Stellantis (FCA and Groupe PSA) Certified Collision Repair Center

Chrysler, Dodge, Jeep, RAM, Fiat and Alfa Romeo — all administered as one manufacturer program rather than six separate ones.

A note on the name, because it causes confusion: the manufacturer was Fiat Chrysler Automobiles (FCA) until it merged with PSA Group in 2021 to form Stellantis. You'll still see "FCA Certified" on badges and paperwork. It's the same certification and the same group of brands.

Our certification is issued through Assured Performance Network, an independent third-party certifying body — not self-declared. If you'd like documentation before booking, ask and we'll send it.

Yes. Your manufacturer warranty stays intact when the vehicle is repaired to factory specification, using genuine parts, by a facility the manufacturer has certified. That's precisely what the certification exists to guarantee.

The risk runs the other way. A repair that departs from the manufacturer's published procedures — wrong parts, wrong welds, wrong sequence — can create problems that a subsequent warranty claim won't cover, because the failure traces back to the repair rather than a manufacturing defect.

We work from the factory repair information for your specific VIN, and you leave with documentation of what was done.

Often, but not always without a conversation. Insurers sometimes write an estimate around aftermarket or salvage parts because they cost less, and it's our estimators who push back.

The argument we make is a technical one, not a preference: your vehicle is engineered as a complete system, and a non-genuine reinforcement, bracket or sensor mount can change how the structure behaves in the next collision and how accurately the driver-assistance systems read the road. Using genuine Mopar parts is also a condition of the certification we hold.

We negotiate with your carrier citing the manufacturer's own repair procedures. If a gap remains after that, you'll know exactly what it is before any work starts — not at pickup.

It depends on the panel and the damage, but aluminum is a different job from steel and a lot of shops quietly avoid it.

Current Wranglers and Gladiators use aluminum for several closures — hood, doors and windshield frame, depending on model year and trim — on an otherwise steel body-on-frame platform. Steel has memory and wants to return to shape. Aluminum doesn't. It work-hardens as it's moved, cracks if pushed too far, and needs controlled heat and a slower technique.

It also has to be worked in a bay isolated from steel, because embedded steel particles cause corrosion in aluminum panels months later. We're equipped with OEM-approved aluminum tooling and a dedicated aluminum area, which is why we'll give you a straight answer on repair versus replace rather than defaulting to whichever is easier.

They get recalibrated — and this is the step most commonly skipped by shops that aren't certified.

Modern Chrysler, Dodge, Jeep and RAM vehicles carry forward radar, cameras, parking sensors and blind-spot modules, and many of them live in exactly the places a collision damages: the front fascia, the grille, the windshield, the mirrors. Removing or replacing any of those means the systems need recalibrating to manufacturer specification — static, dynamic, or both, depending on the system.

Skipping it doesn't produce a warning light. It produces adaptive cruise, lane keeping and automatic emergency braking that are quietly aiming at the wrong place. Every vehicle also gets a pre-repair and post-repair diagnostic scan, and you get the results.