# Why Owners Choose This Shop > Operational facts rather than slogans: posted pricing, one building for every trade, coach length capacity, and honest scope limits. Source: https://ocrv.info/about/why-choose-us OCRV Center gives Eastvale owners four operational reasons to make the drive: labor rates and price ranges published before contact, every trade performed inside one building, bays and a booth sized for units past forty feet, and written scope limits stating plainly what the shop does not do. Choosing a shop for a large vehicle is mostly a process of elimination. Length rules out most of the list. Fiberglass and laminated construction rules out more. Twelve volt and one hundred twenty volt systems work rules out nearly everyone left, because that skill lives in RV service departments rather than collision shops. What remains is a short list of buildings that can hold the vehicle and staff who can finish it. The material below describes what this shop does, stated as facts a customer can verify. None of the following is a promise about attitude. Rates are posted because they are posted, and an owner can compare them against another shop before spending a minute on the drive from Eastvale. Price ranges are published for the same reason. The building either holds a forty two foot coach or it does not. Estimating either writes a supplement with a stated reason or it does not. These are checkable claims, which is the only kind worth putting on a page like this. There is also a category of reason that most shops leave off their pages: the jobs this shop declines. A twenty year old trailer with a rotted floor, separated sidewalls, and a soft roof can absorb more in labor than the unit will ever be worth. Saying so at the estimate stage costs the shop a repair order and saves the owner a bad decision. Customer reviews exist and can be read elsewhere; the reason to read this page is to know how the shop actually operates. ## Pricing you can read before you call Posted labor rates are the starting point: $210 per hour for body and paint, $260 for mechanical and electrical, $285 for diagnostics, and $95 for detail. Those figures do not move by customer, by vehicle value, or by whether an insurer is paying. Materials are billed on a stated formula rather than a percentage guess, at $55 per paint hour for paint supplies and $5 per body hour for body supplies, with a $45 flat hazmat and disposal charge on jobs that generate regulated waste. Parts markup is stated instead of buried. Parts at or under $100 carry one hundred percent markup, and parts above $100 carry thirty five percent. Sales tax of 7.75 percent applies to parts and materials; labor is not taxed. An owner who wants to check an invoice line can do the arithmetic without asking. That transparency also settles most disputes before they start, because the conversation moves from what a shop charges to whether a given operation belonged on the job at all. ## One building, every trade, one schedule Send a coach to a general collision shop and the fiberglass goes to a specialist, the upholstery goes to a trim shop, and the electrical goes to an RV service center. Three companies, three queues, three sets of hands moving a partially disassembled vehicle around the county. Every transfer is a chance for a scratch, a lost fastener bag, or a week of nobody owning the schedule. Here the vehicle arrives once and leaves once. Departments move around it instead of the other way around. Having systems and body work in the same building changes what gets caught. A body technician replacing a lower sidewall panel finds a chafed harness behind it and walks twenty feet to the systems bench instead of writing a note nobody reads. An interior technician rebuilding a cabinet notices a slide floor that is no longer flat and flags it before the room gets cycled again. Those catches do not appear on any estimate. They are the practical result of putting related trades within earshot of each other. - Estimating: damage mapping, insurance documentation, supplement writing - Structural: measuring, pulling, framing, chassis and unibody repair - Refinish: preparation, priming, base and clear application, color matching - Systems: twelve volt and one hundred twenty volt circuits, slides, awnings, plumbing, generators - Interior: cabinetry, flooring, upholstery, wall panels, countertops - Delivery: independent final inspection, water and road testing, file assembly ## Insurance files and scope limits Insurance work rewards documentation discipline more than argument. The estimate is written line by line with labor times, part numbers, and operations mapped to what an adjuster expects to see. Each supplement carries a stated reason. When a line is questioned, the answer is already in the file rather than assembled after the fact. That habit shortens approval cycles, and shorter approval cycles are the single biggest lever on how long a vehicle sits on the floor waiting for permission to continue. Scope limits are published for the opposite reason. There is a version of this business that says yes to everything and figures it out later, and it produces vehicles stuck in a corner of a lot for months. This shop repairs bodies, structure, fiberglass, interiors, paint, and vehicle systems. It does not rebuild engines or transmissions, does not perform drivetrain repair, and does not handle DOT inspection or emission testing. Anyone needing those is told at the estimating desk, before a deposit and before a tow. The harder version of the same honesty applies to vehicles that are not worth repairing. If the labor to make an older unit sound exceeds what the unit is worth on the open market, that gets said out loud with the numbers attached. Some owners proceed anyway because the coach has history, and that is a legitimate choice made with real information. What does not happen is a teardown that discovers the truth after the deposit has cleared and the vehicle is in pieces. ## Length capacity and how the shop communicates Capacity is the part owners cannot verify from a distance, so it is worth stating plainly. Bays and the paint booth accommodate coaches past forty feet, with door height and interior clearance to work above the roofline on a stand. Fifth wheel and travel trailer combinations can be brought in coupled and separated inside the property rather than on the street. Access from SR-91 to the shop is set up for long turns, and the yard has room to swing a long unit without a three point maneuver at the gate. Communication runs on stage changes rather than a calendar. An owner hears from the shop when the blueprint closes, when parts are ordered with confirmed dates, when a supplement needs approval, when refinish starts, when testing is complete, and when the vehicle is ready for the delivery lane. Between those points there is usually nothing to report, and a message saying so wastes the time of everyone involved. Email to info@ocrvcenter.com reaches the estimating desk directly and creates a written thread that stays with the file. - Class A, B, and C motorhomes, including diesel pushers past forty feet - Fifth wheels, travel trailers, toy haulers, and truck campers - Camper vans and Sprinter, Transit, and ProMaster conversions - Box trucks, cargo vans, and commercial fleet vehicles - Municipal service bodies and specialty mobile business builds ## Frequently asked questions ### Do rates change if insurance is paying? No. The posted rates apply to every file. Insurers may have their own preferred figures, and where a gap exists it is documented and discussed rather than absorbed silently into a shortcut. The estimate reflects the operations the vehicle actually needs at the rates the shop actually charges. Owners are told up front if a payer has declined a line, so the decision about whether to fund it personally happens before the work is scheduled rather than after. ### Is it worth driving from Eastvale instead of using a local shop? That depends on the vehicle. For a passenger car, no. For a thirty five foot coach with a damaged sidewall, the relevant question is which building can hold it and which crew has repaired laminated construction before. The drive runs roughly twenty miles by SR-71 and SR-91, twenty five to thirty five minutes outside peak hours, and it happens twice: once to drop off and once to pick up. Compare that against a repair performed by a shop learning on your unit. ### What if the shop tells me the repair is not worth doing? Then the shop says so with numbers rather than opinion. The estimate shows the hours, the parts, and the total, and that total gets compared against what the unit is realistically worth. Owners may proceed regardless, and some do because a coach carries value beyond its resale figure. The point is that the information arrives before authorization, before a deposit, and before teardown, which is the only stage where walking away is still simple. ### Does the shop handle both RVs and commercial vehicles? Yes, and the overlap is larger than it looks. A box truck, a service body, and a motorhome all present the same problems: length, height, a body built separately from the chassis, and equipment mounted to a structure that has to stay square. The same measuring area, the same booth, and the same interior shop serve all of them. Fleet files simply carry tighter return dates, so scheduling across departments runs in parallel wherever the sequence allows it. --- OCRV Center. 23281 La Palma Ave, Yorba Linda, CA 92887. (949) 799-3387. info@ocrvcenter.com. Serving Eastvale, California in Riverside County, about 20 miles from the shop. All work is performed in shop at the Yorba Linda facility. No mobile, roadside or on-site service is offered. Scope is body, paint, structural, fiberglass, interior and vehicle systems work. Engine rebuilds, transmission rebuilds, drivetrain work, DOT inspections and emission testing are not performed.