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CHEVROLET BODY SHOP LEWISVILLE, TX

Silverado, Tahoe, Suburban, Colorado, Equinox, Traverse, Camaro — repaired the way GM engineered them. Here’s the part most Silverado owners don’t know: since 2019 the hood, doors, and tailgate are aluminum while the cab and bed stay steel — a two-discipline truck that punishes one-discipline shops. GM procedures pulled per model and year, genuine GM parts pushed in writing, Chevy Safety Assist recalibrated in-house, Tintcoat reds blended right. Free loaner, written lifetime warranty, direct billing to every carrier.

Start My Chevy Repair Every Model We Repair
Aluminum closures & steel structure — both done right
GM’s published procedures on every repair
Chevy Safety Assist calibration & GDS2 scans in-house
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Customer's vehicle fully repaired after a side-impact claim at DG Collision Center in Lewisville TX — the documentation standard every Chevrolet claim gets
TL;DR

DG Collision Center repairs Chevrolets to GM’s published procedures — and on the 2019+ Silverado that takes two disciplines in one truck: the hood, doors, and tailgate are aluminum (repaired in our dedicated isolated aluminum bay) while the bed, roof, fenders, and a cab cage built from seven grades of steel get conventional structural repair. Genuine GM parts get argued for in writing, Chevy Safety Assist gets recalibrated in-house with pre- and post-repair scans on GM’s GDS2 platform, and Tintcoat reds and Tricoat pearls get real blend panels. Direct billing to every carrier; your out-of-pocket is your deductible, once.

  • The Silverado is a two-discipline truck — aluminum where you touch it (hood, doors, tailgate, ~450 lbs saved), steel where it works (bed, roof, cab). One repair can cross both bays.
  • Tahoe and Suburban are body-on-frame — DFW’s family armada goes to the frame bench after a hard hit, measured within 1mm of factory spec.
  • GM names its hard paint honestly — “Tintcoat” reds carry color in a tinted clear layer; “Tricoat” pearls are three-stage. Both demand blend panels.
  • Summit White WA8624 has been GM’s fleet white for four decades — age drift makes even the easy white a blend judgment on older trucks.
  • Chevy Safety Assist rides the windshield camera — glass replacement is a guaranteed calibration event; rear-corner radar makes bumper work one too.
  • OEM parts have legal backup — Texas Insurance Code §1952.301 bars insurers from dictating parts by brand, type, or condition. We make that argument for you.

Reviewed by Shah Jiwani · Owner, DG Collision Center Updated I-CAR Gold Class · PPG Certified

The Bowtie Brigade — And Its Split Personality

Count vehicles in any DFW school pickup line or church parking lot and the bowtie shows up everywhere: Silverados working and commuting, Tahoes and Suburbans hauling entire youth sports teams, Equinoxes and Traverses doing the daily grind. What that fleet brings through our doors is the full damage catalog — parking-lot door hits on the family SUVs, trailer and job-site scrapes on the trucks, tollway rear-enders on all of them, and every spring, hail across some of the broadest hoods and roofs in the business.

The repair story most Chevy owners have never heard: the modern Silverado is two trucks in one skin. Since 2019, the hood, doors, and tailgate — inners and outers — are aluminum, saving about 450 pounds, while the bed, roof, and fenders stay steel and the cab cage underneath uses seven different grades of it, each chosen for its crash role. Done right, one collision repair can route panels to our isolated aluminum bay while the structure gets conventional steel repair next door — and GM’s sectioning calls on that seven-grade cage get honored to the letter, because substituting the wrong steel in the wrong place changes how the cab protects you. The big SUVs add their own discipline: Tahoe and Suburban are body-on-frame, so a hard hit means the frame bench, measured within 1mm of factory spec.

Round it out with Chevy Safety Assist calibration — much of the front suite lives in the windshield camera — Tintcoat paint that names its own difficulty, and GM’s EV wave arriving with high-voltage rules, and you have the case for a Chevy-literate shop. One honest note about the gallery below: the side-impact repair pictured is a customer’s Honda Civic, not a Chevy — it shows the documentation standard every claim here gets, badge regardless.

The Lineup

EVERY CHEVY, AND ITS QUIRKS

Eight models cover most of what DFW drives — each with its own repair personality.

Silverado 1500

The two-discipline truck: aluminum hood, doors, and tailgate on a steel bed and seven-grade cab cage. Door and tailgate hits go to the aluminum bay; structure stays conventional. EV version adds high-voltage steps.

Silverado HD 2500 / 3500

The gooseneck-and-jobsite workhorse — bed-side creases, backing hits, mirror strikes. After a hard pull, the frame goes on the bench and gets measured, not eyeballed.

Tahoe

DFW’s default family hauler — and body-on-frame, which most owners forget until a hard hit. Door edges and quarters take the parking-lot abuse; the frame bench handles the rest.

Suburban

The airport-run and road-trip flagship — longest in the lot, first to get clipped in it. Liftgate and rear-corner repairs mean blind-zone radar calibration before delivery.

Colorado

The right-sized steel-bodied truck, with ZR2 trims adding trail rash and rocker hits to the usual catalog. Conventional repairs done to GM’s procedures, same documentation discipline.

Equinox

The commuter crossover we see year-round — tollway rear-enders and parking damage. The Equinox EV brings GM’s under-floor battery, so HV disable comes before structure work.

Traverse

Three rows of school-run duty — door dings, quarter panels, liftgates. Three rows of passengers is also three rows of reasons the safety systems get verified by scan before delivery.

Camaro

Out of production now, which makes clean examples worth repairing right — quarter panels and rear bumpers from spirited exits, matched panel gaps, and paint that has to disappear into the original.

Chevy Paint, By The Code

GM prints the WA paint code on the service parts identification sticker — usually in the glovebox — and it’s where every refinish starts. Give GM credit for naming its hard colors honestly: a “Tintcoat” red carries its color in a tinted translucent layer over the base, so film thickness literally decides the shade, and a “Tricoat” pearl is a three-stage system where the mid-coat makes or breaks the match. The name on your window sticker is the warning label.

Color
What It Is
The Match Reality
Summit White (WA8624)
GM’s fleet white for four decades
The “easy” one — but forty years of production means age drift, so older panels earn a blend judgment
Cherry Red Tintcoat
Tinted-clearcoat red
Color lives in the tinted layer — a coat too heavy reads darker than the truck; blend required
Cajun Red Tintcoat
Tinted-clearcoat red
Same discipline — sprayout card proven before the gun touches your truck
Iridescent Pearl Tricoat
Three-stage pearl white (Tahoe/Suburban favorite)
Pearl mid-coat density decides the color — blend panel non-negotiable
Black
Deep gloss black
Shows every texture flaw — polish discipline is the match
Silver Ice Metallic
Fine-metallic silver
Metallic orientation shows striping if sprayed wrong — technique color

Whatever the code says, the process is the same spectrophotometer-and-sprayout discipline — read the actual panel, prove the mix on a card, and blend into the adjacent panel so there’s no edge for the Texas sun to find.

The Chevy Repair, By The Book

Five steps, none optional — and on a Silverado, step two is the one that separates shops:

1 — GM’s Procedures Come First

Every repair starts in GM’s published collision procedures for your exact model and year. The Silverado’s cab cage uses seven different grades of steel, each chosen for its crash role — which is exactly why sectioning and replace-only calls get honored to the letter, not eyeballed.

2 — Two Materials, Two Disciplines, One Truck

Aluminum hood, doors, and tailgate go to the dedicated aluminum bay — aluminum can’t share tools or airspace with steel work — while the steel bed, roof, and cab get conventional repair. One job, routed correctly, instead of one discipline forced onto the wrong metal.

3 — Blueprint At Teardown

Full disassembly of the damaged area, every hidden finding photographed and itemized into one documented supplement. A drive-by estimate prices what a camera can see; a blueprint prices the actual repair — and the difference is paid by the carrier through the supplement process, not by you.

4 — Genuine GM Parts, Argued In Writing

On structural and safety components we push genuine GM parts and put the argument to the adjuster in writing. Texas Insurance Code §1952.301 bars insurers from limiting coverage by the brand, type, kind, age, vendor, supplier, or condition of parts — that fight is ours to have, not yours.

5 — Chevy Safety Assist Calibration And Scans, In-House

Pre- and post-repair scans run on GM’s GDS2 platform, and Chevy Safety Assist components get recalibrated in-house — much of the front suite lives in the windshield camera, making glass replacement a guaranteed calibration event, and the blind-zone radar in the rear corners makes bumper work one too. Documentation goes in your delivery file.

Chevy Hit? Hailed On? Send Photos.

Text a few photos with your year and model — we’ll answer with a realistic range, usually within minutes during shop hours. Claim filed or not, no obligation.

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Common Questions

CHEVROLET REPAIR FAQ

Since 2019, yes: the hood, doors, and tailgate are aluminum — inners and outers — while the bed, roof, fenders, and cab stay steel. That saved about 450 pounds, and it quietly turned the Silverado into a two-discipline repair: aluminum closures need our isolated aluminum bay and aluminum-specific tools, while the steel structure gets conventional repair. A shop that only does one will get your truck wrong.
Yes — pulled fresh for your exact model and year at the start of every repair. The Silverado's cab cage alone uses seven different grades of steel, each chosen for its location, so GM's sectioning and replace-only calls get honored to the letter. Pre- and post-repair scans run on every job on GM's GDS2 platform.
Very likely. Much of Chevy's front safety suite — automatic emergency braking, forward collision alert, lane keep assist — runs through the windshield camera, so glass replacement is a guaranteed calibration event. The blind-zone and rear cross-traffic radar sits in the rear bumper corners, so rear-corner repairs trigger it too. We calibrate in-house and document it in your delivery file.
Yes — and give GM credit for honesty: the color names say the quiet part out loud. A "Tintcoat" red carries its color in a tinted translucent layer, so film thickness decides the shade; a "Tricoat" pearl is a three-stage system where the mid-coat makes or breaks the match. Both get a spectrophotometer reading, a proven sprayout card, and a blend into the adjacent panel. Even Summit White — GM's fleet white for four decades — earns a blend judgment on an aged panel.
Usually not — but the Silverado has a wrinkle most owners don't expect: the roof and bed that take hail are steel, while the hood that takes the worst of it is aluminum, which work-hardens and demands different PDR technique. We count every dent under proper PDR lighting, work each panel with the technique its metal requires, and show you the total-loss math before you commit if the number ever gets close.
On structural and safety components we push hard for genuine GM parts and put the argument to the adjuster in writing. Texas Insurance Code §1952.301 bars insurers from limiting coverage by the brand, type, kind, age, vendor, supplier, or condition of parts — that fight is ours to have, not yours.
Yes. GM's EVs put a high-voltage battery under the floor, so collision work starts with HV disable and isolation checks per GM's procedures before anyone touches the structure. Our technicians carry I-CAR electrical/EV training, and the same documentation discipline — blueprint, supplement, calibration, scan — applies battery or not.
No — in Texas that choice is yours by law. Insurance Code §1952.301 bars any insurer from requiring a particular repair facility as a condition of paying a covered claim. We bill every carrier direct, handle the supplements, and your out-of-pocket stays your deductible, once.

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START YOUR CHEVY REPAIR

Tell us which Chevy you drive and what happened — we’ll call back with the real number and next steps.

Prefer to talk now? Call (972) 219-0864 · or text us photos

Chevrolet, Silverado, Tahoe, Suburban, Colorado, Equinox, Traverse, Camaro, Blazer, and Chevy Safety Assist are trademarks of General Motors LLC. DG Collision Center is an independent repair facility and is not affiliated with, sponsored by, or endorsed by General Motors or its dealers. References are for factual identification only.

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