And we return again! In the intervening hiatus, I (obviously) finished everything up and already went to Dragon Con with it. Yes, that Dragon Con.
The one that’s 1,100 miles away, with a vanbeast that gets 10 miles of gallon when it feels like. So, how’s the company doing lately now that you subsidized the Texas economy with the seed round?!
Links to previous tales:
- Episode 1 – the initial teardown of the house of horrors
- Episode 2 – Welding and repairing the major roof seam holes
- Episode 3 – Wrapping up electrical loose ends, some times literally
When we last left off, I’d basically run out of excuses to not start repainting it, short of trying to install 4WD and a turbo 7.3 diesel. But the real story is during the last week of June, I started mentally preparing by getting some samples of automotive paint systems on eBay (where else… you wanted me to actually walk into a PPG or Sherwin Williams auto paint dealer?!)… and this bullshit:
Yeah, that’s not a tool you’re supposed to paint vehicles with. But I maintain that since vantruck is the size of a shed, so shall it be painted like a shed. I actually based this decision on some friends’ and internet strangers’ anecdotal experiences about improperly painting cars. I figured it can’t be too bad, and the prospect of buying enough equipment to feed a proper HVLP pneumatic sprayer was declared out of scope.
Plus, I’m a sucker for experimentation, and if this $89 device will return even reasonable results, it could be pretty valuable for anything else I feel like repainting.
So these things if you’ve not seen them are called “airless” paint guns – they’re not truly airless, but what it means is you don’t have to use a separate compressor and HVLP regulator. Instead, they’re basically Shopvacs run backwards – the centrifugal compressor in a vacuum cleaner to generate a lot of suction pressure also shoots out pressurized air, and this (on the order of 5-10psi or so) is fed into a traditional paint gun front end.
The first cancer buckets I received were from the ebay seller “autopaintpro”. Very pro, indeed, I’m sure (So pro their actual website is almost completely broken). With a little research, it seems like they, and several other online auto paint sellers, sell a rebranded Autobahn/CPS system.
This was when I found out that auto paint is actually very runny, almost watery in consistency. A lot of these airless sprayers are advertised as being able to spray unthinned house paints and coatings. I suspected this was going to get very interesting. By the way, the actual color I’m using for white is Ford YZ “Oxford White” and UA “Ebony Black”.
My first victim will be the sun visor, which is a pretty large plastic/fiberglass piece. I went over the accumulated grunge sections with a wire wheel and gave the painted upper surface a gentle sanding (which really just made a lot of the old deteriorated paint crumble off… Great!), then cleaned it all with acetone.
The bottom side will get the inaugural paint gun salute, since it’s the least visible!
And then… we fire.
Okay, full throttle on this paint gun… no, this paint-cannon is completely unusable – it’s far too aggressive for the runny auto paint, and I found this out too late so just had to start waving the thing like a madman to prevent the paint from accumulating – not too successfully.
The finish is pretty horrible – the large droplets just formed blobs and very coarse orange-peel.
That’s gonna be a yikes from me, but at least nobody’s really looking at this thing, right!?
The next day, I came back to do the clearcoat, which was also as watery-thin and hard to control. I didn’t have a good feel for the trigger/valve force yet so I kept going way too hard. This caused a lot of running in the clear coat and even some entrained air bubbles.
Well, after dumping almost the entire quart of paint kit into just this visor, I decided to take a few days break to mentally size up the situation, wrap up the electricals and last bits of bodywork, and most importantly…
…it was time to split the thing in half again. I was going to handle the bed and cab in two separate painting events. As you can see, Centurion themselves didn’t even try to do the rear of the cab at all! Y’all people paid money for this?
Nor did Ford bother with the front of the bed, which is left bare galvanized steel. Because who’s gonna look there besides me!? What this meant, fortunately, was two more surfaces – especially broad vertical ones – I could mess up on and practice the sprayer upon – where nobody will ever know my shame.
I bribed some friends to give an all-around sanding to the cab and bed while I continued working on electricals and removal of the side steps. To properly treat spray the bottom edges of the cab, and if I wanted to remove the front fender flares to paint them correctly, those steps had to come off.
I had to resort to Advanced Fastener Removal countermeasures for all of the bolts holding the steps on. Years of galvanic corrosion at the stainless steel carriage bolt to aluminum step interface meant the square carriage holes were completely turned to dust. I ended up cutting flat-head drive spots into all of the carriage bolts so I could hold on to them with a flathead screwdriver while impact wrenching the nuts off on the underside.
The van seam was also fully cleaned up/sanded, and I began priming all of the “Bondo Lawns” and other repaired areas. My plan was to paint the seam trim piece separately and ensure this whole area has paint coverage before putting the trim back on. The way they did it originally, the trim was screwed in and just blasted over, leaving bare metal underneath which caused rust to build up.
The cab endcap itself had a few chips and holes from what looks like attachment points for accessories which haven’t been there for years, so I also went ahead and filled those in.
The front of the truck bed will serve as my next practice piece. I sprayed a few piece of plywood in the intervening days, to make sure I got a feel for how little trigger was needed to get spray patterns I saw in Youtube videos from real car painting enthusiasts.
The answer was ridiculous, like 25% trigger or less. I almost contemplated making a spacer so I couldn’t get too trigger happy!
The second sample of paint from eBay seller “mbiauto” arrived, and I get to see if they’re even remotely the same color! This is a “premixed” i.e. pre-thinned paint, advertised as ready-to-spray. You typically have mix it yourself – that is, the paint kit comes with a gallon of base coat color and a gallon of thinner. I allowed myself to get ripped off slightly for this value-added service since I’d probably go back to them for top-offs in case I run low.
This adventure’s getting much better. I was able to make it act much more like an overpowered spraypaint can and get much more uniform deposition.
I tried all of the ‘beam angles’ to get a feel for how the thing behaves. This pass was done using the nozzle shooting a horizontal line, and moving it up and down. You can still see some discrete stripes from only making one recent pass – this effect’s called “tiger striping” as I discovered.
Well, I’m now confident enough in my technique to make more “production” parts. It’s helpful to have so many little attachments you can remove and work on individually! I decided to paint the front fender flares next. To do this, they first had to be removed and cleaned up.
The same Advanced Fastener Removal techniques had to be busted out here, since these things are almost directly in the path of all road spray.
The bottom sides were very thick with road grunge, necessitating busting out the wire brush and the RED brake cleaner. This is a substance even I, grabber of unnatural substances, refuse to touch without gloves. I’m in fact surprised that “Wannabe California #3” (a.k.a. Massachusetts) hasn’t banned it outright yet. I’m literally thick-skinned and it’s the only chemical which has given me skin rashes.
Some more curious manufacturer’s marks found when all of the buildup had been scraped off!
I couldn’t really hang anything up here in Big Chuck’s Auto Body, so I decided to also paint my jackstands.
One of my mistakes with the visor was leaving it on the ground, where some of the excessive paint ended up pooling and really causing some bad ridging as it dried that I then had to go back over and sand off.
These came out a lot better. It probably helps that the fender surfaces are also slightly damaged and even a bit porous looking, helping the paint stick! Nonetheless I was able to blast both of them without dripping.
They’re supported by the inside attachment edge which (theoretically!) shouldn’t be visible once installed.
I then unloaded the last of this quart kit on the rear of the cab to practice the wide swaths that I’ll be doing soon. Now that I’m confident in the technique, I moved onto buttoning up all of the leftover bodywork kibbles and then… THE MASKENING.
Some of the door bottoms had been concerning me, and it would be pointless to paint over rust. I ground all of the surface remnants off – fortunately, discovering it is indeed all surface rust with minimal pitting. This area will probably see a lot more ｍｏｉｓｔｕｒｅ in the future, so afterwards I applied a layer of POR-15 first before priming the area over.
All of the doors received some level of security with POR-15, as well as a few blasts of interior panel sealer up the rain drip holes. I also sanded and primed over a few more dents and spots showing some surface rust in the front sheet metal, where it doubtlessly had been collecting bugs and rocks for 30 years.
Also for the first time ever, I removed the front bumper, so I finally have a good look at the way it’s attached for when the “front cow destroying empennage” is designed.
With all of these remaining items finished, I began on the MOST. FRUSTRATING. MOST HORRIBLE. I’M NEVER DOING THIS AGAIN stage of painting: masking off areas.
This is the one step that really is going to make me never paint a car again. It was basically an entire day of work just to mask things, and manipulating drop cloths and cutting pieces to shape. By entire day, I really meant almost 3 evenings!
I went for a “partial door jamb” arrangement in the end, since there are a few areas which I primed over that should be covered, but I did not want to remove so much of the interior (even more!) to fully paint up to the door jambs. So it’s really the extruded surface outline of the doors up to where interior trim pieces begin.
There’s ＮＯ ＴＵＲＮＩＮＧ ＢＡＣＫ Ｂ Ｒ Ｏ Ｗ Ｎ
This is after the first pass – it’s not very white yet, and the stripes are massive and obvious.
Second pass. There’s now a much more even coat, though some spots are still a little light and the dark primer and previous color still show a little.
Final pass – really just hitting sections individually. It was hard to gauge spraying white on white in a white-walled shop with not all that good lighting, at night, so I know there’s imperfections, but hey… who am I paying to do this again? Oh, that’s right.
After a day of rest, it was MORE. MASKING TIME. I got some help spotting the laying of the masking tape for the black window outline, since getting this off-kilter would have looked hilarious.
I ended up selecting the outline boundaries based on 3 criteria:
- To follow existing body creases and lines, and
- Utilize as many windowlines as possible, and
- …..hide the rust repair job done on the windshield frame and roof rain gutters
Really the last one. So, the black outline is a lot less aggressive than one of the original concepts I posted here. This final layout uses all of the windows bottoms except the driver’s side conversion van windows (which will dip down) as guidelines, and incorporates the rain gutters entirely instead of stopping under them.
As I said before, I painted the ‘Frankenstein stitch’ van seam trim piece separately. With the black outline now about to go on, this is when I screwed it back on. I’ll just be masking around it in a contour.
The rest of the cab is now draped off with drop cloths, so it’s now time for….
ｗｈｅｎ ｙｏｕ ｇｏ ｂｌａｃｋ， ｙｏｕ ｄｏｎ＇ｔ ｇｏ ｂａｃｋ, the followup album to ｎｏ ｔｕｒｎｉｎｇ ｂａｃｋ ｂ ｒ ｏ ｗ ｎ.
Yeah, so this entire other day of setup ended up just taking 15 minutes to spray. Hey, not bad looking so far!
The endcap curve was a little hard to get right, so I used some color-matching touchup spraypaint to make some little changes here.
The following day, I set up both fenders and the cab to hose down with clearcoat. I went completely overkill with the clear for sure, and it was very difficult to visualize when spraying. As a result, there are a couple of runs of clearcoat on the cab – but it’s very hard to see unless there is direct overhead sunlight to expose their refraction and shadow.
I made sure to stand up on my stepladder to absolutely drench the roof – I wanted this area to last a long time, and nobody will ever see the finish being rough. The roof was also where I ended up dumping the rest of the white base coat too.
Oh yeah, while I had black still hanging out in the paint cannon, I decided to actually spray the underside of the fender flares – otherwise they were an awkward raw resin color and would be very visible from the outside.
And after the great shedding of the masking tape and drop cloths… Not bad, honestly. Did I mention how I’m never doing this again!? In fact, at this point I decided that doing the bed was a canned enough exercise that I was going to tap out, and hand it off to my van salon. Imagine that, paying money to have a service done by professionals in the trade.
Up next: The great reassembly, and tales of other little kibbles that got left out of this main narrative!