AUTO BODY SHOP ORLANDO
Four years operating Orlando's auto body shop, staffed by technicians with far longer careers in the trade. From minor dings to major collision repair, we restore your vehicle to showroom condition with a written warranty.
4
Years in Business
5,000+
Vehicles Repaired
100%
Color Match Rate
4.9★
Google Rating
AUTO BODY SHOP SERVICES
Paint and body work for anything that drives in, from a daily driver with a parking-lot crease to a supercar on a flatbed. The starting prices below are for straightforward work on a conventional panel; what moves them is the material under the paint and what the impact reached behind it.
Paint Services
- •Complete paint jobs
- •Spot repair & blending
- •Custom colors
- •Ceramic coating
- •Paint correction
- •Clear coat restoration
From $599
Dent & Ding Repair
- •Paintless dent repair
- •Hail damage repair
- •Door ding removal
- •Crease repair
- •Body filler work
- •Panel replacement
From $149
Major Body Work
- •Quarter panel repair
- •Rocker panel replacement
- •Rust repair & prevention
- •Structural welding
- •Frame straightening
- •Unibody repair
From $1,299
Collision Repair
- •Front-end collision
- •Rear-end damage
- •Side impact repair
- •Rollover damage
- •Undercarriage repair
- •Suspension damage
From $2,499
THREE JOBS THAT ARE NEVER WHAT THEY LOOK LIKE
If one of these is why you are reading this page, here is what is actually involved before you call anyone.
A crease in an aluminum door
On a steel door this is often a paintless pull. On aluminum it usually is not. Aluminum work-hardens where it is bent, has very little elastic memory, and will crack rather than return, so the same crease is worked in small stages with controlled heat and frequently ends as a panel replacement instead. The honest answer needs the panel in front of us and a look at the back side.
A scuffed bumper cover on a modern car
The cover is plastic and refinishing it is straightforward. What is behind it is not: forward radar for adaptive cruise and automatic braking mounts in the bumper area on most current cars, and parking sensors and cameras sit in the cover itself. Taking the cover off and putting it back means those sensors have to be checked and, where the manufacturer requires it, recalibrated, or the car goes back on the road aiming at something other than what it sees.
The panel that "just needs paint"
Rarely just paint. Getting to it means pulling trim held by clips that break on removal by design, and on structural assemblies many of the bolts are torque-to-yield and single use, so they are replaced rather than reinstalled. None of that is visible in the finished car, which is exactly why it gets left out of a cheap quote and why two estimates on the same panel can be far apart before anyone has argued about labor.
THE COLOR IS DECIDED BEFORE ANYTHING IS SPRAYED
A finish that matches under shop lights and separates in the parking lot is the single most common way a repaint gives itself away. Here is the order that prevents it.
Disassembly, then assessment
An estimate written through a bumper cover is a guess. The cover, the liners, the lamp brackets and the trim come off first, because the crush that matters is usually on the absorber, the rebar or the mounting tabs behind them, and none of it is visible from outside.
Substrate preparation, which differs by material
Bare aluminum grows a new oxide layer within minutes of being sanded, so it gets etched and primed immediately rather than left overnight. A plastic bumper cover needs adhesion promoter or the paint releases in sheets later. Steel that was ground back has lost its corrosion protection and gets it restored before anything else goes on.
Color developed on a card, not on your car
The paint code is where mixing starts, not where it ends. A spray-out card is sprayed with the same gun, the same pressure and the same number of coats the panel will get, cleared, and held against the vehicle in daylight. Tri-coat and pearl finishes get a let-down card showing one, two and three coats of the translucent mid coat, because on those finishes the color is set by how many went on.
Base blended out, clear carried to a break
Color is faded into the adjacent panel instead of stopped at the panel edge, so the eye never gets a hard line to compare across. Clear then runs the full panel to a natural break line, because a clear edge in the middle of a surface will show as a witness line in raking sun.
Cure first, cut and polish second
Fresh clear keeps shrinking after it looks dry. Polish it too early and the sanding marks you removed reappear as the film pulls down over them. The panel is cured before it is denibbed and buffed, which is why the finish still reads flat months later.
WRITTEN WARRANTY ON ALL PAINT WORK
We stand behind our work with a written warranty
LUXURY & EXOTIC BODY WORK
Certified technicians trained in aluminum, carbon fiber, and exotic materials
Mercedes-Benz
BMW
Audi
Porsche
Range Rover
Lexus
Ferrari
Lamborghini
McLaren
Maserati
Bentley
Rolls-Royce
What changes when the panel is not steel
Aluminum is not heat-straightened like steel
Steel tells you how hot it is by changing color. Aluminum gives no such signal, and once a heat-treated alloy passes its threshold the temper in that zone is gone and does not come back on cooling. So heat is governed by measurement, the metal is worked in stages because it has almost no spring back, and aluminum work is kept away from steel grinding, since steel particles embedded in aluminum corrode it from the inside out.
Most aluminum structure is bonded and riveted, not welded
On a lot of aluminum and mixed-material bodies the factory joins the seam with structural adhesive and self-piercing rivets, because a weld would anneal the joint it is holding together. The adhesive carries the shear load, the rivets clamp it while it cures and hold it against peel. Whether a seam is welded, bonded, riveted or replaced whole is written per seam by the manufacturer, and swapping one for an easier one changes how the car folds the next time. Where the procedure does call for weld, it calls for equipment built for the material. We keep welding equipment specific to this work, on its own consumables, because the wire, the shielding gas and the heat control that suit steel will not put a sound joint in aluminum, and anything that has touched steel carries contamination into the weld.
Carbon fiber hides its damage under good paint
Composite does not dent. It survives the hit or the laminate cracks and separates, often beneath a clearcoat that still looks perfect. Clearcoat and outer cosmetic layers are repairable. Damage into the structural laminate is a different question, and a composite crash structure is designed to consume itself absorbing energy, so it is replaced rather than restored. Finding the separation starts by tapping across the surface: a sound area rings, a delaminated one goes dull.
CERTIFIED EXCELLENCE
I-CAR Gold Class
Highest industry training certification
ASE Certified
Master technicians in auto body repair
PPG Certified
Factory-approved paint application
OEM Certified
Manufacturer-approved repair procedures
BEFORE & AFTER
Two cars that arrived on a flatbed. Drag the divider. What is worth looking at is not the paint, it is the panel gaps and the reflection running unbroken across the repaired area into the panel next to it.
Ferrari 488 Pista • Full Collision Restoration
WHAT ORLANDO SAYS
RESTORE YOUR VEHICLE TODAY
Free estimates • Insurance approved • Written warranty • Loaner vehicles available
Call or text us now:
407-296-4466620 N. Hastings St, Orlando, FL 32808
Monday-Friday 7:30 AM - 5:30 PM • Saturday 8:00 AM - 3:00 PM
Minutes from I-4, the 408 and the 417, so most of Orange, Seminole and Osceola County is a short drive: Winter Park, Maitland, Altamonte Springs, Longwood, Lake Mary, Oviedo, Apopka, Windermere, Dr. Phillips, Lake Nona and Kissimmee. If the car is not drivable, call before you arrange anything, because where a damaged car gets hooked and lifted from decides whether the tow adds to the repair.