The dropper post offers the novelty of moving the saddle out of the way for a steep descent or lowering the center of gravity for corners, all adding to the fun.

I agree Toyota has had fine quality but they are not as good as they once were. GM is a lot better than they were but both MFGs have room for improvement.

Germany’s DP Motorsport is undertaking a multi-part project that aims to create the ultimate version of the 1989 911 Speedster. The car still awaits the major mechanical upgrades, but the aesthetic upgrades show that this could be an incredibly impressive creation when the job is complete. The car belongs to an owner in Berlin, Germany. He bought it in California with the conversion from a 1989 911 Targa 3.2 to a Speedster body already complete. However, this person thought that the vehicle looked “too modern,” so the vehicle went to DP Motorsport for further modification for a more retro appearance. The firm installed a body kit that took close inspiration from the F-model 911 of the early 1970s but with much wider rear fenders. The tweaks also included a lower front bumper and revised side sills for hiding the oil lines. For an understated but very attractive appearance, painted the body Nardo Gray, fitted black badges, and added black and orange graphics. The cabin has remained largely stock other than a new, Alcantara-covered steering wheel and stylish, metal shift knob.

(Wish there was a connect iq app for this which would require the electronic shifters to support some way of doing ant+ input)

Required brake tests take longer on a long train. Some brake tests require the inspection of every car and walking a 3-mile-long train to the end and back is 6 miles. Add to that a portable radio that fails to transmit that far, and the result is substantial train delay.

The cabin is designed for off-roading with all buttons for electronic lock differentials, stabilizer bars and auxiliary switches. In between these switches and the old transfer box selector, the measuring instrument cluster can display pitch and roll data as well as steering angle information.

This is classic, heavy-duty, large-workpiece welding and fabrication, and until recently the fabrication department had to deal with the classic large-part-fabrication problems, especially when it came to material handling and welding; three years ago, both created significant constraints.

12. No expense has been spared with an Ohlins NIX fork and TTX shock. Up front, we’ll find a fully-adjustable 43mm Ohlins NIX fork featuring 4.9 inches of travel—that’s 0.2-inches over the previous generation and meant to deal with greater braking forces. In the rear, a fully-adjustable TTX shock boasting 4.7 inches of travel is at play. Feel from the fork is superb, keeping the chassis in shape when braking hard into turn 1, coming down from 180 mph. The shock was getting quite the work out at Mugello, with the undulating track and wheelie bumps asking everything of it. Still, the 1100 never wallowed or became squirrely for a man of my modest talents.

The table also has the ability to support pieces much larger than a lot of its peers. A 28-3/4-inch x 22-inch working table top extends to a very wide 35-inch rip capacity (to the right) with the help of a rack-and-pinion system and rotating fence that echoes DeWalt’s. What’s more – there’s an outfeed extension of 28-3/4 x 2-inches. Dewalt’s saw allows a 32-1/2-inch rip capacity, Bosch and Ridgid a 25-inch capacity, and Kobalt a 30-inch. A riving knife and anti-kickback pawls keep the user safe while cutting.

One doesn’t have to simply live with just any Chevrolet Colorado. The Colorado Dusk and Colorado Midnight editions add a theme of darkness to the truck, while the upcoming Colorado ZR2 Bison elevates off-road prowess to uncharted levels, thanks to tight collaboration with American Expedition Vehicles (AEV). Who knows what will follow?

Would I need to change my wheel hubs? or get all new wheels. OR does the 12speed cassette fit on 11speed wheels.

With the new AXS chain having a different roller diameter to that of existing 12 speed chains, I understand the AXS chain rings and cassette cogs will have a slightly different tooth profile to current cassettes/chain rings that are available. My question is whether or not the gap, or horizontal distance, between the two chainrings on the new AXS crankset/chainring, is the same as that of the current Red crankset/chainring. If aftermarket chainrings of 110/5 BCD with 48/35 teeth combination and a tooth profile to match the AXS chain became available, would I be able to use an existing SRAM or aftermarket crankset, with the AXS groupset?