We’re disappointed that the company that gave the world the RamBox didn’t provide a special feature or two integrated into the Gladiator’s bed or hiding underneath. We’ve seen our share of air compressors, hidden storage bins, extra fuel tanks, and even outlets for 12-volt tools and kitchen appliances (ever had a blender on the trail or worksite?). A basic bed in a not-so-basic pickup doesn’t make much sense. How about a JeepBox?

8.51am sorry – it’s not the cars – it’s the people that our fine immigration continue to let in!!!! It’s got to Stop!

That boost in welding capacity has opened up more possibilities for further efficiencies. They include the welding of small components that go onto subplates that hold small parts, like base plates and risers. (Base plates hold the receivers that in turn hold the load cell. Risers serve the same function but also can elevate the scale module when needed.)

Cutline Marker Accuracy: On at 90°. Off at 45° –  kerf outside of notchBlade Visibility: Very Good –  guard lever enters view slightlyBevel Angle Setting: Good –  5° increments; raised plastic markings; good contrast but indistinct pointerGuard Action: Very Good on shave cuts – large outboard lobe helpsTracking against Straightedge: Very GoodGrip and Trigger: Very Good –  nice feel; push-down safety button

Out back, Smith sourced Ford’s new 5.2-liter Aluminator 52XS crate engine. Rated at 580 horsepower, it’s basically the "Voodoo" engine from the Mustang GT350 with a cross-plane crank and appropriate camshafts for the different firing order. Smith flipped the intake manifold around to put the intake at the rear. To mount the engine three inches lower in the chassis, Smith swapped the Aluminator’s oil pan for a wide Moroso oil pan and windage tray from 5.0-Mustang. To run the Aluminator, Smith chose Ford Performance Parts’ Controls Pack. Mustang mounts isolate engine vibrations from the chassis.

It would’ve been nice if Dodge had turned on the timing tower at the end of Auto Club Speedway Pomona so we could see if we’d hit the car’s expected numbers, but automotive journalists (especially those who test cars regularly) are a competitive bunch, and Dodge chose to keep it fun and play it safe. Toss in a handful YouTube personalities and social media influencers, some of whom had never been on a drag strip before, and well, you get the idea. As it was, we were going to be running one lane at a time instead of side by side in one of five stock 1320s, further reducing the possibility of mayhem.

Thousands of players have been entirely happy with their master-volume controls for going on 50 years now, so they clearly do the trick just fine as far as many guitarists are concerned. Detractors will say, however, that the nature of this control means that even at their best they can only reduce what’s happening in the circuit before the output tubes, and don’t allow for bringing those big tubes’ essential contribution to an amp’s sound, or that of the output transformer.

Cutline Marker Accuracy: On at 90°, On at 45°Blade Visibility: Fair – front knob blocks viewBevel Angle Setting: Fair – 5° increments; cast markings: tiny numbers; no contrastGuard Action: Good on shave cuts – guard hangs up to the right side of the blade (during odd shave cuts off the left side of the material)Tracking against Straightedge: Fair – drifted out to right slightlyGrip and Trigger: Very Good – nice feel; push-down safety button

Coolest detail: Triple down tube. We’ve seen twin down tubes before—Colnago’s BiTitan frames in the 1990s, and more recent examples from Factor—but this is the first triple down tube we’ve ever seen. In place of a single 32mm down tube, there are three 16mm tubes. “I was curious to see if the frame rode any differently,” he said. “[There] is about a 33 percent greater contact area between down and head tube this way.” O’Donnell reports that the bike rides quite well after extensive testing, which included sprints, gravel rides, and “meandering my way home after dinner and drinks.”

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Shimano must be jumping for joy at this. I get system integration but the rest is just nuts. First the cost, second having to bin the powermeter when you need to chainge the chainrings, third the requirement for an XDR driver for wheelset, so you’ll have to update any wheels you have or accept you can’t switch. At least with 11sp all cassettes were compatible. Lastly in the world of marginal gains on the road why an earth would you want to go with a 50 for the largest chainring and a 10 on the cassette which would be less efficient than running a 53/11, are people then going to add on ceramic speed jockey wheels.

Yep. Let’s stop WP holders having cars – coz they’ll be perfectly safe riding a bike or scooter- NOT