Custom Shops, Restomods, Classic Restoration & Off-Road Builds
For Custom Shops, Restomods, Classic Restoration & Off-Road Builds
The engine doesn't fit where the factory intended. The frame has been modified and nobody documented it. The part you need hasn't been made in 40 years. If you're building something that doesn't exist yet — or reproducing something that no longer does — accurate geometry is the difference between a clean build and an expensive mockup session.
We come to your shop. Carry-in cases, battery-powered, operational in under 20 minutes. We work around your build schedule. Deliverables typically within 5 business days.
Service Listings
Engine Bay Scan — Swap Clearance & Header Design
Full engine bay geometry — firewall, frame rails, shock towers, steering shaft, and all surrounding structure — captured with or without the new engine mocked in. Position the swap in CAD before cutting. Route header primaries digitally before bending tube. Verify intake, alternator, and accessory clearances without a single shim or grind. Common on LS, Coyote, Hemi, and RB swaps into platforms they were never intended for.
$850
Est. — contact for quote
Full Vehicle Exterior Scan
Complete exterior geometry — body panels, wheel arches, shut lines, and character lines — for wide body design, custom fender fabrication, aero kit development, and panel reproduction. Works on production vehicles, one-off customs, and race cars. Classic vehicles with hand-formed or irregular bodywork take longer and are priced accordingly — contact us.
$1,700
Est. — contact for quote
Frame & Chassis Scan — As-Built
Full frame geometry captured before cutting begins. Subframe mounting locations, crossmember positions, suspension pickup points, and any previous modifications or distortion are all documented. Fabricators use this to design new crossmembers, subframe connectors, and suspension components in CAD against the real chassis — not the factory drawing, which may not reflect 40 years of previous work.
$1,400
Est. — contact for quote
Suspension Corner Scan — Per Corner
Wheel, hub, knuckle, control arm, and brake geometry captured in situ. Used for custom wheel fitment studies, big brake kit development, coilover mount design, and suspension component fabrication. Captures the actual geometry of what's on the car — not the nominal spec, which rarely reflects the as-assembled condition.
$550
Est. per corner
Interior / Cabin Scan
Dashboard, firewall, floor, tunnel, door panels, and A-pillars captured as a single dataset. Used for custom dash fabrication, roll cage clearance modeling, seat and harness positioning, and interior retrim templates. Particularly useful on restomod builds where the interior is being completely redesigned around the original shell.
$1,300
Est. — contact for quote
Discontinued Part — Reverse Engineering Scan
Tail light lenses, trim bezels, door handles, badges, emblems, grilles, and body panels. We scan the surviving piece and deliver a mesh or parametric model for reproduction in urethane, fiberglass, aluminum, or CNC-machined billet. Direct experience with Mopar A-body and B-body, classic European, vintage Japanese, and low-production American vehicles.
$260
Est. per piece
Exhaust & Header Tube Routing Scan
Capture the complete under-car envelope — transmission tunnel, floor, crossmembers, steering, and suspension geometry — so exhaust routing, collector placement, and muffler positioning can all be designed in CAD. Particularly useful on custom chassis and cars with non-stock engine positions where clearance is unknown until something hits.
$650
Est. — contact for quote
Brake System Refit — iBooster & Hydroboost Conversion Scan
Firewall, brake booster mounting location, master cylinder position, and pedal box geometry captured for iBooster and hydroboost conversion planning. Electric vehicle conversions, high-performance brake upgrades, and engine swap builds where the factory vacuum source is gone all require precise firewall geometry before a bracket gets welded. We give the fabricator what they need to design a conversion that fits correctly the first time.
$650
Est. — contact for quote
Transmission Swap — Tunnel & Crossmember Scan
Transmission tunnel, floor, existing crossmember, driveshaft loop location, and shifter opening geometry for transmission swaps requiring tunnel modification. T56, Tremec TKX, 4L80E, and automatic-to-manual conversions all require accurate tunnel geometry before a hammer touches the floor. We capture what's there so the fabricator knows exactly what needs to move and how much.
$750
Est. — contact for quote
Axle Swap — Housing & Mounting Geometry Scan
Donor axle housing, spring perch locations, shock mounts, brake brackets, and pinion angle captured so the new axle can be positioned correctly before any brackets are cut or welded. Common on Dana 60, Ford 9-inch, and Sterling swaps into platforms with different spring widths, track widths, or pinion angles. Gets the geometry right before committing to weld.
$650
Est. — contact for quote
Driveline Modification — Full Driveline Geometry Scan
Engine output flange, transmission tail housing, transfer case output, front and rear axle pinion flange locations, and all driveline hard points captured in a single session. Used for custom driveshaft length calculation, U-joint phasing verification, CV conversion planning, and transfer case drop design — particularly on lifted trucks and purpose-built off-road vehicles where driveline angles are critical.
$950
Est. — contact for quote
Mobilization — On-Site Visit Fees
All base prices include travel within 50 miles of Nashville (37206). We come to your shop, garage, or storage facility. All pricing is estimated — final scope depends on vehicle condition, access, and project complexity. Contact us for a quote on your specific build.
| Within 50 miles of Nashville 37206 | Included |
| 51–150 miles | +$180 |
| 151–300 miles | +$295 |
| 300+ miles / Multi-day | Quoted individually |
| National travel | Contact for quote |
When Builders Call Us
Scenario — Engine swap
The engine mounts are fabricated but the headers won't clear the steering shaft
Classic problem on any swap. The engine is in, the mounts are welded, and now the fabricator is bending tube by eye to clear things they can't fully see. We scan the full engine bay with the engine installed and give the header builder a complete digital envelope — every obstruction, every clearance, every tube path — before they cut steel.
Scenario — Restomod build
The custom interior has to fit a 60-year-old shell nobody has drawings for
A first-gen Camaro or a '69 Charger restomod. The interior is going custom — new dash, new console, full cage, custom door panels. The fabricator needs to know what the actual cabin geometry is before they start bending tube or cutting sheet metal. We scan the shell and they design around what exists, not what the factory spec says existed.
Scenario — Off-road build
The long-travel suspension needs geometry that doesn't exist on paper
A JK or a Tacoma going through a full long-travel build. Control arm pickup points, skid plate geometry, driveline angles — all of it needs to work together, and the factory chassis drawing doesn't reflect the previous lift, the armor, or the previous owner's modifications. We scan the chassis as-built so the builder has accurate geometry to work from.
Scenario — Classic restoration
The tail light lens is gone and nobody makes it anymore
A 1970 Plymouth Barracuda or a Dodge Dart. One good lens left, the rest are cracked, faded, or missing. The reproduction market doesn't cover it. We scan the surviving piece and deliver a model the mold maker or CNC shop can work from directly. Direct experience with Mopar A-body, B-body, and E-body parts.
Scenario — Wide body / custom aero
The kit has to fit this specific car, not a nominal drawing
A custom wide body or aero kit designed around actual body geometry. Fender flares that follow the real wheel arch radius. A splitter that matches the real front clip contour. A diffuser that clears the actual floor geometry. We scan the exterior and the kit designer works from the real surface — not an approximation.
Scenario — Frame work
The chassis has been modified and nobody knows what it actually measures
A tube chassis build or a heavily modified unibody. Crossmembers have been moved, the firewall has been set back, and the suspension geometry has been changed. Before the next phase of fabrication begins, someone needs to know what the chassis actually measures — not what it was supposed to measure from the factory.
Questions from Custom Shops
Can you scan an engine bay with the engine already installed?
Yes, and that is often the most useful approach. With the engine installed, we capture the actual clearance envelope — not the theoretical one. The header builder, intake fabricator, or accessory designer sees exactly what space they have to work with. We can also scan the bay empty and the engine separately, then register them together in post-processing if the engine needs to move before we arrive.
How does scanning help with header tube design?
We capture everything in the engine bay — the installed engine, frame rails, steering shaft, firewall, and all obstacles. The header fabricator imports that geometry into their CAD or pipe-routing software and routes primary tubes around actual obstructions. Equal-length primaries, collector angle, and merge collector position can all be optimized digitally before a single tube is cut. This is particularly valuable on LS swaps, Hemi swaps, and any build where the engine is in a location it was never designed to be.
We're building a wide body kit. Can you scan the car so we design around the actual body?
Yes. We capture full exterior geometry — wheel arch profiles, body panel contours, bumper mounts, and shut lines — so fender flares, splitters, diffusers, and body modifications can be designed around the actual car. Every production vehicle has manufacturing variation from the nominal drawing. One-off builds and race cars have even more. Designing around a scan eliminates the fitment issues that come from working off nominal dimensions.
Can you reverse engineer a discontinued Mopar or classic car part?
Yes. We have direct experience with Mopar A-body, B-body, and E-body parts — tail light lenses, bezels, trim pieces, door handles, and body panels. We scan the surviving piece and deliver a mesh or parametric model that a mold maker, CNC shop, or urethane caster can work from. If you have one good original, we can capture it regardless of the vehicle make or model.
Do you come to the shop or does the car need to be transported?
We come to you. The car stays on your lift, in your shop, or wherever it lives during the build. Our equipment operates from internal battery and fits in carry-in cases. We work around your build schedule and can scan vehicles that are partially disassembled, on a rotisserie, or in various stages of construction.
What file format do you deliver and what software can open it?
We deliver full-resolution meshes in OBJ and STL format, compatible with SolidWorks, Fusion 360, Rhino, CATIA, and most CAD and CAM platforms used in custom fabrication. If your header builder or body shop uses specific software, contact us and we can discuss format options. Parametric SolidWorks models are available as a quoted add-on.
What types of automotive work are a good fit for your process?
Any situation where you need accurate geometry of a vehicle or component to design or fabricate something that has to fit. Engine swaps where clearance needs to be verified before cutting. Custom headers where tube routing has to work around the real engine bay. Wide body and aero work where the design has to match the actual car. Frame and suspension work where the chassis needs to be documented before modification. Classic restoration where original parts need to be reproduced. Interior fabrication where the dash, cage, or panels have to fit the actual cabin geometry.
Ready to discuss your build?
Tell us what you're working on, where you are, and what you need geometry for. We'll respond within one business day.