The Brands We Service, and What Each Builder Gets Wrong

Four things change from builder to builder and every one of them is expensive. The chassis under the coach, which sets the anchoring points available on the rack. The sidewall lay up, which decides whether a puncture is a panel job or a bond line failure. The roof, since a one piece fiberglass cap and a mechanically fastened EPDM sheet fail in opposite directions. And the cap itself, because a bonded front cap on a discontinued floor plan is the most common reason a repair turns into fabrication work.

Almost everything else is shared industry hardware. A Grand Design fifth wheel and a Keystone fifth wheel can carry the same Lippert rail, the same Dexter axles, the same Carefree awning and the same Furrion appliances. When an owner asks whether we work on their brand, the accurate answer is that we work on the components, and the brand matters where the shell is concerned.

• Chassis: Ford F53, Freightliner XCS, Spartan K2, Sprinter 3500, Ram ProMaster
• Sidewall: vacuum bonded laminate over Azdel or lauan, or aluminum framed and skinned
• Roof: EPDM sheet, TPO sheet, laminated fiberglass, or a single piece molded cap
• Cap: bonded and painted, gelcoat molded, or riveted aluminum in the Airstream case

Twenty pages sit in this group and the spread inside it is the widest on the site. A gas Class A on an F53 rail and a Prevost shell converted by a coachbuilder share a category and nothing else. The gas coach has a bolted body on a ladder frame with a bonded fiberglass cap you can still order. The Prevost is a monocoque bus shell where a damaged section is cut, formed and welded rather than replaced.

Work in this group clusters at the front cap, the lower valance and the roof to sidewall joint. Discontinued builders make it harder: Monaco, Holiday Rambler, Damon, Safari, National RV and Travel Supreme all have panels that stopped printing years ago, which pushes the repair toward mold work or a hand laid patch.

Sixteen pages cover fifth wheels, travel trailers and cargo builders. Towables take damage in two predictable places: the front, where the pin box or the A frame concentrates every load the truck delivers, and the rear corners, where a cut turn meets something immovable. Multi slide bunkhouse fifth wheels from Grand Design, Keystone and Heartland carry the heaviest rooms in the industry, so rail wear shows up on them years earlier than on a single slide unit.

Airstream sits outside every generalization on this page. A riveted aluminum monocoque is repaired by drilling out rivets, forming a new panel and bucking it back, which is airframe practice rather than body shop practice, and it is priced accordingly in hours rather than in materials.

Five pages here, and they share a problem the rest of the site does not have. A Class B is a unibody van with a high value build bolted inside it, so collision work is measurement against factory control points while the build itself is often worth more than the shell. Roadtrek, Pleasure-Way, Midwest Automotive and Chinook all used different methods to attach cabinetry to a body that was never designed to carry it.

EarthRoamer is its own case: a composite body on a Ford F550 chassis, built in low volume, with panels that are made to order rather than stocked. Lead time on a formed section there is measured in months, and that gets disclosed before anything is authorized rather than discovered at week six.

Nine pages cover the public fleet side. Bus bodies from Champion, ElDorado National, Goshen, Collins and ENC are built on cutaway or low floor chassis with bolted and riveted skins, which makes panel replacement straightforward and compartment alignment the hard part. Federal Coach builds on a stretched sedan platform, where a repair has to respect a modified floor pan nobody at the original manufacturer ever measured.

Apparatus is stricter again. On an E-ONE, KME or Ferrara body, a repair cannot compromise a compartment seal, a ladder mount or a pump panel, and stainless and extruded aluminum bodies do not accept the same heat that a steel truck cab does. Every apparatus job leaves here with photographs of the compartment fit rather than a note saying it looks right.

Every brand page names its parts channel honestly, because that is where jobs stall. Current production coaches from Winnebago, Tiffin, Newmar, Jayco and Forest River are the good case: a cap segment, a valance skin or a window frame is usually orderable against the serial number. Decal and graphic kits are the weak point everywhere, since builders revise layouts inside a model year and old kits stop printing without notice.

Discontinued builders are a different exercise. When a panel cannot be bought, there are three options and we say which one applies before you authorize anything: hand lay a replacement section from a mold taken off the undamaged side, fabricate in aluminum and paint to match, or repair the original panel and accept a visible witness line. Each has a different hour count and a different outcome, and the choice belongs to the owner.

OCRV Center is an independent facility. We hold no dealer agreement and no manufacturer authorization with any builder on this list, and none of these pages says otherwise. That has one real consequence worth stating plainly: manufacturer coverage claims are handled by a dealer, not by us, and this shop does not take that class of work. Collision, structural, paint, fiberglass and systems repair is what happens here, billed at posted rates or through a carrier.

Being independent also has an advantage, which is that no part sourcing decision is made for us. Where an aftermarket panel bonds and fits, we will say so. Where it will not, we say that too, and we document the reason in a form an adjuster can read. BAR ARD00288521 and EPA CAL000367879 are the licenses this work is performed under.

Fifty pages is not fifty limits. These are the manufacturers with enough real inbound demand to deserve their own write up, which is a different question from what the shop can repair. If your builder is missing, find the page for the closest construction match and read that instead, because the shell tells us more than the nameplate does. A small volume builder using a vacuum bonded laminate wall over an aluminum cage behaves like the large builders that use the same method.

Owner finished conversions and one off builds have no brand page at all and never will. Those get scoped from the unit itself, which is slower at intake and more accurate afterward. Photographs of your build before anything happens to it are worth more than any page on this site.