But which ad should you believe?  We all know that marketing is a chess match.  Make the wrong move with your product, and it’s “checkmate” for the other brand.  We’re talking billions of dollars in annual sales of motor oil here!

Well, Shell Oil’s subsidiary Quaker State is calling out other major brands.  All oils claim they have superior wear protection, but with all the claims going back and forth, consumers must be confused.  To erase any doubt, Shell/Quaker State President Steve Harman has challenged Mobil 1, Castrol Edge and Valvoline to participate in lab testing to see which lubricant does in fact provide the best wear protection

A letter penned by Harman was sent to presidents of those competitors, giving them a deadline of Friday, March 27 at 5 p.m. Eastern DST to respond to his challenge.

Here’s a copy of the letter:

March 20, 2009

Dear Sirs and Madams:

As the senior executive with responsibility for Quaker State, I am writing to invite you to a motor oil challenge.

In recent months, some companies have generated marketing materials that make claims and comparisons against one another related to engine wear protection via results from the ASTM Sequence IVA test. Interestingly, you did not include Quaker State Q HorsePower® full synthetic motor oil in the war of words about wear protection. Perhaps because you know what the team at Quaker State has always known – that no leading full synthetic SAE 5W-30 motor oil provides better wear protection than Quaker State Q HorsePower – not Castrol, not Valvoline, not Mobil 1.

But with all the claims going back and forth, consumers must be confused. So at Quaker State, we feel the need to erase any doubt. Today, we hereby pledge to bring clarity to this “Wear War,” by making public the scientific data that illustrates for consumers the actual wear rating of each brand’s full synthetic motor oil.

To facilitate this, Quaker State now officially challenges your brands in the Sequence IVA test. We’ll even pay for it. We would be grateful if you could name one ILSAC GF-4, SAE 5W-30 full synthetic motor oils from your brands that is widely available across the US to take part in this challenge against our Quaker State Q HorsePower 5W30 full synthetic motor oil.

In conducting the test, a score of 90 microns of wear is the acceptable threshold for the most
current ILSAC GF‐4 and API SM certifications, and the lower the score in the ASTM Sequence IVA the higher the level of wear protection provided by the motor oil.

Quaker State has already arranged for a respected, third-party applied research and development organization to conduct the one-time, unbiased ASTM Sequence IVA test.

If you accept the challenge, the independent testing firm Test Engineers Inc. will purchase off the shelf at a major national retailer the product that you identify for testing. The products will be marked as blind samples for the test. The results of the test will be analyzed at 95% statistical
confidence level to determine which oil truly performs best on the Sequence IVA wear protection test. The results of the test will be published.

So, if you really believe your product can protect against wear the best, here is your opportunity to prove it.

Please reply to this challenge at the address below by Friday, March 27 at 5 p.m. EST.

Best Regards,
Steve Harman
President Americas

–

So the “Wear War” is on!  We’ve got our pay-per view tickets to this Royal Rumble, and will keep you posted if the competitors accept the Quaker State challenge.  We may soon have a true “Wear Champion” in the lucrative consumer motor oil market.

No one, that is, except Toyo Kogyo, the little automotive company in Japan that would brand its cars Mazda. The company bought the patent rights from NSU in 1961, along with a prototype engine. That engine failed on the test stand within a few tens of hours, launching Toyo Kogyo on an intensive development program to solve the technical problems inherent in the rotary engine. Millions of dollars were spent on the metallurgical and machining aspects of the design, much of which was devoted to computer time to solve the “K Factor.”

And what is the K Factor? We’ll get to that in a moment, but first some theory.
Rotary engines use a triangular-shaped, rounded tip steel rotor that spins (eccentrically) inside a shaped housing. The shape scribed by the tips of the rotor form a geometric figure known as an epitrochoid. As the rotor moves inside the housing it comes very close to the walls of the epitrochoid, thus creating areas of compression. Valves and spark plugs can be situated in those areas, thereby creating combustion chambers. This powers the rotor, which was Felix Wankel’s great idea.

However, Toyo Kogyo found that there were two major problems to be overcome. The first was the form and materials needed for the seals on the sides and tips of the rotor. Without seals there would be no compression, of course, but the seals themselves need to travel with the rotor without causing wear in the housing, called “chatter marks.” Great amounts of time and engineering efforts were made to solve the sealing problem. To eliminate this phenomenon, a cross-hollow seal was developed by drilling small holes inside the metallic apex seal. This greatly improved the durability of the prototype engine, enabling it to complete 300 hours of continuous high-speed operation. Also in the initial stage of rotary engine development, engineers were faced with the further problem of engine oil leaking into the combustion chamber, causing excessive oil consumption. The team identified the oil seal as the cause of the problem, and developed an innovative Mazda-unique oil seal in conjunction with Nippon Piston Ring Co. and Nippon Oil Seal Co.

The second problem was the efficiency of the rotor itself. It was found that, as it turned, the radius of its rotation (from the center of the crankshaft attached to center of the rotor) relative to the eccentricity (the distance from the center of the rotor to the tip of the rotor) was critical to engine life and power output. Vast amounts of computer time were devoted to calculating the optimum radius-to-eccentricity ratio, or K Factor.

Toyo Kogyo risked everything on the outcome, but it was worth it. On May 30 of 1967 they unveiled the first production rotary-engine Mazda Cosmo 110S, a little sports car that captured the hearts of enthusiasts with its 110-horsepower Type 10A engine. The Cosmo Sport recorded more than 3 million kilometers of road tests over six years, winning a number of races in the process.

Mazda was finally ready for the US market and, in 1970, introduced the R100. It was quickly followed by the RX-2, RX-3, RX-4 and RX-5 Cosmo along with its little Rotary Pickup truck. Owners loved the cars, but the oil crisis of 1973 and shifting needs of the buying public reflected the relatively poor fuel mileage of rotary engines. Solving the fuel economy and emissions problems of rotary engines took Mazda the remainder of the decade, but in 1979 the sports car world was completely shaken up with the arrival of the legendary RX-7.

The car was so successful that several subsequent generations followed in 1986 and 1993, culminating in the first turbocharged rotary engine RX-7, a highly sought-after collectible. Mazda’s rotary engine cars achieved over 100 professional sports car racing wins during these years, culminating in an overall win at the 1991 24-Hours of Le Mans and going into the history books as the first – and still the only – Japanese car company to ever win the famous race.

Mazda continued heavily into piston-engine products in the 1990s and early 2000s, but the rotary engine was far from forgotten. In 2003 they launched the RX-8, the first-of-its-kind 4-door pure sports car powered by its newest Renesis engine. Although it only displaced 1.3 liters and is the size of a toaster over, the 9,000 rpm engine developed 238 horsepower and 159 lb-ft of torque. Its sales remain brisk as the current model year marks 40 years of rotary engines for the company.

Where Mazda might take the rotary engine in the future is anyone’s guess, but it’s sure to be with us for many years to come. No other company ever succeeded with rotary engine design and engineering and no other company ever did so much with it. Rotary-powered Mazda cars are certain to hold a very significant place in automotive history.

Any gear head or car guy loves power, and the more the better. Few experiences are as satisfying as the neck-snapping, back-pressed-into-the-seat feeling of acceleration that can be had at the expense of some gasoline and tire tread. Engine power has to be adequate for such acceleration, however, and that’s the subject of this article.

Engine output has for decades been quantified by “horsepower,” although in recent years manufacturers have been listing torque values as well. The reason is that, frankly, torque is more important. Let’s look at what these measurements are and then put them into practical use.

First, let’s not confuse power with work. “Work” is the force used to lift or push or pull over a distance. When you lift the coffeepot and hold it there you are doing work. Power, by definition, is the act of producing work over some specific time. The familiar “horsepower” is a term that stems from the 1700s and was created by James Watt to sell his steam-powered water pumps. He calculated (optimistically, as things turned out) that one horsepower is the ability to lift 550 pounds one foot in one second, presumably the power an average horse can exert without killing itself.

Just before the turn of the 20th Century carriage makers turned to internal combustion engines – rather than the trusty, if not smelly and high-maintenance horse – to propel their new carriages, but they used the tried-and-true measurements of horsepower to describe their new engines’ capabilities. Everyone understood it, because they could relate to it. In today’s world few of us have any regular interaction with horses, so the term “horsepower” is somewhat esoteric. Besides, it really doesn’t explain how a car accelerates.

That takes us to Jan and Dean.

What? Hang on, readers, because this will all make sense. Jan and Dean wrote and performed what is, arguably, the greatest car song of the 1960s, Dead Man’s Curve. In it, a race between an XKE and a Corvette ends in disaster. The gist of the story is that a mindless idiot driving a Corvette is challenged to a drag race by another mindless idiot driving an XKE. They end up going too fast and, after dramatic sound effects of crashing cars, the singers end the song thusly: “Well, the last thing I remember, Doc, I started to swerve, and then I saw the Jag slide into the curve. I’ll never forget that horrible sight, and I found out that everyone’s right…Won’t come back from Dead Man’s Curve.”

The important point to the song is that it is technically accurate. That is, the Corvette out-accelerated the XKE, although both cars were virtually equal in power-to-weight ratios, at about 10.5 pounds to the horsepower (3,200 lbs/300 hp for the Corvette, 2,800 lbs/265 hp for the XKE). Both cars had nearly identical gear and rear axle ratios.

So how could the Corvette have been so much faster than the Jag? In a word: Torque. The Corvette had 100 lb-ft more torque than the Jag, making it over one second faster from 0-60 mph.

Arithmetic Time

We need to discuss the way engines actually accelerate cars. Obviously, a certain amount of power is required to keep a car rolling in the first place. In the case of a that Corvette, let’s say a force of 400 pounds is required to push it along at 60 mph on level ground. To translate that into horsepower (all we have is a force at the moment), we need to add the time element.

Since 60 mph is 88 feet-per-second, to calculate how much horsepower is needed we just multiply the 400 pounds of force times 88 ft/sec and we get 35,200 pounds-feet-second. Since we know that 550 pounds-feet-second equals one horsepower, we just divide 35,200 by 550 to get 64 pounds-feet-second, or 64 horsepower.

But that 64 horsepower isn’t accelerating the car, just moving it along. We need torque to accelerate. Torque, by definition, is a moment of force that produces rotation – or torsion – and is the product of tangential force multiplied by the radius of the part rotated.

Confused? Look at it this way: If you picture a horizontal arm one foot long and hang a one-pound weight on the end of it, you will have a torque of one pound-foot acting on whatever the other end of the arm is attached to. If we want to express this work as power, we must add the time dimension to it. Thus, we would have one pound-foot-second.

Back to the Engine

The engine above, while producing horsepower, is also producing torque. That’s because it is rotating, and we should be able to calculate its torque. In the case above, let’s assume the Corvette’s engine is spinning at 3000 rpm. By dividing the 3000 rpm by 60, we get 50 revolutions per second, right?

Okay, since we know from above that the engine produces 35,200 pounds-foot-second, all we need to do is eliminate the time factor to get the torque number. We do so by dividing 35,200 pounds-ft-sec by 50 revs-sec and we get 704 pounds-ft-revs.

So what the hell does that number mean? Not to worry. We’re talking about circular motion, right? All we need to do is remove the circular component from the number above and we get what we want. To do so is simply to introduce the concept of the “radian.” A radian is the length of the radius of a circle laid onto the circumference. Without going into painful – and boring – geometry lessons, just take our word for it that there are always 6.2832 radians in any circumference because of the relationship of Pi, or 3.14. Therefore, if one revolution has 6.2832 radians, we divide the 704 pounds-foot-revs by that number to get 112.04 pounds-foot-radian. Since radians have no actual value, we drop the word and end up with 112 pounds-feet of torque.

Okay, So Why Is The Corvette Faster?

It should be apparent that any engine produces torque because it is turning. Horsepower is produced by the exploding fuel in the cylinders, which turn the crankshaft, etc., creating the twisting force (torque) that you have at the flywheel. It follows that the greater the torque at the low end of the rev range, the less resistance the car’s weight has against the engine’s tendency to turn. The less resistance, the faster the car moves.

In the case of the Jag vs Corvette, the Vette’s engine has 100 pounds-feet more torque than the Jag’s. On top of that, the V8 configuration of the Corvette’s engine produces far greater torque at the low end of the rev range, hence greater acceleration. Of course, eight cylinders produce two more power strokes per revolution than the Jag’s six cylinders. It all adds up.

The real measure of how fast a car will accelerate is its torque, and at which rev range the maximum is developed. Horsepower is of secondary importance actually, but it sounds better than “torque.” Today’s cars with small displacement engines are fast and agile because they produce torque in another way: gearing. Five and six-speed transmissions use lower gears to multiply engine torque, creating terrific acceleration and good fuel mileage, although the “super cars” still use big engines.

Pounds-Feet or Foot-Pounds?

Technically, it’s “pound-feet,” because work is defined as force over distance. However, decades of usage of the term “foot-pound” by nearly everyone – including engineers – makes either term acceptable.

Anyway, who cares how torque is expressed, as long as there’s plenty of it!

As I coasted my way down one of the many steep hills that are plentiful in the Ozark Mountains, my Valentine One darn near gave me a heart attack. It was screaming at the top of its lungs, to alert me of a laser attack. Instinctively, I jammed on my brakes and took a peek at the speedometer – I’ll be darned if I wasn’t traveling 75mph AFTER I had taken a healthy stab at the brake pedal. Darn those hills! I frantically searched around the road for ‘ole Johnny Law, when I spotted him – sitting on an overpass at the bottom of the hill, laser gun in hand, smiling at me.

Sure enough, another squad car raced from the on-ramp and pulled me over. I’d just been nabbed by a laser gun – the universal kryptonite to even the best radar/laser detector. My 2002 Chevrolet Tahoe was easy prey, providing a target equivalent to that infamous broad-sided-barn that anyone and everyone seems to be able to hit no matter what their marksmanship rating.

Already $300 poorer, I called the fine folks at Lidatek and ordered myself one of their Lidatek LaserECHO LE-30 systems. After all, this was war, and I swore I’d never allow the likes of Beauford T. Justice to cherry-pick me like that ever again.

Back in the early 1990’s, a famous German laser scientist was en route to his office, driving his newly acquired sports car, when he was suddenly pulled over for speeding. He inquired as to how his speed had been determined, as his top-of-the-line radar detector hadn’t uttered so much as a peep. The Washington State Trooper proudly brandished a “laser gun,” and went to great lengths to explain to the scientist about how the gun was unbeatable. Little did the officer know who he was talking to.

The scientist, who had made a name for his company by specializing in industrial lasers (think cutting/engraving/measuring/etc), challenged his engineers to develop a jamming system that would defeat any speed measuring laser device. He threw it out to them as more of a pet project, and had no intentions of producing commercially available laser jammers. The project sat on the back burner for a few years, but eventually his team developed an effective laser jammer that would later become the Lidatek LaserECHO 10 (LE-10).

The LE-10 was a license-plate mounted unit, and it worked so well that the scientist decided to file for patents, complete the proper business papers and transform his project into a legitimate company. Early on, the business floundered due to various reasons: Their unit was expensive, semi-over engineered, and the production process hadn’t been streamlined. Further complicating matters was the fact that the product was truly ahead of its time – no one had ever heard of traffic laser, and as such, demand for a laser jammer was virtually nonexistent.

Sadly, the founder would pass away a few years later, and the industrial portion of his laser technology company was sold off. Lidatek, meanwhile, was left to manage itself, and eventually, Jared Phillips and Andy Cole (both of whom were existing employees) put their heads and pocketbooks together and bought Lidatek from the scientist’s widow. All of the aforementioned problems with the business were about to change – Cole and Phillips are smart cookies with a penchant for laser technology and a keen business sense.

They realized they had a great performer in the LE-10, but also acknowledged that the unit was a bit brutish and beyond the price point of the average consumer. They set about redesigning the unit in a manner that would maintain the effectiveness (Andy Cole says the LE-10 is still one of the most effective jammers on the planet and can “jam anything out there, including stuff that hasn’t been invented yet”), while shrinking the package and price point.

A few years later, Lidatek unveiled the LaserECHO 20 (LE-20). It boasted improved performance, a small, integrated form factor, and a reduced price. Sales began to pick-up as laser (technically it’s called LIDAR – - LIght Detection And Ranging) use by law enforcement became more prominent. And luckily for Lidatek, the FDA regulates LIDAR devices, and as such active laser jammers are perfectly legal (laser jammers don’t broadcast a radio frequency). Active radar jammers, on the other hand, are illegal as they broadcast on a radio frequency and would require licensing from the FCC. The first LE-20’s went on sale sometime during the summer of 2002.

As sales increased, Lidatek gained a lot of customer feedback, and in the summer of 2004 released its third version of the LaserECHO unit, the LE-30. The LE-30 features an even smaller, more flexible form factor than the LE-20, and it delivers enhanced jamming protocols that deliver the same effective jamming capability, but makes it less obvious to the laser gun operator that a jamming device is in place.

“That’s a common problem with laser jammers,” said Andy Cole during a recent phone interview. “Guys will install a laser jammer, then find a cop and ask him to try and get a speed reading. They’re usually shocked to discover the cop can get a reading – he just has to try very hard to do so. Knowing that you’ve got a jammer, the officer can find unusual places on your car to target, and eventually get a reading.”

So, in other words, keep the fact that you’ve got a jammer to yourself – don’t go bragging to the five-0 that you’re invincible to laser detection. As Cole explained it, the Lidatek LE-30 delivers some of the best protection available, but if the officer suspects that you have a jammer, “He’ll target something as minute as the tip of your radio antenna, and with any luck, he’ll get your speed.”

The LE-30 defeats the laser gun, and at the same time, returns an interference code that is common to laser guns and is something that the officer wouldn’t be surprised to see. The LE-30 continues to interfere with the laser guns’ signal for five seconds, which should be more than enough time for the driver to slow his or her speed. It then sits dormant for a minute, at which point it’s ready for action again.

The Lidatek LE-30 employs a gallium arsenide laser for jamming purposes, and because of this, is much higher in power than its competitors LED-based systems. The transceiver (the part of the system that actually transmits the jamming signal) is small – just larger than a “fat” book of matches. This small size makes it easy to mount, and keeps it hidden from prying eyes.

I ordered a dual transceiver unit, as my Tahoe is a tad portly, and as such makes for an easy target. Smaller vehicles can make due with a single front-mounted unit, but if you’re uncertain, check with Lidatek – they’ll know what sort of system will best suit your vehicle. When I inquired about rear mounted transceivers, I was told that it’s highly unlikely to be “shot in the back” by laser, so I opted to skip the rear transceiver unit.

Installing the Lidatek LE-30 was a breeze. The kit includes a wonderful set of instructions, and plenty of hardware options to make even the most tricky installation simple. The kit consisted of: two transceivers, an interface box, a speaker, an LED, some really high quality interface cables, and plenty of mounting hardware.

The first order of business was to determine a location in which to mount each transceiver. I opted to install them near the edges of my grille, and about halfway between the license plate and my headlights. I used the supplied metal “straps” to make a platform from which to hang the transceivers. I then ran the transceiver cables to the inside of my Tahoe by way of an open body plug in the firewall.

Once inside, I found a swtiched 12-volt power wire and a good grounding location. My LE-30 now had power, and all that was left was to mount the LED and speaker. I chose discreet locations for both, and then mounted the power switch (a toggle) under the dash board, near the emergency brake pedal. I was wired, and all set to enjoy my stealthy new Tahoe.

Out on the road, I was getting frustrated that I hadn’t passed any speed traps, so after a few hours driving, I moseyed my way south on Interstate 540, and sure enough, just outside of West Fork, Arkansas, I encountered my first laser trap. The Lidatek LE-30 sounded loudly, the LED flashed and my Valentine One did nothing. As I drove closer to the laser trap, my Valentine One began to alert me to the laser signal, but I fear it would have been too late. The Lidatek LE-30 had been jamming for a good 3-4 seconds before the Valentine reacted.

I slowed my speed to 68 mph, exactly 2 mph below the posted limit. I cruised past the officer, but this time, the smile was on my face. Just past the overpass, I saw a line of troopers waiting on the on-ramp, poised to catch their prey. Just ahead, I saw four cars pulled over, and I can only assume that they were all receiving tickets.

Lidatek’s LE-30 worked wonders for me, and while I don’t advocate that people speed recklessly down the freeway, I do advocate for protecting yourself against shameless speed traps like the one that I encountered, where the police cherry-pick unsuspecting drivers as they traverse down a mountain hill. If you’ve got police with laser guns in your area, give the folks at Lidatek a call, and tell them that Roadfly sent you. Their unit truly is top-notch and effective, and delivers real world performance and results.

Located just north of Madison (the state’s capital) is Wisconsin Dells. Wisconsin Dells is a major hot-spot for tourists “in the know,” as it offers a great atmosphere for a summer family vacation by providing plenty of family friendly activities. The kids can play at one of nearly a dozen water parks while Mom and Dad can enjoy adult-friendly activities that include some great night spots.

One of the more popular attractions in Wisconsin Dells is The Dells Auto Museum, which plays host to approximately 25 classic cars and a wide assortment of interesting automotive memorabilia. The Dells Auto Museum is owned and operated by a father and son duo of Dick and Lance Tarnutzer. Together, they have an impressive collection of classic cars, of which they show 25 per summer at the Dells Auto Museum.

“Well, we had 400 cars,” says Lance Tarnutzer. “Unfortunately we suffered a major fire at one of our storage facilities a few years ago, and that fire caused us to lose a lot of our favorite cars.” Lance is refering to a 1999 fire that quickly consumed a 20,000 square foot warehouse that housed nearly 100 of the Tarnutzer’s more favorite cars. The fire ravaged the collection and left a majority of the cars as nothing more than rusty lumps of vintage sheet metal.

“We lost cars like our Plymouth Superbird, some Shelbys, a GTO Judge convertible, a Buick GS Stage 1 convertible and a bunch of other irreplaceable cars,” says Dick Tarnutzer. Dick began collecting cars in the late 60’s, and has prided himself on maintaining what was once the world’s largest collection of Indianappolis 500 pace cars. “But,” he says with a strong hint of sadness, “We still have a lot of great cars, and we’re always adding a few here and there.”

The museum sits just off Highway 12, next to The Deer Park and across from Riverview Family Park (an amusement park complete with go-karts, various rides, miniature golf and more). The building is a bit rustic, but it matches its surrounding environment well. A vintage dry-cleaning delivery vehicle greets visitors as they enter the museum’s front door.

Once inside, there is a nicely appointed gift-shop, complete with various literature, posters, t-shirts, models and other automotive memorabilia. Oldies tunes play in the background, as the Dells Museum staff chats cars with like-minded enthusiasts and afficianados.

Pay a very nominal fee, and the staff will lead you through closed doors to the museum’s impressive arrangement of historic automobiles. On this visit, there are 23 vehicles parked in the museum, and each bares an informational card that tells a story about the car’s origin, price and current value.

There’s a 1986 Indianappolis 500 Pontiac Fiero pace car with less than 10,000 miles, as well as a bright white (with hugger orange interior) 1969 Chevrolet Camaro SS Convertible Indy 500 Pace Car. A massive 1959 Ford Fairlane “Retractable” sits at the end of one aisle; a 1906 Oldsmobile rests at the other end.

“We try to circulate fresh cars into the museum each year,” says Lance Tarnutzer. “Each spring, we decide which cars we’ll show, and we move the collection around to accomodate them.” Tarnutzer is refering to the act in which volunteers and employees drive these timeless classics from just outside of Madison to the Dells. It’s quite a sight to behold as 20-some muscle cars, antiques and vintage rides parade down the Interstate each spring.

The cars are washed and detailed, the museum floor is repainted (green) and the cars are carefully parked and arranged. The entire process takes a few weekends to complete.

As mentioned earlier, there’s more to the museum than just its great showcase of highly desirable cars. Many visitors venture in to see the large memorabilia collection that includes antique gas pumps, signage and other interesting literature. And still more come to see the large antique doll collection (it’s valued at well into the six-figures).

So, the next time you’re in Wisconsin, do yourself and your family a favor and consider a vacation to Wisconsin Dells. There are plenty of waterparks, quality hotels, outstanding restaurants and even a casino, should you get the itch to try your luck. However, if you don’t feel like gambling and feel more like betting on a sure thing, take an afternoon and visit the Dells Auto Museum – you’ll be glad you did. And yes, you can buy a beer and a brat with a side of cheese at just about any restaurant in the Dells area.

(The Wisconsin Dells are located approximately 50 miles north of Madison, Wisconsin on I-90. The Dells are “open” from Memorial Day to Labor Day each summer, with some attractions like the large hotels (many complete with world-famous indoor waterparks) remaining open all year.)

A few minutes later, I was in the grocery store, and could overhear people talking about gas prices while in the check-out line. “I hear we’ll be paying more than $3.00 a gallon next year,” said the lady to her friend as they browsed the tabloid headlines. And I have to admit it, I started to do some math, just to see how much a fill-up might cost me next year – and I didn’t like the result.

We all know that we’re addicted (or possibly held hostage) to petroleum based products – we’ve built our lives around fossil fuel powered “necessities,” from cars and appliances to furnaces and airplanes. Unless you’re Amish, there’s little doubt you use at least one fuel burning machine every day of your life.

Automotive manufacturers are feeling the heat from rising fuel costs and have begun to attempt to counter the rising fuel prices with massive incentives. One of our local dealerships is advertising Chevrolet Suburbans and Tahoes for as much as $14,000 off MSRP. Despite their best PR efforts otherwise, the manufacturers realize that Americans may, for the first time, begin to let fuel price play a role in the purchase of an automobile – something that could put a dent in SUV sales. According to experts, every month that GM offers a $1000 incentive on a truck, it cuts $230 million from its bottom line (Business Week, May 31, 2004).

It’s obvious that manufacturers can’t afford to continue to offer rebates and incentives to curtail the consumer’s gas price pains, so what are the alternatives? Well, if fuel prices continue to rise, it’s possible that we’ll be seeing more hybrids and more diesel powered vehicles come to market faster and in higher volume.

Hybrids: Short term solution?

Just a few short years ago, hybrid technology (the combination of a gasoline motor and another form of motivation) seemed like a distant idea, destined to be shunned like the GM EV1 electric car. But thanks to successful hybrids like the Toyota Prius, Americans are warming up (quickly) to the idea of a gasoline/electric hybrid. And with EPA projected fuel economy numbers that reach beyond 50 miles per gallon, hybrids do deserve a serious look.

Honda and Toyota seem to be leading the way with hybrid cars, but the “big three” aren’t far behind – Ford has already unveiled a hybrid powered Escape SUV that can obtain nearly 600 miles on a single tank of gas, while averaging better than 34 mpg.

Conventional hybrid technology combines a gas powered engine with an electric motor. When necessary, the gas engine automatically starts itself and propels the vehicle forward. While the vehicle is “idling,” or cruising under a light load, the electric motor supplies power. The electric motor draws its power from rechargeable batteries that are charged by slowing the vehicle (the brakes generate electricity), or by using the gas engine to operate a charger that refuels the batteries.

The additional benefits of a hybrid vehicle are many. They typically generate very low emissions, offer improved versatility over previous electric cars, require minimal additional maintenance, offer lower levels of road noise, and have plenty of room for passengers and cargo. And, there’s also that fuel economy thing…

But let’s talk price for a minute. Outfit a Toyota Prius with a nice options package, and you’ll spend a little over $25k. That may be a little steep for some thrifty buyers, but it doesn’t seem to have an impact on sales – according to a recent Wall Street Journal article, many Toyota dealers have a waiting list for a Prius, and are charging $5,000 – $6,000 over MSRP. Honda, on the other hand, makes its Civic Hybrid available with no options (other than color choice), and sets the price at just over $20k. For you SUV lovers, the Escape Hybrid (with 4WD) should come in at just under $30k.

Part of the reason for the increased price of a hybrid vehicle is that a hybrid requires additional batteries, charging systems and electrical components. Not immediately obvious is the additional cost of a common thread in most hybrids – a Constant Variable Transmission (CVT). A CVT can add nearly $1000 to the bottom line of a vehicle, and a large number of consumers are (unjustifiedly) pessimistic about CVT technology.

In the early days, CVTs were known to be somewhat fraile, prone to breakage and “too weird” for most people. But, thanks to recent improvements in transmission technology, today’s CVTs can handle more power, require less repair and operate seamlessly. In fact, most traditionally powered vehicles (i.e, gas motor only) will recognize increased fuel economy with a CVT versus a traditional manual or automatic transmission. The reason being due to the CVT’s ability to keep the engine operating at its most fuel efficient RPM – something a traditional transmission has a harder time of doing.

But let’s get down to brass tacks. Is it really less expensive to own and operate a hybrid vehicle? We’ll let you be the judge. Consider these two vehicles:

Vehicle 1: 2004 Honda Civic HX, 1.7L 4-cyl gasoline motor, CVT, some options. MSRP: $15,200. Average fuel economy (EPA estimates): 36/44

Vehicle 2: 2004 Honda Civic Hybrid, 1.3L, 4-cyl, CVT, some options. MSRP: $21,140. Average fuel economy (EPA estimate): 46/51

Assuming the same, 60-month loan at 6.0% interest, without any down payments, the Civic HX would cost $293 per month. The Hybrid would cost $409 per month.

Assuming that each vehicle is driven 15,000 miles per year, with fuel costs averaging $2.02 per gallon and all other factors being equal, the cost to operate the Civic HX (averaging 40 mpg) would be $757.50. Under the same conditions, the Insight (averaging 48 mpg) would be $631.25. That’s a savings of $126.25 per year. Over 5 years, the total fuel cost savings would be just $631.25. Hardly enough to warrant the $5,940 increase in sticker price.

But then there’s the whole environmental responsibility aspect to consider. Sure, it might cost a little more to own a hybrid, but if more people bought and operated hybrids, fuel demands would drop, emissions would lower (in theory), and we might just be able to eek out a few more years of fuel reserves.

And as basic economics theory shows us, more demand for hybrids would result in higher production and lower cost, so cost of ownership could very well shift in favor of the hybrid. Of course, this all remains to be seen, but we have a feeling hybrids are here to stay.

While talking with a salesperson from a local dealership who wished to remain anonymous, we discovered that rising fuel prices are putting a dent in large vehicle sales. “I’ve had customers requesting fuel economy information for vehicles they’re considering to purchase, and that’s something I’ve never encountered before,” said the salesperson. “It’s definitely put a hurt on our truck and SUV sales.”

Diesel: A viable alternative?

Mercedes-Benz has long built reliable, fuel efficient, diesel powered vehicles, but most Americans can’t ignore the images of sooty black plumes of smoke coming from large tail pipes, when the word “diesel” is muttered. But don’t dismiss diesel – it’s actually a very viable alternative.

Mercedes-Benz has recently shown us its E320 diesel sedan, and we have to admit, we love the thing. It’s 100% Mercedes-Benz, and it’s bursting at the seems with quality. It’s also powerful, quiet, and nary a waft of black smoke doth it emit from its tailpipe. How’s that possible? It basically boils down to fuel quality. In Europe, diesel fuel is high quality stuff. In America, we get “garbage,” with high sulfur content. The sulfur is largely responsible for the smoke, the smell and the health concerns (some studies suggest that diesel exhaust can cause cancer, amongst other health issues).

Lawmakers are hard at work trying to set standards for American diesel fuel to those of our foreign counterparts. But will that be enough to coax Americans into considering a diesel powered vehicle for their next purchase? Only time will tell. At the moment, hybrid technology is all the rage, and we expect to see more and more hybrid technology in the next few years.

The sluggish, top heavy feeling from a heavy load can lead to more than an unpleasant feeling. As your vehicle accepts more weight (especially rear-biased weight), the chassis can become unbalanced, which in turn can lead to any number of performance issues. Headlight misalignment can lead to complications at night, braking systems can become overwhelmed, vehicle control can become greatly impaired and general stability can suffer.

Traditional suspension systems aren’t designed to accommodate significant increases in load, especially when biased to one portion of the chassis. Thankfully, ZF Sachs has developed an uber high-tech shock absorber that it calls “Nivomat,” which offers the only self-leveling suspension system that doesn’t require external energy.

Nivomat is lightweight, maintenance free, easy to install, retrofitable and economical, which is why many OEMs are beginning to show interest in the system. GM and Daimler-Chrysler have embraced the Nivomat system and include it as an option on many of their vehicles. We were lucky enough to experience the benefits firsthand at the Las Vegas Motor Speedway.

ZF Sachs hosted a ride-and-drive event and provided select journalists with a slew of paired vehicles to compare. By “paired” we mean to say that two identical vehicles were supplied – one with Nivomat, one without. This allowed us to realize the benefits of the Nivomat system on a direct, one-to-one comparison.

Just to make things interesting, ZF Sachs also outfitted every vehicle with more than 1,000-lbs of ballast. And if that wasn’t enough, they set-up a rigorous test track, complete with simulated railroad crossings, emergency lane changes, “whoop-de-doos” (our term), and braking zones.

We were paired with an engineer from ZF Sachs and invited to push each vehicle through the course. The ballast became immediately obvious as we tried to manuever the non-Nivomat vehicles through the slaloms, over railroad tracks and across the miniature “jumps.” The non-Nivomat controlled vehicles wallowed and bounced, zigged and zagged and left us with a very uneasy feeling. Speaking generally, the non-Nivomat vehicles were quite a handful.

Once we calmed our sea-legs, we climbed into vehicles that were equipped with the Nivomat system and immediately noticed a dramatic improvement. How dramatic? While testing a 2003 Chevrolet Suburban equipped with Nivomat, I had to get out of the vehicle, walk to the back and visually inspect the ballast pack – I thought they had tried to pull a fast one… but the ballast was there, in all of its hefty glory. The engineer had a smile on his face as he gave me the “I told you so” routine.

A full-sized Suburban isn’t exactly light on its feet, and it’s generally less nimble when loaded with an extra 1500-lbs of heavily rear-biased ballast. But the Nivomat system completely masked the added cargo, and in fact, helped the vehicle feel almost Lotus-like. It shredded the slaloms with nary a tire squeal, it glided gracefully over the railroad tracks with barely a thump, and handled the irregular pavement with grace. It stopped and accelerated with complete control – no body roll, no slinky-like suspension wallow – just sure-footed, stable and safe response.

So if you’re contemplating a new vehicle purchase, don’t overlook the Nivomat option. And if it’s not offered on a particular model, ask the manufacturer why. The benefits are tremendous, and you’ll immediately notice the improvement in ride comfort and handling. And while ZF Sachs won’t officially confirm it, we believe tire wear may actually improve as a result.

No matter how you slice it, the Nivomat system can’t be beat. Check it out for yourself at: http://www.zfsachs.us.

H. Wayne Huizenga sold 2.2 million shares of AutoNation for a reported $38.9 million, according to an article written by Robert Sherefkin, in the Dec. 29 issue of Automotive News.

But Huizenga was not the only one fleeing. There were many insider transactions in the last quarter of 2003. An insider transaction occurs when a person or persons, sell off a large amount of stock in a company where they are either employed or in which they own a considerable stake.

The largest single sell-off came when the Blackstone Group – the New York financiers who bankrolled the American Axle in 1997 – sold their remaining shares in that company for $227 million.

The largest group of sell-offs came from Eaton Corp., a firm which manufacturers performance, protection and control systems for the automotive, aerospace, truck, industrial and residential markets. Eaton had twelve officers and directors sell shares in the company. Eaton Corp. did not report any of its executives buying any of the company’s shares.

The largest sell-off for a chief executive came when Robert Rossiter, of Lear Corporation – the world’s largest producer of automotive interior systems – sold 100,000 shares for a reported $6 million.

Shares of Lear Corp. sold at nearly double the share price of a year ago and Eaton Corp.’s shares were trading at prices well above their 52-week low. Several other companies were also “trading at or near historic highs.” The stock market is surging and the economy is reportedly in full recovery, and yet, insiders are reacting by selling off shares in very large numbers.

In the last quarter of the year, which ended Dec. 15, there were 74 insider transactions – 67 sales and 7 buys, according to an article in Automotive News that cites Thompson Financial, a financial services information firm based in New York. Compare that with the same period last year when there were just 31 insider transactions, 17 of which were buys and 14 sells.

What is disturbing is that this kind of trading could indicate that insiders think the value of the stock is headed south. “The extent of insider selling suggests that we may be nearing the end game in the bull market for auto stocks,” said industry analyst Rod Lache of Deutsche Bank in New York, in an article in the Dec. 29 article. Of course, it could also mean that those same insiders simply need money.

The majority of companies in the automotive sectors – retailers, suppliers and automakers – have been on the rise since the market recovery in March. However, “the market takes 12 to 18 months to . . . bid up the share prices,” said Craig Fitzgerald, a consultant with Plante & Moran LLP of Southfield, Mich., in that same article.

The only exception to the massive sell-off among U.S. automakers was Bill Ford, Chief Executive Officer of Ford Motor Co., who bought more than 2,600 shares to increase his stake in the company that bears hi name to 9.9 million shares.

Generally speaking, car dealerships have long fought the stereotype of being sneaky, underhanded scam factories. Everyone has heard the horror stories about the infamous plaid jacketed, slicked back salesman who sold the ultimate lemon to an unsuspecting buyer. As a result, programs, incentives, policies, and laws have been developed and passed in an effort to protect the consumer.

To further alleviate some of the headaches that are common to the buying process, services like Certified Pre Owned (CPO) and vehicle background checks have been initiated by automobile manufacturers and independent reporting services. These highly promoted programs are intended to help educate the consumer about the vehicle they’re interested in.

Independent reporting services such as CARFAX or Experian Automotive Services provide information about a vehicle’s ownership and insurance history and can often identify problems that might not otherwise be obvious – odometer tampering, salvage titles, flood damage, and occasionally even major accident damage. Often, these services can supply additional information that might be helpful to a potential buyer as well.

CPO programs are typically factory-initiated services, wherein a dealership follows an inspection procedure to identify, fix, repair and/or disclose problems with a previously owned vehicle, prior to offering the vehicle for sale. Additional CPO benefits may include an enhanced or extended warranty, roadside assistance, “loaner” vehicle assistance (in the event of vehicle repair), and so on.

Of course, these benefits extend beyond the consumer and to the dealer and manufacturer as well – dealerships are able to more easily sell used vehicles under the CPO program, as it alleviates some of the concern that a consumer might have about buying “a used car.”

Recently, there’s been a massive commercial pitch to promote and educate people of the benefits of a CPO program – “Buy the car you didn’t think you could afford” or “Enjoy piece of mind” are some of the underlying messages in these marketing campaigns. The manufacturer wants the consumer to understand that buying a CPO vehicle should be painless and quite possibly “prestigious.”

Sounds great, right? Heck, we should all run out and buy a CPO vehicle – we’d save thousands of dollars, enjoy complete piece of mind, and never have to worry again.

For the most part, CPO programs do appear to work as intended. But there are some potential problems and pitfalls that the consumer needs to be made aware of – the adage “Let the buyer beware” still applies to CPO vehicles. Roadfly has learned of several recent CPO problems and feels compelled to share some of this info with you, our valued reader.

The Basics: What Exactly is CPO?

Rather than bore you with paragraph after paragraph of information, let’s just consider the basics about most CPO programs.

* Factory initiated program
* Applies to vehicles that are relatively new and still covered by original warranty
* May extend vehicle’s warranty by time and mileage
* May include extra services like roadside assistance
* Vehicles are inspected by the selling dealership: a comprehensive list of body, mechanical, safety and accessory inspections is performed
* Vehicles are repaired and brought up to standard prior to sale
* Vehicles usually receive additional detailing
* Vehicles are usually “featured” by the dealership
* Vehicles usually cost more than non-CPO vehicles with similar options and equipment

The above list is just what it is – the very general basics. There’s a ton of fine print involved with each manufacturer’s CPO program, so you’ll have to do your homework if you’re interested in a CPO vehicle. But what happens if things go wrong? Does buying a CPO vehicle guarantee you’ll get a trouble free vehicle? Not exactly.
While browsing the various internet-based message boards, we discovered that a small (yet not insignificant) number of people were reporting odd problems with their CPO vehicles – some had an inordinate number of problems, others had minor problems, but they were problems nonetheless.

After doing a little more digging, we found one CPO vehicle owner who was sold a car that appeared to have been the victim of a major accident – body panels had been replaced and repainted, air bag problems existed, and so on. Another CPO vehicle owner had reported that his “new” CPO vehicle was in the shop for months on end, while the dealer attempted to fix a long list of problems. And yet another owner reported a constant overheating problem, combined with oil leaks.

We attempted to contact the owners so that we could discuss this with them, but apparently, the manufacturers who sponsor the CPO program had put a “gag order” on the owners. E-mails were returned with a brief note indicating something to the effect of, “Can’t talk about it, [vehicle manufacturer] has made me sign a non-disclosure agreement.”

Sure enough, all talk about the problems on the message boards stopped soon after we attempted to contact the owners. The manufacturers had successfully swept the issue under the rug; we can only speculate as to what has happened with the vehicles. Several of the people who were having problems with their recent CPO purchased vehicles appear to have new replacements. Calls to the respective manufacturers were not returned, so we can’t confirm the exact outcome of these events.

Rest assured that these incidents are not typical, and are probably the result of a few rogue dealerships. After all, a manufacturer would not want to develop a reputation of certifying anything and everything that sat on the lot – that would negate any benefit of a CPO program.

But, the problems present another question – if damaged vehicles can be inspected, certified and sold as CPO vehicles, why isn’t a service like CARFAX or Experian catching some of these problems? That’s what they’re is supposed to do, right?

Again, the answer is “not exactly.” The vehicle history services appear to only catch problems that have a direct impact on the title and/or “history” of the vehicle. Transactions such as ownership transfer, or a change in status (i.e., Salvaged title) are the major components of a report. In theory, a vehicle could have tens of thousands of dollars of damage from an accident, and so long as the vehicle wasn’t “totaled” by the insurance company, the reporting services might not be able to pick-up on the damage.

Ultimately, buying a vehicle is still a somewhat risky business, even though the vehicle may be “Certified Pre Owned.” An inexperienced technician may have missed a few inspection points, or a dealership might be desperate to move a vehicle off the lot quickly, and a seemingly perfect CPO vehicle might turn into a real nightmare.

We strongly suggest that a prospective buyer take the following actions when considering the purchase of a used vehicle, even if it is a Certified Pre Owned vehicle:

* Drive the vehicle not as a buyer, but as an inspector. Pay attention to any rattles, squeaks, odd noises, or problem indicators. A vehicle should not pull or drift to one side or another, nor should it smoke, smell odd or exhibit any other unusual characteristics. If you’re uncertain as to what’s normal, ask to drive a similar vehicle for comparison.

* Carefully inspect the vehicle for proper equipment. We’ve heard dozens of stories about CPO vehicles not having the correct spare tire included with the vehicle, or components like CD changers and tool kits missing. Spare tires should be in good condition, properly inflated, and the proper size and style for the vehicle.

* Take the vehicle to an independent shop and ask them to inspect it for you. A thorough inspection should cost between $100 and $200, and is money well spent. If possible, ask the shop to conduct a service history check for you – it will give you an idea if the car has been spending a lot of time in the service department.

* If you suspect the vehicle might have been in an accident, take it to a quality body shop and have them check the paint thickness. Often, cars that have been repainted will have a thicker layer of paint than what the factory would apply. Factory paint thickness on most modern BMW vehicles is between 4-7 “mils.”

* Get a vehicle history report on the vehicle. While it won’t tell you everything about the car, it is helpful.

* Ask the selling dealership for copies of the CPO paperwork, including inspection and service records. A reputable dealer will not be afraid to share this information with you. We’ve heard stories of some dealerships claiming that the service information is “confidential,” which isn’t exactly true. If the dealership wavers on this, consider walking away, as the history is most likely not favorable.

* Compare the CPO vehicle to a non-CPO vehicle with similar options. Ask yourself if the additional price for the CPO vehicle warrants the purchase. Many times, a consumer can purchase an aftermarket warranty that would cover most repairs for less than the additional cost of the CPO vehicle. It’s an option to consider.

Buying a car can be a very rewarding experience, and it can be a very disappointing experience. When car shopping, take your time – don’t be in a rush to buy, and most importantly, don’t “fall in love” with a certain vehicle. Car manufacturers build thousands of vehicles each month, and you can be assured that there are plenty to choose from. If anything about a particular vehicle causes you to raise an eyebrow, be prepared to walk away and consider another vehicle, regardless of whether it’s a CPO vehicle or not.

If you’d like to learn more about CPO vehicles and owner experiences, visit our message boards and use the search feature to find information and discussion about other people’s “CPO” experiences.

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 M8×1″ 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.

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.