# Ford Body Shop Lewisville TX | F-150 Aluminum Repair DFW > Ford body shop in Lewisville — F-150, Super Duty, Explorer, Bronco. Isolated aluminum bay, Co-Pilot360 calibration, tinted-clearcoat paint match. (972) 219-0864. - Canonical page: https://dgcollision.com/ford-body-shop-lewisville/ - This file: Markdown twin of the page above (clean text for AI assistants and crawlers) - Business: DG Collision Center, 693 Metro Park Cir #20, Lewisville, TX 75057 — (972) 219-0864 (text: 817-907-2822) — since 1978 - Hours: Mon–Fri 8:30am–5:30pm, Sat 10am–1pm, closed Sunday · 24/7 towing · 4.9/5 on 500+ Google reviews - Full site index for assistants: https://dgcollision.com/llms.txt - Last generated: 2026-08-14 --- # FORD BODY SHOP LEWISVILLE, TX F-150, Super Duty, Ranger, Maverick, Explorer, Expedition, Bronco, Mustang — repaired the way Ford engineered them. That mostly means aluminum: an isolated bay, self-piercing rivets and structural adhesive per Ford’s procedures, and no steel tools near your panels — ever. Genuine Ford parts pushed in writing, Co-Pilot360 recalibrated through our calibration specialists, tinted-clearcoat reds blended right. Free loaner, written lifetime warranty, direct billing to every carrier. Every Model We Repair Isolated aluminum bay — F-150 & Super Duty done right Ford’s published procedures on every repair Co-Pilot360 calibration & scans in-house 4.9★ · 500+ Google reviews · since 1978 TL;DR DG Collision Center repairs Fords the way Ford engineered them — and for the trucks, that means aluminum. The F-150’s body has been aluminum since 2015, the Super Duty’s since 2017, and the Expedition’s since 2018, so a real Ford repair runs through a dedicated, isolated aluminum bay with self-piercing rivets and structural adhesive per Ford’s procedures — an investment many DFW shops never made. Genuine Ford parts get argued for in writing, Co-Pilot360 cameras and radar get recalibrated through our calibration specialists with pre- and post-repair scans, and tinted-clearcoat colors like Ruby Red get real blend panels. Direct billing to every carrier; your out-of-pocket is typically your deductible, once. - F-Series has been America’s best-selling truck for over four decades — and DFW job sites, ranches, and tollways keep ours busy with them. - Aluminum is the Ford difference — F-150 (2015+), Super Duty (2017+), Expedition (2018+): isolated bay, rivet-and-adhesive joins, never steel tools on aluminum panels. - Hail on an aluminum hood is a specialist’s job — aluminum work-hardens, so both the technique and the dent count change. Counted under proper PDR lighting here. - Ford’s hard colors are tinted clearcoats — Ruby Red RR and Rapid Red D4 carry their color in a translucent layer, so film thickness decides the shade. Star White AZ is a true tri-coat. - Co-Pilot360 triggers calibration — windshield camera, grille radar, BLIS radar in the rear corners — all handled in-house with documentation. - 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](https://dgcollision.com/about/shah-jiwani/) · Owner, DG Collision Center Updated August 3, 2026 I-CAR Gold Class · PPG Certified ## Truck Country Runs On Fords — And Fords Run On Aluminum The F-Series has been America’s best-selling truck for more than four decades, and nowhere is that more visible than North Texas: F-250s hauling to job sites down I-35E, ranch trucks working the country north of Denton, Mavericks and Explorers on every school run in between. What that parade brings through our doors is its own damage catalog — bed-side and tailgate hits, backed-into-trailer creases, job-site mirror strikes, and every spring, hail spread across acres of truck sheet metal. The full aluminum hail playbook — technique, honest costs, the claim — lives on our dedicated [F-150 hail damage repair page](https://dgcollision.com/f150-hail-damage-repair/). Here’s the part many owners still don’t know: that sheet metal usually isn’t steel. Ford moved the F-150 to an aluminum body in 2015, the Super Duty followed in 2017, and the Expedition in 2018 — and aluminum changes everything about a correct repair. It can’t share tools or airspace with steel work (embedded steel dust causes galvanic corrosion that blooms months later), structural joins use self-piercing rivets and adhesive rather than the welds of the steel era, and dents fight back because aluminum work-hardens as it bends. That’s why our [isolated aluminum bay](https://dgcollision.com/services/aluminum-repair/) exists — and why a chunk of DFW shops still quietly decline aluminum trucks. The rest of the Ford story is familiar discipline applied brand-specifically: [Co-Pilot360 calibration](https://dgcollision.com/services/adas-calibration/) after windshield, front-end, or rear-corner work; tinted-clearcoat paint that punishes film-thickness mistakes; and high-voltage handling for PowerBoost hybrids, the Lightning, and the Mach-E. Accident or hail, January or April — teardown, blueprint, one documented supplement, direct billing. The hail repair pictured below is a customer’s F-150 — hood counted and marked under PDR lighting, then worked with the aluminum-specific technique those panels demand. The Lineup ## EVERY FORD, AND ITS QUIRKS Eight models cover most of what DFW drives — each with its own repair personality. ### F-150 Aluminum body since 2015 — roughly 700 pounds lighter, and a repair discipline most shops never invested in: isolated bay, self-piercing rivets, structural adhesive per Ford spec. PowerBoost and Lightning add high-voltage steps. ### Super Duty F-250 / F-350 Aluminum cab and bed since 2017 on a frame that works for a living. Job-site damage, gooseneck and backing hits — and after a hard pull, real [frame measurement](https://dgcollision.com/services/frame-straightening/) on a bench, not eyeballing. ### Expedition The F-150’s aluminum body discipline in three-row form since 2018 — same bay, same rivet-and-bond repairs, plus the door-edge and liftgate wear of full-time family duty. ### Explorer The school-run and rideshare workhorse of DFW — door edges, quarter panels, and liftgates take the abuse, and Co-Pilot360 means the repair isn’t done until calibration passes. ### Ranger The right-sized truck for suburban driveways — steel-bodied, conventionally repaired, with Tremor trims adding trail scrapes and rocker hits to the usual parking-lot catalog. ### Maverick The little unibody truck that’s everywhere now — hybrid in most driveways, which means crumple-zone repairs come with high-voltage precautions in a truck shape. ### Bronco Doors-off summers and trail pinstripes — removable panels make some repairs simpler, and make panel alignment the tell of a careful shop. Rocker and corner hits are the Bronco signature. ### Mustang DFW’s favorite rear-wheel-drive handful — rear-quarter and bumper repairs we see more often than anyone admits. The Mach-E wears the badge too, and brings high-voltage discipline with it. ## Ford Paint, By The Code Ford’s code lives on the door-jamb sticker, and it’s where every refinish starts. The Ford-specific trap is the tinted clearcoat: on colors like Ruby Red and Rapid Red, the color itself rides in a translucent tinted layer over the base — so the film thickness of that layer literally decides the shade. A repair sprayed one coat heavy reads darker than the truck next to it, and no formula fixes what technique got wrong. | Code & Color | What It Is | The Match Reality | |---|---|---| | YZ Oxford White | The fleet-and-work-truck classic | The straightforward one — texture match still decides it | | RR Ruby Red | Metallic tinted-clearcoat red | Color lives in the tinted layer — film thickness changes the shade; blend required | | D4 Rapid Red | Newer tinted-clearcoat red | Same discipline as RR — sprayout card proven before the gun touches your truck | | AZ Star White | True three-stage tri-coat white | Pearl mid-coat density decides the color — blend panel non-negotiable | | UM Agate Black | Deep gloss black | Shows every texture flaw — polish discipline is the match | | M7 Carbonized Gray | Fine-metallic dark gray | Metallic orientation shows striping if sprayed wrong — technique color | Race Red PQ, Iconic Silver JS, Velocity Blue E7, White Platinum Pearl UG — the rest of the Ford deck runs through the same [spectrophotometer-and-sprayout process](https://dgcollision.com/services/paint-refinishing/). The gear matters less than the refusal to skip the blend panel when the formula alone “looks close.” ## The Ford Repair, By The Book Five steps, none optional — and on a Ford, step two is the one that separates shops: #### 1 — Ford’s Procedures Come First Every repair starts in Ford’s published collision procedures for your exact model and year. Where Ford says replace instead of repair, that’s what happens — and aluminum structural joins follow Ford’s specifications for self-piercing rivets and structural adhesive, not improvised welds. #### 2 — Aluminum Handled In Isolation F-150, Super Duty, and Expedition bodies never meet steel tools here. The [dedicated aluminum bay](https://dgcollision.com/services/aluminum-repair/) runs its own tool set in its own airspace — because steel dust embedded in aluminum causes galvanic corrosion that surfaces months after delivery — and the technicians carry I-CAR aluminum-specific training. #### 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](https://dgcollision.com/guides/insurance-estimate-final/), not by you. #### 4 — Genuine Ford Parts, Argued In Writing On structural and safety components we push genuine Ford parts and put the argument to the adjuster in writing. [Texas Insurance Code §1952.301](https://statutes.capitol.texas.gov/Docs/IN/htm/IN.1952.htm) 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 — Co-Pilot360 Calibration And Scans, In-House Pre- and post-repair scans run on every job, and Co-Pilot360 components — windshield camera, radar behind the grille, BLIS blind-spot radar in the rear corners — get recalibrated through our calibration specialists with the documentation in your delivery file. No dealership sublet adding days to your repair. Real Results ## AN F-150 HOOD, COUNTED AND REPAIRED Drag the slider. A customer’s Ford F-150 hood after North Texas hail — every dent counted and marked under PDR lighting, then worked with aluminum-specific technique and delivered without repainting, billed direct to the carrier. Before After #### F-150 Hood PDR — Hail Claim Counted and marked under PDR lighting, aluminum technique — deductible once, factory paint preserved ### Ford 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. Aluminum or steel, claim filed or not, no obligation. Common Questions ## FORD REPAIR FAQ **Q: Can you actually repair an aluminum F-150?** A: Yes — it's one of the reasons this shop built a dedicated, isolated aluminum bay. Aluminum panels can't share tools or airspace with steel work, because embedded steel dust causes galvanic corrosion that surfaces months after delivery. Structural joins use self-piercing rivets and structural adhesive per Ford's procedures, not improvised welds. Plenty of DFW shops still decline aluminum trucks; we invested in doing them right. **Q: Do you follow Ford's factory repair procedures?** A: Yes — pulled fresh for your exact model and year at the start of every repair. That matters most on the aluminum trucks: F-150 (2015 on), Super Duty (2017 on), and Expedition (2018 on) structural repairs follow Ford's rivet-and-bond specifications, replace-only calls get honored, and pre- and post-repair scans run on every job. The same aluminum engineering wears the family’s luxury badge too — the Navigator shares the Expedition’s bones and the Kentucky line that builds them — and gets the white-glove version of this discipline on our [Lincoln page](https://dgcollision.com/lincoln-body-shop-lewisville/). **Q: Can hail dents on an aluminum F-150 be fixed with PDR?** A: Yes — with aluminum-specific technique. Aluminum work-hardens as it bends, so it fights back harder than steel and punishes clumsy pushing with cracked paint or a stretched panel. Our techs count every dent under proper PDR lighting and work aluminum panels with the patience they demand. On qualifying comprehensive claims the money works like any hail claim: billed direct, your deductible once. **Q: Will Co-Pilot360 or BLIS need recalibration after my repair?** A: Very likely. The forward camera sits at the windshield, the radar behind the grille area, and the BLIS blind-spot radar in the rear corners — so windshield replacement, front-end work, and rear-corner or tailgate repairs each trigger calibration on a Co-Pilot360 vehicle. We calibrate through our specialists and verify with a post-repair scan, documented in your file. **Q: Can you match Ruby Red, Rapid Red, and Star White?** A: Yes — and Ford's hard colors fail differently than most brands'. Ruby Red RR and Rapid Red D4 are tinted-clearcoat reds: the color rides in a translucent tinted layer, so film thickness literally changes the shade — sprayed a coat heavy, the repair reads darker than the truck. Star White AZ is a true three-stage tri-coat. Spectrophotometer reading, sprayout card proven first, and a blend into the adjacent panel — every time. **Q: Do you use genuine Ford parts?** A: On structural and safety components we push hard for genuine Ford 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. **Q: Do you repair the F-150 Lightning and PowerBoost hybrid?** A: Yes. The Lightning pairs the same aluminum body with a high-voltage battery, and the PowerBoost hybrid carries high-voltage components of its own — so collision work starts with HV disable and isolation checks per Ford's procedures before anyone touches the structure. Our technicians carry I-CAR electrical/EV training, and the aluminum discipline is the same bay either way. **Q: Can my insurance company send my Ford to their shop instead?** A: Not without your say-so. Texas Insurance Code §1952.301 bars any insurer from requiring a particular repair facility as a condition of paying a covered claim — the shop is your choice. We bill every carrier direct, handle the supplements, and your out-of-pocket stays your deductible, once.