# Electric Delivery Van Repair for Eastvale, California > Composite panel, door and structure repair on electric delivery vans with high voltage isolation and fleet livery work. Source: https://ocrv.info/vehicles/specialty-and-mobile-business/electric-delivery-van An electric delivery van carries a purpose built cargo body over a skateboard style battery platform. Repair work covers composite and thermoplastic body panel repair, structural section work, sliding and rear door mechanisms, roof and charge port penetrations, high voltage isolation during body work, shelving reinstallation and fleet livery refinishing. ## Pricing Typical range $1,500 to $80,000+, 10 to 400 hours. Electric delivery vans changed what a work van is made of. Many use large thermoplastic or composite exterior panels rather than steel, chosen because they resist the low speed dents that plague a route vehicle. Those panels do not repair like sheet metal. They flex, they crack rather than crease, and they require material identification before anybody decides how to fix them. Underneath, the platform is a battery pack integrated into the floor structure with the drive components at the axles. That layout means underbody strikes and curb impacts are potentially high voltage events, and it means body repair procedures include isolating and verifying the system before any heat, grinding or drilling near pack and cable locations. None of that is optional, and it changes the sequence of the whole job. Delivery operators working the Eastvale and Mira Loma distribution corridor run these on tight urban routes with constant stopping, which produces low speed damage rather than heavy collisions. The vehicle comes roughly twenty miles to the Yorba Linda facility. Body, structure, doors, roof penetrations, shelving reinstallation and livery all happen in shop. Engine and drivetrain service is not applicable and mechanical drive service is not performed. ## Common damage - Cracked composite panels from low speed contact - Worn sliding door rollers and tracks - Rear door hardware wear from high cycle counts - Leaks at roof equipment fasteners - Charge port door and surround damage - Curb and underbody strikes - Faded and damaged fleet wrap panels ## Composite and thermoplastic panel repair The first step is identifying the material, because the repair method follows from it. Thermoplastic panels can often be welded with matched filler rod, which restores continuity in a way an adhesive patch does not. Thermoset composites require laminate repair with matched reinforcement and resin. Getting this backwards produces a repair that separates, and on a panel that flexes in service it separates quickly. A small test coupon from the damaged area settles the question quickly when the material is not marked. Preparation and finish matter as much as the repair itself. Composite and thermoplastic surfaces need the correct adhesion promoter and a flexible primer system, and the topcoat has to tolerate panel movement without cracking at the repair boundary. Where a panel is cracked across a large area or has lost its shape, replacement between mounting points produces a better and faster result than an extensive repair. Panel mounting hardware gets replaced rather than reused, because composite mounting points do not tolerate a second over torque. - Material identified before any repair method is chosen - Thermoplastic welded with matched filler rod where suitable - Thermoset composites repaired with laminate and matched resin - Adhesion promoter and flexible primer system used - Panel replacement chosen where cracking is extensive ## Doors, roof penetrations and route wear A delivery van door cycles hundreds of times a day, and on an electric van it is often powered and interlocked with the vehicle systems. Rollers, tracks, actuators and seals all wear at a rate driven by cycle count rather than mileage. Repair rebuilds the mechanical side first, restoring track and roller condition and door position in the aperture, then addresses actuator adjustment and the control side. Interlock behavior gets checked with the vehicle cycling normally rather than on a bench. Roof penetrations are the other route wear item. Cooling equipment, antennas, beacons and vents are all holes through the roof structure, and on a composite roof the fastener detail matters even more than on steel because a fastener over tightened into composite crushes the material and creates a leak path. Repair removes the equipment, restores the panel around the fastener with proper reinforcement, and rebeds the unit with correct hardware and torque. ## High voltage discipline and fleet finish Before body work near pack, cable or component locations, the high voltage system is shut down per the platform procedure, disabled and verified. That verification is recorded. No heat, welding, grinding or drilling happens near those areas until it is complete. After repair, routing, mounting and protection are inspected before the system is brought back up, and the vehicle is tested before release. Nothing is returned to the operator until the isolation record, the repair record and the post repair test results are all in the file. Fleet livery is the visible outcome. Large format wraps are common on these vans, and matching a single panel of an aged wrap is usually unsatisfactory, so panel by panel replacement works only when the film is still current and unfaded. Where it is not, rewrapping a full side or the whole vehicle is the honest recommendation. Painted fleet colors get matched to the actual vehicle rather than the original code. - High voltage shutdown, disable and verification recorded - No heat or metal work near pack areas before verification - Routing and protection inspected before power up - Wrap panel replacement only where film is unfaded - Fleet colors matched to the actual vehicle in service ## Frequently asked questions ### Can composite body panels be repaired or must they be replaced? Both are done and material identification decides which. Thermoplastic panels weld successfully with matched filler rod, restoring continuity across the damage. Thermoset composites repair with laminate work. Replacement between mounting points becomes the better route when cracking is extensive, when the panel has lost shape, or when repair time exceeds the cost of the component. ### Does the high voltage system have to be disabled for body work? Yes, whenever work involves heat, welding, grinding or drilling near pack, cable or component locations. The shutdown follows the platform procedure, the system is disabled and verified, and that verification is recorded before anything else happens. After repair, routing, mounting and protection are inspected before the system is brought back up and the vehicle is tested. ### How is a damaged wrap handled on a fleet vehicle? By looking at how the surrounding film has aged. A recently wrapped van can have single panels replaced with a match nobody notices. A van that has been in the sun for years cannot, because new film beside old film is obvious from across a parking lot. In that case rewrapping a full side or the whole vehicle is the recommendation, and it is stated as such. ### Will shelving and route equipment be reinstalled correctly? Yes. Shelving, partitions, floor liners and route equipment are removed before body work, documented with photographs and tagged, then reinstalled in the same positions. Where the original mounting damaged the body or left unsealed penetrations, reinstallation uses a corrected method with proper backing and sealing, and that correction appears as a line on the estimate. --- 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.