By D. Brian Smith
First used in Australia around 1967, powdercoating is the youngest surface finishing technique in common use today. Simply stated, the powdercoating process involves applying dry paint to a metal part. The final cured coating is analogous to applying two coats of liquid paint. With conventional wet painting, such as the application of house paint, the solids are in suspension in a liquid carrier, which has to evaporate before the solid paint coating is produced.
In powdercoating, there are two techniques used to apply the finish: 1) The component is lowered into a fluidized bed of the powder, which may or may not be electrostatically charged; or 2) The powdered paint particles are electrostatically charged and sprayed onto the part. After applying the charged particles, the part is then placed in an oven, where the powder particles melt and coalesce to form a continuous film.
Every time we've read an article in an automotive enthusiast magazine about powdercoating, the material has been applied via spray. We visited Dynamic Powder Coating in Rialto, California, and learned that's how they apply the durable finish. Since the F-100 giveaway truck No Limit Engineering is building is almost finished, we wanted to witness the truck's complex tubular chassis receive a thorough coating. Dynamic Powder Coating did not disappoint. They applied a world-class finish to the chassis in less than a day's time, and had several components shrink-wrapped to boot. Watch how the pros at both No Limit Engineering and Dynamic Powder Coating worked wonders with the radical Ford Racing-themed F-100 chassis by reading on.
In order to get the chassis to Dynamic Powder Coating, the No Limit Engineering crew had to do some disassembly and last-minute fabricating. Mike, Carlos, Rob, and D-2 Auto Body owner Florentino each took a corner and did the heavy lifting. I'd have helped, but somebody has to shoot the photos! | 
Rob made a list of to-dos that had to be finished before the chassis could be transported to Dynamic Powder Coating. | 
Since the engine will be a supercharged high-horsepower mill, it's best suited for a hydro boost braking system with a remote master cylinder like the unit on the bottom. No Limit decided to remove the power booster master cylinder, which is run off vacuum, in favor of the hydraulic hydro boost component that runs off the power steering pump. |
Before taking the chassis to Dynamic Powder Coating, the hydro booster was installed to assure it would fit, only to be removed. | 
In the Iron-worker, Rob made a bracket to stabilize the hydro booster. | 
Also in the Ironworker, No Limit fabricated front bumper lower mount tabs by cutting the components the correct length and punching mounting holes in them. |
Prior to installing the tabs, the cut edges were sanded in the belt sander. | 
Here's how the lower mounting tabs will locate the front bumper. They're ready to be welded to the lower front frame tubes. | 
Like every other component on this purpose-built tubular chassis, the front and rear anti-sway bars are intended to work optimally and look cool. They are comprised of splined torsion bars (the black part) and billet aluminum ends... |
...Rob unbolted the component. The anti-sway bars come from Speedway Motors. They're basic circle-track racing items that work great on a hot rod hauler. | 
After removing the rear anti-sway bar, Rob and Carlos dismantled the IFS. | 
With the front suspension components taken apart and ready to be powdercoated, No Limit disassembled the rear suspension. |