# Class B Camper Van Repair for Eastvale, California > Steel panel collision work, high top cap repair, roof penetration sealing and power system service for Class B vans from Eastvale. Source: https://ocrv.info/vehicles/rvs-and-motorhomes/class-b-camper-van A Class B camper van keeps the original van body and adds sleeping, cooking and power systems inside. Repair work covers factory steel panel collision damage, fiberglass high top caps, roof penetrations for fans and solar, wet bath surrounds, lithium battery installations and the rear door and slider hardware that carries daily use. ## Pricing Typical range $1,000 to $150,000+, 5 to 800+ hours. Class B vans repair more like a passenger vehicle than an RV on the outside and more like an RV than a van on the inside. The body is factory steel with OEM paint codes, so panel work follows conventional collision practice: measure, pull, replace where the metal is stretched, prime, seal, refinish and blend into adjacent panels. That familiarity ends the moment the job touches the roof or the interior build. Above the belt line the picture changes. Many Class B units carry a molded fiberglass high top bonded and fastened to the cut roof opening, with an internal flange and a bead of urethane doing the sealing. Others run a pop top with a fabric bellows and a lifting mechanism. Both create a joint that flexes on rough pavement, and both are penetrated by a roof fan, a solar array and often an air conditioner. Owners keeping a van at a house in Eastvale usually drive it as a daily vehicle, which means a repair timeline matters more here than on a coach that sits in storage. Parts availability on the base chassis body panels drives most of the schedule. Everything is performed in shop at the Yorba Linda facility, roughly twenty miles out via SR-71 and SR-91. ## Common damage - Slider door track and roller wear - Rear door hinge sag and latch misalignment - Fiberglass high top corner cracks - Roof fan and solar mount leaks - Rocker and lower panel corrosion - Pop top bellows tears at the fold - Wet bath floor soft spots ## Body work on a converted van The complication on a Class B is what sits behind the panel. A factory cargo van has an empty cavity behind the sheet metal. A converted van has furring strips, insulation, wiring runs, water lines and often a cabinet screwed to the wall stud. Panel replacement therefore starts inside: removing interior wall panels, documenting where the conversion added fasteners through the body, and protecting the plumbing and wiring before any heat, welding or pulling begins. Corrosion protection deserves attention on these repairs. Every hole the converter drilled through the shell is a corrosion start point, and many conversions used self tapping screws with no sealant. During panel work those penetrations get cleaned, treated and resealed rather than reassembled as found. Cavity wax goes back into box sections that were opened. Skipping this step produces rust bleed through fresh paint within a couple of years in coastal influenced air. - Interior panels removed before body pulling or welding - Conversion wiring and water lines protected during heat work - Converter drilled penetrations cleaned, treated and resealed - Cavity wax restored in opened box sections - OEM paint code matched then blended into adjacent panels ## High tops, pop tops and roof penetrations A bonded fiberglass high top is a structural addition. When it cracks, the crack usually starts at a corner radius or at a fastener where the flange is thin. Repair grinds a scarf, lays glass to rebuild the laminate, and refinishes with a matched gelcoat or paint. The bond line at the roof opening gets inspected at the same time, because a cap that flexes has often broken its urethane bead somewhere along the front edge where wind load is highest. Pop top mechanisms fail in a more mechanical way. Gas struts lose pressure, scissor hinges wear at the pivot bushing, and the fabric bellows tears at the fold where it has been closed damp. Repair covers hinge rebuild, strut replacement, bellows replacement and re establishing the seal at the closed position. Roof fans, solar mounts and air conditioner flanges all get pulled, cleaned back to bare surface and rebedded rather than having fresh sealant smeared over the old bead. ## Power and water inside a small envelope Modern Class B builds run lithium banks, high output alternator charging, inverters and shore charging in a space the size of a bench seat. Heat management and conductor routing are the recurring problems. Cables passing through a metal bulkhead without a grommet chafe. Battery boxes mounted under a bed without ventilation cook in Inland Empire summer temperatures. After a collision, or as a standalone service, the bank gets load tested, terminations get inspected and re torqued, and routing gets corrected. Water systems in a Class B are compact and unforgiving. A wet bath with a molded pan drains through a fitting that sits inches above the floor, and any flex at that joint puts water into the subfloor rather than the grey tank. Fresh tanks are often mounted under the floor or behind a wheel well where a road hazard can crack them. Pressure testing the system and inspecting the pan to drain joint are part of any interior water damage repair. - Lithium bank load testing and ventilation review - Grommets and chafe protection at every bulkhead pass through - Wet bath pan to drain joint inspection - Under floor fresh tank inspection for road hazard cracks - Inverter and shore charging verified after any electrical repair ## Frequently asked questions ### Will body work damage the interior conversion? Not if the interior comes out first. Wall panels, cabinet fasteners, wiring runs and plumbing near the repair area get removed or protected before pulling, welding or heat work starts. Everything removed gets tagged and photographed so it goes back in the original position. The estimate lists interior removal and reinstallation as line items rather than absorbing them into panel labor. ### Can a cracked fiberglass high top be repaired or does it need replacing? Most cracks repair well. The laminate gets ground to a wide bevel, rebuilt with glass plies and resin, faired and refinished. Replacement enters the conversation when the cap has separated along the bond line over a long run, when the mounting flange is torn, or when a previous repair used filler over a moving crack and the damage keeps returning to the same spot. ### Do you service lithium battery systems in camper vans? Battery and charging system work, inverter and converter repair, wiring and fuse box repair, and shore power and transfer switch work are all in scope. That covers load testing, termination repair, routing corrections, ventilation review and charging verification. Work happens in shop with the vehicle at the Yorba Linda building, which is the safe way to handle a large bank during disassembly. ### My van leaks around the roof fan. Is resealing enough? Resealing over an old bead rarely holds. The correct repair removes the fan, scrapes the flange and roof surface back to a clean substrate, checks the decking or roof panel underneath for softness or corrosion, then rebeds the unit with fresh sealant and new fasteners. If the substrate is compromised, that gets repaired before the fan goes back down. --- 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.