Tesla Collision Repair in Beverly Hills.

Body work on any Tesla starts with the documented high-voltage shutdown and isolation procedure, verified before a panel comes off, before a fastener is cut, and before any welding or grinding happens near the pack. That is not a formality — the pack sits in the floor across the wheelbase, and there is very little of the underside of the car that is not near it.

Because the pack spans the floor and carries load into the body — on the newest cars it is a structural member outright rather than a box bolted underneath — damage assessment includes it. Underbody strikes, rocker and sill impacts, and side collisions all carry defined inspection requirements even when the car drove in under its own power with no warnings on the screen. A pack that has taken an impact also has an observation and handling protocol attached to it, and we follow it.

Where the procedure calls for battery pack service or replacement beyond an independent shop's scope, we tell you plainly and route that portion of the work rather than improvising around it.

Model Y and later Model 3 vehicles use large aluminum castings for the front and rear underbody. They are structurally excellent and they change the economics of a collision, because a casting damaged beyond its specified limits is replaced as a unit — there is no sectioning it and welding in a partial repair the way a shop would with a stamped steel rail.

Model S and Model X are aluminum-intensive in a more conventional sense, with panels and structure that follow the familiar rules: separated tooling, single-use rivets, structural adhesive applied within its open time and allowed to cure, and no heat straightening beyond the specified range because aluminum permanently anneals without showing it.

The practical consequence for you is that the teardown estimate on a Tesla is more likely to change than on most cars, because the significant question — what did the casting or the pack actually take — cannot be answered from a photograph. We write the supplement from what is there, with photographs and the procedure attached, which is also what gets it approved.

Tesla's driver-assistance suite is camera-led: cameras behind the windshield, in the B-pillars, in the front fenders, and at the rear, plus the associated computing. Windshield replacement, mirror or fender work, bumper removal, suspension or ride-height changes, and structural repair can each disturb what those cameras see or where they are aimed.

We complete the camera and sensor calibration the procedure requires for the work performed, and it goes in your file. The point worth understanding is that a car showing no alerts is not evidence of correct aim — a camera can be a few degrees off, report nothing, and simply be worse at its job in exactly the situation it exists for.

Tesla's factory finish is on the thin side and its clear coat is comparatively soft, which is why these cars collect swirl marks, rock chips, and parking-lot scuffs faster than a German sedan does. It also means there is less material to work with in a repair — aggressive polishing that a thicker finish would tolerate can go through this one.

Matching starts with a spray-out card rather than the code, because the code is a formula and your car is a specific object that has spent time in Southern California sun. Multi-Coat Red and the pearl whites are multi-stage finishes where a translucent mid-coat determines the final color, so they get a let-down panel to establish the coat count before anything is sprayed on the car. Every match is checked under corrected daylight lamps and again in real sunlight, and blended into adjacent panels rather than cut to a hard edge.

Given how the factory finish behaves, paint protection film and ceramic coating are worth more on a Tesla than on most cars — particularly across the nose, the hood leading edge, the rocker area behind the front wheels, and the rear arch where the tires throw debris.

Tesla parts availability is the single largest variable in a Tesla repair timeline, and it has been for years. Some components ship quickly; others do not, and there is nothing a shop can do to change a back-ordered structural part. We source through the channels available to us, tell you what the realistic range is at the estimate, and tell you the week a date moves rather than at the end.

We are not a Tesla-approved collision facility, and we would rather say that plainly than let it be inferred. In California your insurer cannot require you to use a particular shop — Insurance Code section 758.5 — and for most Tesla body and paint work an independent shop with the right equipment and procedure discipline is a straightforward choice. Where a repair genuinely requires Tesla's approved network, we will tell you that too.

Model 3, Model Y, Model S, and Model X, including Plaid variants and the earlier aluminum-bodied Model S. Cosmetic, panel, and structural work, plus the appearance work these cars get asked for constantly.

Alongside collision work we do paint protection film, ceramic coating, color change wraps, chrome delete, and wheel refinishing on Teslas — the wheel work in particular, because the large aero wheels on these cars find Beverly Hills curbs with impressive consistency. All of it in-house at the same shop.