Tesla collision repair — what's different

Tesla bodies use aluminum-intensive construction. Model S and Model X use bonded-aluminum chassis. Model 3 and Model Y use high-strength steel plus aluminum hybrid construction. Cybertruck uses stainless steel exoskeleton.

Aluminum welding requires entirely different equipment, fillers, and technique than steel. Trying to weld aluminum with steel-shop equipment produces weak welds that fail in the next collision. Specialized aluminum welding stations, proper gas mixtures, and trained technicians are non-negotiable for proper Tesla repair.

Tesla high-voltage battery packs run 350–800 volts depending on model. Before any structural work near the pack, the battery must be safely isolated using Tesla's prescribed de-energization procedure. Improper handling can result in electrocution or thermal events.

Body shops working on Tesla need training and equipment for safe high-voltage work — isolation testing, OEM-spec disconnect procedures, and protective gear. Re-energization after repair requires battery management system verification.

Tesla Autopilot relies on cameras, ultrasonic sensors, and (on older Model S/X) radar. Cameras mount on the windshield and behind the front bumper. After any structural body work, glass replacement, or bumper work, those sensors need recalibration to maintain proper geometry.

We perform Tesla ADAS recalibration in-house using static and dynamic procedures. Some calibrations require Tesla service center steps that we coordinate when needed.

Tesla paint codes use proprietary formulations — Pearl White Multi-Coat, Deep Blue Metallic, Solid Black, Midnight Silver Metallic, Red Multi-Coat. The multi-coat colors require spectrophotometer match and test spray; even the solid colors benefit from precise tinting.

Tesla-Approved Body Network shops have access to Tesla-specific paint reference panels. Independent shops use general spectrophotometer matching combined with test spraying. Both can produce excellent results with proper technique.