only if it is documented and itemized. Carriers value a converted Sprinter as a cargo van unless the build is listed with replacement values. We itemize battery bank, inverter, solar array, cabinetry, appliances, water and heating systems and the original build labor, then submit that as evidence with the estimate rather than arguing it after the fact.
Do you recalibrate ADAS after van collision repair?
Yes, and it is not optional after structural work. Forward radar, cameras and blind spot sensors need recalibration any time their mounting or the surrounding structure is disturbed. It runs $285 to $1,800 depending on how many systems the van carries. We keep pre-repair and post-repair scan reports and submit them with the claim.
My sliding door will not latch after a minor side hit. Why?
The door runs on three tracks and all three have to be in plane. A side impact that barely marks the paint can bend the center track rail enough that the door no longer meets the striker squarely. Adjusting rollers hides it briefly. We measure and correct the track geometry so the door latches and seals on its actual position.
How much does a camper van build out cost?
Custom build outs run $5,000 to $80,000 and up, at 40 to 400 hours. A basic insulated cargo conversion with a bed platform and simple electrical sits near the bottom. A full four-season build with lithium, solar, shower, diesel heat, cabinetry and finish carpentry sits near the top. These are scheduled projects, not walk-in work.
How long will my van be in the shop?
Single panel repair with blend is three to seven working days. Moderate collision with door and structural work is two to four weeks. Major collision on a converted van, where the interior has to come out and go back in, is six to twelve weeks. Sprinter parts lead times are the biggest variable and we confirm availability before you authorize.
Do you do fleet van graphics and shelving?
Yes. Fleet graphics and wraps run $1,500 to $8,500 at 10 to 40 hours, and cargo shelving and racking runs $750 to $7,500. We reproduce existing fleet artwork by measurement when original files are gone, and we tie racking into van structure with load-spreading backing so fasteners do not tear through unsupported panel.