Dustin Davis, general manager of Mundy’s Collision Center in Lawrenceville, Ga., started in the industry sweeping floors at a body shop in high school and worked his way up through wet sanding, buffing, and paint. After combination work in South Georgia and five years at a Chevrolet dealership, he moved to Atlanta, took an estimator role at an OEM-certified shop, and moved into management. Jason Mundy founded Mundy's Collision Center, and Davis joined as general manager in 2020.
The shop has grown from "about a 160 or 180 a month" in vehicles to about 300 within a year, and to roughly 500 a month within two to three years, Davis said. Mundy's Collision Center opened a calibration center next door about two to three years ago and a second collision location in October. It also bought a restoration and fabrication business; Jason Mundy purchased the property and buildings that came with it. Davis said he expects a third Mundy's Collision Center location to open there within a few weeks
THE STACK
Estimating and Management
| Estimating | CCC |
| Shop Management | CCC |
| Parts Ordering | Parts Trader, Collision Link, Parts Link 24 |
| Accounting | QuickBooks |
"We don't operate off of multiple platforms," Davis said. It’s a setup he’s run at every shop he’s managed, handling both estimating and shop management through CCC.
Davis contrasted it with a dealership job years earlier, where estimating and financial entries were split across CDK and CCC. Reconciling the two, he said, "was a little bit of a cluster." CCC now integrates directly with QuickBooks for accounting and Gusto for HR.
Parts run through Parts Trader and Collision Link, with Parts Link 24 a favorite for Porsche and BMW.
"We're an all OEM shop," Davis said, and insurance policies aren't generally written with that in mind, so platform choice comes down to "who we're ordering from, what we're ordering, and what we're trying to accomplish." DRP relationships include State Farm, USAA, Travelers, and Allstate.
Communications and Workflow
| Customer Communication | CCC |
| Internal Communication | |
| Photo and Documentation | CCC |
| Scheduling/Capacity Planning | CCC |
| Digital Vehicle Inspection | CCC |
Updates to customers go out through CCC by text or email at least twice a week, usually Tuesdays and Thursdays. Every update logs automatically into the file's notes tab, which Davis said the shop treats as a documentation requirement for every interaction, with customers, insurers, tow yards, and parts suppliers alike. The shop uses Podium for reviews, and internal communication runs on WhatsApp.
Check-in involves two photo passes: one for required damage documentation, a second covering the odometer, glass, and wheels. Scheduling runs through CCC at each location independently, and the shops load-balance informally.
When Lawrenceville fills up, Davis offers to transfer customers to the Buford shop, about 15 miles away, rather than push out wait times. Technicians, he said, "operate exactly the same, or we try to," regardless of location, trained and certified for whatever that shop serves.
Repair and Production Technology
| Scanning and Diagnostics | OEM |
| ADAS Calibrations | Calibration center next door, OEM equipment and software |
| Measuring | Car-O-Liner |
| Paint Mixing and Color Matching | Axalta |
Certifications generally require a frame bench, rivet guns, and spot welders, plus the Car-O-Liner equipment inspected during the process, Davis said. "Things begin to change a little bit" with European brands: BMW calls for specific rivet guns, crimps, and pliers, and the shop's BMW carbon fiber certification adds specialized clamps and adhesive tools. Adding BMW roughly doubled the shop's Car-O-Liner wall, from three or four cells to eight.
Porsche remains the biggest single investment, covering dedicated aluminum tools, stamped gap gauges, and a full set of stamped plastic clip tools. The shop keeps separate toolboxes for Porsche, BMW, and general aluminum work. It also holds EV-specific insulated tooling as a Rivian shop and stocks Volvo's specialty hand tools as a Volvo shop, though it doesn't pull full-floor EV batteries, sending that work to dealers or service centers instead.
Maintaining 16 certifications is "a lot to keep up with," Davis said. Recertification is intentionally demanding by design. "We want there to be teeth in the program," he added.
The calibration center next door runs entirely on OEM equipment and software, alongside a Hunter alignment rack and road force balancer. "If you're gonna do it, do it in house," Davis said of ADAS work generally.
Paint runs on Axalta. Mixing starts with the VIN, which can flag factory color variants, followed by a spray-out check against the vehicle under sun and natural light. If a match needs work, technicians sand, polish, and generate a new formula by camera within a set variance. Every color gets a verified spray-out card before it goes into prep, at both locations.
What collision repair technology could you not live without?
Davis's answer: a computer and a phone. Recurring internet outages pushed the shop from Spectrum to Starlink, where data overages became a problem, and then to a third provider.
"I never thought that we would be in a position in an industry like this where it's like we can't run without the internet," he said. Even the mixing room and calibration equipment, he said, now depend on cloud access.
On the floor, he singled out Milwaukee quarter-inch battery impacts over the shop's measuring systems and welders, since those aren't used on every car. "In my day everything was ... air tools, and now it's ... everything is battery," he said. He also credited vacuum sanding systems for keeping dust out of both customers' cars and the shop itself.
What's next
The shop recently demoed the Spanesi Touch, a mobile measuring system that doesn't require a vehicle to be on a rack, letting technicians pre-measure while blueprinting. "It's a really cool product," Davis said, though the shop has also looked at automated paint mixing systems and decided they aren't a fit right now.
Across estimating, parts, and diagnostics, the pattern at Mundy's Collision Center holds: bring capability in-house wherever certification and volume justify the investment, and sublet only what doesn't. It's the logic behind the in-house calibration center, the brand-specific toolboxes, and Davis's own rule for ADAS work: do it in house, or don't do it at all.
