Ever notice how many Hollywood celebrities claim to be car enthusiasts? Ask them about their collections or cars that catch their eye, and you’ll likely hear all about the latest Bentley, Ferrari, Hummer or Lamborghini. To a real car enthusiast, hearing things like that is not only disheartening, it’s infuriating – these people aren’t enthusiasts, they’re label junkies.

Not true of Jay Leno, host of NBC’s very popular late night talk show, The Tonight Show with Jay Leno. Jay is a 100% certified, Grade-A car and motorcycle enthusiast – so much so, that yours truly believes he may bleed 10w-30 motor oil. He often shows footage of some of his unique vehicles during the Tonight Show, and his guests often ask him about his cars and bikes while they’re being interviewed. His Apache helicopter turbine-powered motorcycle brings back fond Tonight Show memories.

Luckily, Jay is not only a successful comedian, television personality and accomplished car collector – he’s also one heckuva nice guy. You hear it from many people – people who’ve bumped into him at the grocery store, people who’ve worked with him and people who’ve seen his comedy club routines. They all say, “Jay is such a great guy,” and we can verify that statement as nothing short of completely accurate.

In fact, he’s more than a great guy. He’s a great guy who loves talking about cars and motorcycles, and he was more than accommodating of our request to sit down and interview him about his life’s passion. We feel very fortunate that Jay was able to take time from his unbelievably busy schedule to field our questions and share his experiences with us. We talked about everything from Austin Healey’s to Zeffer’s, and share excerpts of the interview here. If you dare to consider yourself a car or motorcycle fanatic, you definitely don’t want to miss a single word Jay had to say.

R: When did you first become interested in cars and motorcycles, and who do you hold “responsible” for getting you into the hobby?

Jay Leno: Oh, it seems like I’ve always been in to cars and motorcycles. I grew up in New England, and when I was 12 or 13 I got a go-kart. We had a 300-foot driveway and I’d drive up and down it like every day.

As a kid, I used to work a lot of different jobs, so when I was about 14, I bought a 1934 Ford pick-up truck. My dad and I brought it home and I spent like another 2 years driving up and down the driveway in that. You know, going “reeeer” [makes car noise] and then backing up and then “reeeer” [car noise] driving back and forth, like an idiot – I maybe got into second gear once or twice. I did that like 50 times a day until I got my license. I’ve always liked things that make noise, roll and explode. [chuckles while recalling the memories]

R: Have you always been mechanically inclined? I know that you do a lot of your own work, and that you’re pretty good at working on vehicles of all types.

JL: Well, I think I am…[chuckles] But I don’t think I’m a particularly gifted mechanic. I’m certainly not very good as a machinist or anything like that, but I just enjoy working on things.

I get a perverse pleasure out of things breaking down on the road and then being responsible for trying to get them home again – I guess that’s why modern cars don’t interest me that much, because there’s not a whole lot you can do to them when they break down.

For example, when I first came to California, and I’d drive down the street and I’d see someone broken down with the hood open, so I’d pull over and be like, “Hey, what’s the matter? Oh, here’s your problem – the coil wire came off, or here, let me fix that,” or whatever it might be. Maybe eight times out of ten I could get them going again, without too much drama – it was just something you could do. Nowadays, when cars break down and I pull over to help, I just hand them my cell phone and call the tow truck.

Carrying tools in a modern car like a Honda or Toyota – there’s not much you can do with them. It’s sort of pointless, isn’t it? The days of explaining to someone that the mercury switch (like they had in the mid-80′s Alfa’s that would cut the fuel and ignition if the car got turned on it’s side) is “flipped” are gone. You just call the tow truck and watch it get hauled away.

R: I know you hate it when people ask you about your top-10 favorite cars, but I’m going to do it anyway. What are your favorites?

JL: Oh boy [laughs]. Let’s see, my current favorite is probably the Duesenberg SJ – that’s a solid car and is probably one of the best cars of all time. I like the Bugatti Type 57SC Atlantic coupe, the McLaren F1, the 1913 Mercer Raceabout, my Stanley Steamer, the Lamborghini Miura, my 1909 Baker Electric (an electric car from nearly 100 years ago, take that GM!), any big, old eight-liter Bentleys, and of course, the 1960′s 427 Ford AC Cobra. That thing still amazes me.

R: Generally speaking, do you prefer your vehicles to be stock, modified, restored or some combination of all of the above?

JL: [pauses] Well, it depends on what type of car you’re talking about. For example, like right now I have an extremely heavily modified C5 Corvette Z06 – but, would I prefer it if you gave me an all-stock, 1962 Corvette, numbers matching, fuel injected car? Absolutely – then the stock car is much more appealing to me. In 25 years, will I prefer a stock Z06? Probably. It just depends on what it is and what time period you’re living in.

R: What vehicles catch your eye today? Is there any thing that you have your eye on, or anything that you’d really like to own?

JL: The one that I’m really attracted to is the new GT from Ford, you know, the new version of the old GT40. I think they’ve done an excellent job of recreating the car, and since there’s some family history there, it’s not like it’s a replica car. I think it’s a really exciting car.

I’m also really excited about the new SLR Mercedes-Benz. Coincidentally, I’ve got the first one that’s going to be coming into the country, so I’m really looking forward to that – it’s pretty cool. Zero to 60 is, what, 4 seconds? But it’s not only about the horsepower, even though it has over 600 horsepower. I had an EV1 [General Motors Electric Car] for a few weeks, and I actually enjoyed driving it.

But the electric car is dead. It’s a dead idea – I mean, I have a 1909 Baker Electric, and it goes 110 miles on a charge. The EV1 goes 125 miles on a charge, so we’ve gained a whopping 15 miles in 90 years of technology? Come on. You have to think of electricity as a living thing – you put it in a box, and it’s going to escape, or it’ll die trying to escape. You either use it at the point of generation, or you have to go elsewhere.

Eventually, I think a complete fuel-cell vehicle with an electric motor at each wheel will be the final solution, but I think that’s still quite a bit in the future.

R: If an automaker or bike manufacturer were to re-incarnate a vehicle from days gone by, what would you like to see them bring back?

JL: Well, I think the Duesenberg SJ would be an interesting vehicle – that was a car that was ahead of it’s time. I mean, I have a few Duesenbergs, and even today, it’s not a car that you have to apologize for driving.

You know, like you’re driving down the road going, “Oh, pardon me, sorry, just go around – it’s really old, sorry! Sorry! Yeah, just go around!”

A lot of times with old cars, the things are just screaming trying to go forty, fifty miles an hour, but with the Duesy, I pass people at like 75, 80 miles per hour on the freeway, and they’re like “jeesh!” It’s a well-designed car – I mean, it had twin cams, overhead valves, hemi-heads, 4-vales per cylinder, and it was designed and built in 1927. It’s amazing, so that would certainly be an interesting one.

Or, how about the TR3? I mean, Mazda’s Miata has come as close as anyone can to recreating the famous old MG’s, but there’s obviously an interest in these types of cars. The unfortunate thing about the Miata is that many people refer to it as a girl’s car, which is an image-killing moniker to have stuck to your car, especially if you’re a guy driving that car.

Collin Chapman used to say, “You build a car, then add lightness,” and that’s a really great thing to say and do. Mazda did it with the Miata, as did MG and Triumph with the TR3. But we Americans seem to associate light cars with femininity, which is absolutely silly.

The Lotus Elan is about as light a car as you’re going to get, they take out Mustangs and Corvettes on the circuits, but most people under the age of 35 don’t understand the notion of a lightweight car, so they make fun of it.

You know, I have a car that’s called “The Rocket” and it weighs 775-lbs and has 147 horsepower flowing through 12 speeds (6 high, 6 low). Power to weight, there’s nothing that can hang with me when I get on it – nothing and I mean nothing – stays with me. I get 35, 40 miles to the gallon, I stomp on the brakes, lock-up the wheels and my brake pads last forever, because I’m only haulin’ around 775lbs. It’s a wonderful example of how important conserving weight is and the advantages to doing so.

R: Which of your cars or bikes is your rarest vehicle?

JL: Rarest? Hmm, well, I don’t know – I have a lot of odd cars and motorcycles, but I honestly don’t know which is the most rare. I just try to avoid the “Lifestyles of the Rich and Famous syndrome.” I mean, for me, the challenge of driving something is more fun and more important than what you’re driving.

I have a Morgan 3-wheeler – it’s hysterical! I’ve told the story before, but I’m on Mulholland Drive, and I got the thing cranked up, it’s pop-pop-pop-popping at me, and I come sliding around this corner, doing everything I can do to make the corner, and just as I do that there’s a cop sitting there with his radar gun.

I see him and go “oh crap,” and he sort of looks at me and this steam engined thing and I go, “Hey, officer, how’s it going?” And he goes, “Hey Jay, got the steamer out?” I said, “Yeah, hey – how fast was I going back there?” He goes, “Oh, you’re ok – you were just hitting 35 miles an hour.” I go, “35?! I thought I was going like 70!” He says, “Nope, you’re ok – speed limit here is 45.”

I seriously thought I was going to go to jail, but I was having a blast – the backend is hanging out as I’m coming around the corner, and it’s chuggin’ away, and I’m seriously thinking I’m going like nearly 100, and I’m barely doing 35?! Talk about a fun vehicle to drive.

[At this point we're all laughing, because Jay is telling the story with such intensity that it seems as though we were riding right along side him. He tells stories perfectly - you really get the feeling like you were there with him.]

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R: With such a great collection of cars, how do you decide which vehicle you’re going to drive to work each day?

JL: Well, I feel sort of foolish because I’m sure there are worse problems to have than deciding which car you’re going to drive to work. But, you know how I do it? Sometimes I’ll come home, and I’ll pull out a car book. I’ll be reading through it, and I’ll start reading about something like the 1968 Shelby Mustang GT350, so I’ll go out the garage, fire it up and drive it to work for the next few days. You know, I’m sure you guys do the same thing, right? [We all laugh again]

R: Any plans to write your own book, sort of like a “car guy” book that’s written by a true “car guy?”

JL: No, not really – you know, idiot celebrities sticking their heads in where they don’t belong isn’t anything anyone wants to do or hear about. I’m an enthusiast, and I enjoy it, but I’m no expert. I have no desire to write a “well, here’s what you do…” sort of book.

R: Ready for a hypothetical question?

JL: Let me have it.

R: 3,000-mile road trip. Pick the vehicle and your co-pilot – it can be anyone, from any time or era.

JL: I would probably take the McLaren F1, because that’s the greatest car there is! It’s unbelievable – the top speed is 241 miles per hour and it’s extremely comfortable. The thing that people don’t know about the F1, is that unlike an Enzo or some other exotic, the McLaren F1 is totally drivable. It’s a road car – it was designed to be a road car from the get-go.

I mean, it’s smaller than a Corvette, yet I can hold three people in it and still have room for luggage. It weighs less than a Miata, and it has 627 horsepower. You sit in the center and because you sit in the center, there’s enough legroom for drivers or passengers that are seven feet and taller.

It’s actually one of the only cars that I drive where I find myself moving the seat a little bit forward before I take off. It’s so comfortable, and I find it to be the perfect vehicle because people who know what it is see it and tend to go nuts, and people who don’t know about it just don’t know about it and leave you alone.

It isn’t like the Enzo with a big long nose, where as soon as you’re seen it in, you’re labeled as the middle-aged guy with “that problem” in his life. The car just looks right, and it drives perfectly – everything about it is just right. There’s no wing, there’s no spoilers, it just does what it’s supposed to do. It has normal road clearance, so when you go over a speed bump or come to a driveway, you’re not tearing off half of the spoilers.

You know, I remember someone lent me a new Lamborghini Diablo back in the mid-90s, and I’m leaving my driveway really slowly and I go “scccccrrrrrrrrthhhh” [makes a scraping noise] and I rip off the front spoiler. I’m going, “You know, I’m not supposed to be doing this to people’s cars, I don’t beat them up, I don’t wreck them,” but it was so embarrassing because the thing is so low and the nose is so long that as soon as you hit a pebble, you’re ripping the thing up. That’s not for me.
The only criticism that I have about the McLaren, and it’s not really a fair criticism, but you have to be so darn careful with your speed. I mean, going 100 mph in that thing is like going 30 [mph] in any other car, and if I’m not careful, I’ll look down and be like, “Oh crap, I’m going 175! I’m not an irresponsible idiot!” It’s the exact opposite of the Morgan, where 35 [mph] feels like 100 [mph].

I mean, it sounds dumb, but the thing gathers speed like nothing – you put your foot in it for a second to pass someone and you’re doing 140 miles an hour. It’s ridiculous, but it is an absolute joy to drive, you’re just going, “What the hell am I doing?”

My co-pilot…hmm, that’s a great question. It would have to be someone that was interesting to talk to – I don’t know. I think I’d want to take along a true automotive engineer, someone whom I’d like to ask a lot of questions of, like W.O. Bentley or Mark Birkett [our apologies if this is not the correct spelling], people who know things that I don’t know are very interesting to me. I find designers, engineers, and mechanics to be very interesting.

Phil Hill would be another great guy to take along – he’s an old friend of mine and would be an absolute blast to go on a road trip with.

R: Jay, thank you so much for sharing some time with us and for sharing so many great stories with our readers. We certainly appreciate it.

JL: My pleasure – this was a fun interview, and I wish all of you guys the best.

When Jay isn’t busy with his television show or with his stand-up comedy tours, he can be found at home, tending to one of his cars or motorcycles. It’s no wonder as to why he’s on top of his professional game – he’s great at what he does, and he takes time to “help the little guy.” When was the last time any other celebrity stopped to help a stranded motorist?

The Tonight Show with Jay Leno can be seen Monday through Friday on NBC just after your local 10 o’clock news. If you’re one of the few people who aren’t tuned in to his show every night, we’d urge you to start watching – Jay is a great talk show host, a true car enthusiast and an all around great person.

In the last issue of Roadfly, we reviewed the Porter Cable 7424 Random Orbital Buffer, and apparently the article was well received. It was so well received that many of you wrote to request that we review the Porter Cable 7428 Rotary Buffer. Always happy to oblige our readers, we present to you the Porter Cable 7428 Rotary Buffer.

Let us first begin by addressing a few myths, misconceptions and other general notions about rotary (or direct drive) buffers in general. It is the opinion of this article’s author (someone who has been detailing cars since the mid 1980′s) that rotary buffers are “not for everyone.” That being said, they are not the dangerous animals that others make them out to be, but rather, a powerful tool that deserves tremendous respect – let’s find out why.

Typically speaking, rotary buffers are a “direct drive” type of a buffer – in other words, the buffing spindle (the drive system that spins the buffing pad) spins in a true circle, much like a drill or circular saw does. This circular pattern quickly develops heat in the paint’s surface, and when combined with an abrasive pad (wool, foam or synthetic) and an abrasive compound, paint damage can occur quickly and with very little warning.

Furthermore, rotary buffers are usually very powerful – most have motors that pull between 7 and 11 amps, and can generate nearly 1/2 horsepower at speeds that vary from 1,000 to 3,500 rpm. They also tend to be heavier than their random orbital cousins, and generate more “working heat” on the surface they’re being used on. Combine heat, weight, power and abrasives together and you’ve got a recipe for potential paint damage. It is important to note that the clear coat on new cars is very thin – so thin that it’s measured in “mils” or microns, and can be easily damaged by improper rotary buffer use.

If you’ve ever been to one of the “seedier” used car dealerships in your town, you’ve probably witnessed some of the ill-effects of a poorly trained rotary buffer operator – swirls, burns, cloudy or hazy paint are all common signs of incorrect buffer use. Many of these problems can be easily corrected with a rotary, but they can also be “enhanced” with improper use of a rotary buffer.

Again, it is not my intention to scare anyone away from using a rotary buffer, I simply believe it is critically important that you be aware of the potential hazards that a rotary buffer presents to the novice or new user. In the proper hands, the rotary can be a tremendous asset and can make short work of difficult problems. But reaching that point of detailing nirvana requires a lot of practice, a lot of patience and good training from a competent rotary buffer user.

This article will not focus on the intricacies of using a rotary buffer, because that would be nearly impossible to convey through words and pictures. If you’re in the market for a rotary buffer, I’d strongly suggest you purchase some instructional videos and/or try to find someone local to you who is familiar with (and good with) the rotary buffer and can show you the proper technique for using one.

With all of the warnings and disclaimers behind us, let’s take a look at Porter Cable’s awesome 7428 Rotary Buffer (hereon referred to as simply the “7428″).

The Velvet Hammer

On paper, the German made Porter Cable 7428 Rotary Buffer appears menacing – it weighs in at nearly eight pounds, has a 10-amp motor, operates at between zero and 3,000 rpm, and measures nearly 18″ in length. This sucker means business.

Luckily, business is good, because once you lift it out of the box, you realize that it’s actually quite light as far as heavy-duty rotary buffers are concerned. At first look and feel, it’s obvious that the buffer is built quite well – the body is fit together perfectly with TORX screws, the drive mechanism is housed in a cast aluminum body and all of the components and controls are well placed.

The buffer comes with what is referred to as a “bailing handle.” This handle mounts just above the drive spindle, and allows the operator to control pressure and direction of the buffer during operation. It can be mounted in one of two ways, depending on the operator’s preference – left-handed or right-handed operation. The handle mounts to the aluminum housing with two beefy M8x1″ machine screws.

Once the handle is installed, it’s time to install the hook-and-loop backing plate. Porter Cable supplies a backing plate (Porter Cable Catalog Number 54747), but the plate is designed for larger (8″) buffing pads, like those available from 3M. We were able to get the plate to work with the 7″ pads that we prefer from Lake Country Manufacturing, but it would be in your best interest to purchase a slightly smaller backing plate should you decide to use the smaller pads on a regular basis.

The backing plate is attached to the buffer’s drive spindle by way of a 5/8″ right-hand threaded shaft. Porter Cable supplies you with a little wrench that’s used for securing the backing plate to the drive spindle. They also supply you with a hex-wrench that’s used to supply the bailing handle to the buffer body.

Perhaps the most important feature of the 7428 is the speed control set – they are, in my opinion, the best available. There’s a continuously variable finger trigger that’s used to run the buffer, and its operation is silky smooth. The trigger will allow infinitely adjustable operation from zero rpm to 3,000 rpm, and also features a “trigger lock” that helps prevent trigger finger fatigue.

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Thanks entirely to the smooth trigger action, you can easily control the rate of start-up speed for the buffer, which helps to minimize compound sling and contributes to the overall feel and precision control of the buffer. I was so pleased to find this feature on the buffer that it’s reason enough alone to run out and buy the 7428.

Working in tandem with the silky trigger is a speed dial that’s situated on the top portion of the buffer, nearly directly above the trigger. The dial is also infinitely adjustable from “1″ to “6.” The numbers don’t directly translate into operating rpm, but that’s ok – I usually rely on “feel” to determine the proper operating rpm. If you’re new to using the rotary, I’d suggest you keep the dial set on “1″ until you become proficient with the operation.

Finally, the buffer comes with what appears to be a very high quality power cord that measures nearly 10 feet in length. The power cord is protected with a stress-relief sheath on the “buffer end” of it. The 10-foot length is an asset because it allows the cord to be run up and over your shoulder and then back down to the ground before mating with an extension cord. It’s these little details that really make a big impression – but we’d expect nothing less from Porter Cable.

Swinging The Velvet Hammer

Using the 7428 is nothing short of dreamy. From the moment you pick it up to the moment you set it down, everything about it feels “just right.” It’s light enough that you can use it for extended periods of time and at odd angles, but it has enough heft to get the job done.

The bailing handle is extremely comfortable – it allows you to place your entire palm in just about any position that you desire. This flexibility results in unparalleled control – I don’t feel like I’m carelessly swinging a 10-pound maul around all willy-nilly. As far as rotary buffers go, the 7428 leaves the operator in nearly complete control. I say “nearly” because there are still occasions where you feel like you’re fighting the buffer to go where you want it to, but the 7428 is much more forgiving than many other rotary buffers.

Power-wise, this thing is an absolute animal and won’t leave anyone wanting for more. In one set of tests, the buffer was able to pick-up and sling a 1993 Ford Thunderbird hood from the sawhorses on which it was resting. Now you can see why I’m hesitant to tell anyone that a rotary buffer is completely safe for all applications – that T-bird hood is about the size of a queen-sized mattress, and for the 7428 to sling it effortlessly is pretty impressive.

Luckily, the speed and power is completely manageable, thanks once again to the surgically accurate speed controls. I was able to comfortably operate the 7428 at practically any speed, which is a rear compliment in the rotary world. Regardless of the speed you’re using, the 7428 goes where you want it, all the while providing great feedback and control.

Conclusion

In closing, I must reemphasize the fact that not everyone needs to own, nor should they own a rotary buffer. They can be dangerous when used improperly and can quickly take your paint from shiny to primer in a heartbeat. But, for those in the know, the rotary is a true asset and the Porter Cable 7428 is certainly the top dog in its category.

If you’re in the market for a rotary buffer, look no further – this is the machine for you. With it’s impeccable build quality, top notch operation and the Porter Cable reputation, you can rest assured that this is the finest rotary buffer money can buy. Buy this buffer and you’ll not only have it for a lifetime, you’ll love every minute of it. It’s the type of product that others can only aspire to be.

The long haulers of this year’s Hot Rod Power Tour set out from Nashville and snaked through forgotten southern towns while on their way to the Big Easy before finally reaching the last stage of the weeklong tour in Texas. More than 1,500 cars could be spotted at any time either on the road or at one of the stops. Numerous manufacturers also made the trek, including Mothers, MSD Ignition, Comp Cams, Baer Brakes, Flowmaster, Edelbrock and many more. Chevrolet brought along a few prototypes as well. They had a rarely seen SS Blazer and a 6.0-liter SS regular cab pickup with a six-speed. There’s no word yet on the likelihood of production for either one, but it looks promising. If it gets the green light, the six-speed transmission probably will not make it into production.

With every Power Tour, you can always count on cool cars, hot cars and hot asphalt. The 9th version was no exception. There was a car to satisfy everybody’s addiction – new, old, stock, radical, future show winners and more than a few trucks.

Most of the participants anticipated the heat that the Deep South is known for during the early summer months, but the rain at the end of the tour came as somewhat of a surprise. A few showers could not bring these diehard car enthusiasts down. They came to cruise rain or shine, and Mother Nature managed to compliment the rain showers with otherwise beautiful weather. The Power Tour’s attraction is the relationship between the experience of a weeklong cruise and a large group of people who have widely varied personalities who all share one common bond.

The Hot Rod Power Tour kicked off early in the morning on May 30 at the Gaylord Opryland Resort in Nashville with sponsors giving away door prizes. Everyone was itching to hit the road, though, and the mid-70 degree temperature was calling. The first stage of the tour ended a short drive away at the Desoto Civic Center just outside of Memphis. The 200-mile drive was scattered with traffic jams and construction, but it was an otherwise peaceful drive through luscious green scenery – just how the Power Tourers like it. A portable chassis dyno was on hand at the Civic Center to give the owners a chance to prove their bite was as bad as their bark.

The trip to the Mississippi State Fairgrounds and Coliseum in Jackson took the drivers off the beaten path and through town after town that were nowhere to be found on any map. As you travel through life, you can take a direct route and get where you’re going; or you can meander, taking a circuitous route that allows greater variety in what you see and do. The Hot Rod Power Tour is all about variety.

Along the road less traveled, small Ma and Pa stores stocked with MoonPies and RC Cola were the norm. Only in the South can you count on finding those nutritious snacks at every gas station. Kidding aside, one could not go wrong when it came to food on this trip. We had the city of Memphis and its barbeque – no explanation is needed for that combination. Louisiana had its Cajun food, and Texas offered its own version of barbeque. And Mississippi, well, there’s always grits.

Gasoline powered bar stool races greeted everyone at the Fair Grounds Equestrian Race Course in New Orleans after another relaxing drive through the country. The manufacturer, Bar Fly, had constructed a miniature tri-oval racetrack modeled after Charlotte’s Lowes Motor Speedway. A bar stool race is something to behold because you literally sit on a bar stool that is built into a small go-kart frame. Visions of Donkey Kong trying to ride in the original Mario Kart came to mind.

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The tour took a short detour for a lunchtime pit stop at a little place called No Problem Raceway Park while on the way to the Lake Charles Civic Center on Tuesday. An eclectic group of vehicles attacked the park’s 1.8-mile road course. Spectators watched as a Pantera and an old Dodge pickup took their paces around the track. And nobody will forget the Ford SVT Lightning that ran away from the C5 Corvette. The No Problem drag strip offered plenty of excitement for the more straight-line inclined, especially when a late-model Trans Am lost a T-top at the 1,000-foot mark. Somehow, the T-top survived the 90 mph take-off intact, keeping the lucky driver from having to finish the tour with a garbage bag as a roof.

Wednesday’s stop was at Red River Raceway in Shreveport, Louisiana. Rain put a dampener on this stage, but a break in the clouds allowed time for more drag racing by the time the Power Tourers arrived. Tony Caprio’s wheel-standing PT Cruiser wowed the crowd with a 9-second pass down the quarter-mile while only on the back tires! A few of the sponsors also got into the action. Mothers’ red ’63 Nova convertible lit the tires up a few times, and Air Ride Technology’s late-model Mustang and Flowmaster’s ’60s Comet convertible were also up to the challenge.

The last day of the Hot Rod Power Tour ended at The Ball Park in Arlington, Texas with more rain. Eventually, the rain subsided, and a huge crowd gathered for the final party. Over 900 cars made the long haul from Nashville to Arlington relatively incident free. Sure, a few breakdowns occurred, but the sponsors were more than willing to help as much as they could, not to mention the fellow tourers.

The Tour is much different now than nine years ago, but one thing that hasn’t changed over the years has been the friendships. New friends are made each year on the Tour, and it gives people a chance to catch up with old friends too.

A special thanks goes out to Forrest Tosie for providing the material for this story. You can read his complete set of travel logs at www.mothers.com/powertour.