2020 Jeep Gladiator

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The Jeep Wrangler has always been its own thing – and that’s probably the main thing which accounts for its enduring popularity as the times we live in become ever more collectivized and homogenized.

But how about a more practical Wrangler?

One that can haul more stuff  . . . and pull a lot more stuff?

Enter the Gladiator.

What It Is

The Gladiator is a stretched version of the four-door Jeep Wrangler – with a five foot bed accounting for most of the increased length and giving the Gladiator much more cargo-carrying capacity than the Wrangler.

It’s basically a mid-size, crew-cab truck – but with some uniquely Jeep features you won’t find in any other mid-sized truck, including the ability to go topless and doorless, just like the Wrangler.

The extra length – and wheelbase – also makes the Gladiator a more stable platform for pulling more than the Wrangler. It offers a class-best 7,650 lb. maximum tow rating –  more than twice that of the Wrangler – despite the two vehicles having otherwise similar underpinnings and the same drivetrains.

Another Gladiator point-of-departure is its standard manual transmission – which is standard in every trim, not just the base trim.

You can buy an automatic if you prefer not to shift for yourself – but the Jeep is just about the only vehicle in the class that doesn’t force you to buy an automatic. Because an automatic is all thats’s available in most of the others in this class, including models like the Ford Ranger and Chevy Colorado/GMC Canyon; the aging Nissan Frontier is among the few remaining mid-sized pick-ups that isn’t automatic-only.

All Gladiator trims also come standard with a V6 engine – not a four cylinder engine.

And 4WD.

A 2WD Jeep being almost as silly as peanut butter without the peanuts.

Prices start at $33,545 for the elemental S trim which comes with hand-crank windows and manual door locks – in keeping with the Jeep ethos of ruggedness and simplicity.

Power options are available, of course – but it’s neat that Jeep doesn’t force-feed them to you.

The $40,395 Overland comes with luxury touches such as leather trim and ambient interior lighting, as well as a 7-inch LCD touchscreen and 18-inch alloy wheels in place of the steel 17-inchers that come standard otherwise.

For maximum off-road capability, there’s the Rubicon – which comes with locking front and rear differentials, 11.1 inches of ground clearance, off-road Fox shocks, rock rails and skid plates, 33-inch all-terrain tires and an electrically disengaging front sway bar, to allow for greater front suspension articulation when rock crawling.

As the Iron Sheik used to say, it’s the real deal.

What’s New

The Gladiator name isn’t.

It was  first used back in the ‘60s – when Jeep converted a four-door Wagoneer into a two-door/regular cab pick-up. That model remained in production until 1987.

The Wrangler-based (and four door) Gladiator is an all-new model.

What’s Good

More Wrangler – and more capability.

Comes standard with features no one else offers.

Lets you skip features almost everyone else includes.

What’s Not So Good

Wide-load turning circle (44.8 feet for the Rubicon).

Could use a larger gas tank – to make it seem less thirsty than it actually is.

It’s the same overall size – almost – as a full-sized regular cab truck, but with a compact-sized truck’s bed.

Under The Hood

Regardless of trim, every Gladiator is powered by the same 3.6 liter V6 that’s optional in the Wrangler and used in many other FiatChrysler vehicles, including the Dodge Challenger muscle car, the Ram 1500 full-size pick-up and the Chrysler 300 sedan.

It makes 285 horsepower the old-fashioned way – with displacement instead of a turbocharger. That means never having to worry about spending money on a replacement turbo.

It also does not have a timing belt – so you’ll never have to worry about spending money to replace that, either. It uses a chain, which should last the life of the engine. This engine  isn’t direct-injected, either – so there’s no worry about carbon-fouling of the intake valves after the warranty coverage runs out and having to shell out to get them de-carbonized.

FCA – Jeep’s parent company – is pretty much the only company that isn’t slurping down the electric car/climate change/fuel economy uber alles Kool Aid, which is probably why FCA vehicles (Jeeps especially) seem to have no problems finding buyers, despite not having all the “latest tech.”

Rather, because they don’t have it.

The V6 can be paired with either a six-speed manual transmission – which is standard in all trims, including the top-of-the-line Rubicon – or you can choose the optional eight-speed automatic.

Which isn’t a ten-speed automatic, so two fewer (unnecessary) gears and so less complexity – which ought to mean greater longevity. The manual six-speed, however, is probably your best bet in that regard because it’s a simple, mechanical thing – whereas all modern automatics are also electronic things. If you buy a Gladiator with the six-speed, you might have to put a clutch in the thing once every 15 years or so.

But a clutch is a whole lot cheaper than a transmission.

All trims are 4WD.

Gas mileage is 16 city, 23 highway – with the manual. This is – roughly – par vs. some of the four-cylinder turbocharged competition (the Ford Ranger with its standard 2.3 liter turbo’d four – and a ten-speed automatic – rates 20 city, 24 highway) but the Jeep feels thirstier than it is because of its fairly small (22 gallon) gas tank.

You fuel up more often – which makes you think you’re spending more on gas. But you’re actually spending about the same as owners of other trucks with larger tanks.

They just fill up less often.

Jeep people often add jerry cans in side mounts, which is an easy way to address this issue. It’d be nice, though, if Jeep were to offer a larger tank – or an auxiliary tank. After all, if you are heading for ze hills – perhaps to evade the Free Shit Army – having 35 gallons of fuel rather than 22 could make all the difference!

Interestingly, the Gladiator’s mileage with the automatic isn’t noticeably better – which is the usual justification given for automatics with nine or ten gears. In fact, it’s slightly less – 22 MPG – on the highway.

And slightly better – 17 MPG – in the city.

But overall, it’s a wash – and the fact that the manual-equipped version will cost you less to buy and probably less to keep over the vehicle’s lifetime makes buying the automatic a question of preference rather than economy.

One last thing about gas: The Gladiator’s V6 is a regular 87 octane unleaded engine – which will save you about 30 cents per gallon vs. fueling a turbocharged engine that requires 91 octane premium.

All models except the Rubicon come with 3.73 gears in the rear axle; the Rubicon comes with a much more aggressive 4:10 ratio, to give it even more leverage at low speeds.

Finally – the strong word is that a diesel engine will be available next year.

On The Road

Some reviewers fault the Gladiator for handling like a truck – but that’s kind of like faulting an NFL linebacker for being big. People who buy vehicles like this expect a hunky experience – and more to the point, want it.

Jeep provides it.

The payoff is a vehicle that can go places you’d otherwise need a dirt bike to deal with – and dirt bikes can’t carry a load of firewood and don’t have eight speaker stereos, either.

Even the standard Sport trim has 10 inches of ground clearance, enough to drive over almost anything that happens to be in the way. The Rubicon’s clearance is nearly a foot (11.1 inches) and that plus the center and rear locking diffs and 4.0:1 Low range (2:72:1 is standard) make this thing almost invincible regardless of weather or the absence of pavement.

And there is also the element of being in the element. Pull the doors up and out; leave them in the garage. Roll the roof back. Feel the world around you instead of being hermetically sealed away from it.

That’s what it’s all about.

How Jeep “gets away” with selling a new vehicle that “allows” its owner to drive around without doors – and with the windshield lowered, even – is either a magnificent oversight on the part of the Safety Cult or a magnificent achievement on the part of Jeep.

Regardless, it probably explains why Jeeps sell so well. It is the same reason booze sold well during Prohibition. In both cases, good times – and a thumb in the government’s eye.

The Gladiator’s main deficit (on road) is its length.

At 218 inches long bumper to bumper, it is almost as long as one of the mightiest land sharks to ever roll off the line – the 1970 Buick Electra 225 (so named because it was 225 inches long). That plus a big rig’s turning circle make it more of a challenge to parallel park and maneuver in tight spots than the Wrangler (which is only 188.4 inches long).

But the payoff is  . . . more Wrangler.

At The Curb

It looks like a Wrangler – and shares the Wrangler’s interior dimensions, including the same (and much more than is usual) headroom in both rows (42.8 inches). Most current vehicles – including pick-ups – have significantly less headroom in the second row due to the roofline sloping rearward.

The Gladiator’s roof is as level as the deck of an aircraft carrier.

And you can peel the roof back – and turn into the wind, just an F/A 18 about to catapult off the deck.

No other truck even offers a fabric top. It’s standard here.

A composite hardtop is available, too – and it comes with removable roof panels. The hardtop is heavy – and unwieldy. It generally requires a pulley/block and tackle system and two people to remove and install. But the fact that you can remove the roof really sets the Gladiator apart from the herd. It’s a brand-new vehicle that’s pleasantly like the brand-new vehicles if 30 or 40 years ago.

It’s physical in a way that most new vehicles aren’t.

You operate it with your hands – and your muscles – not with the tips of your fingers. If you prefer to tap and swipe, this one’s not for you. But that’s precisely the appeal of the thing  . . . to people who don’t want a Soy Boy toy.

The Gladiator also has nearly enough room behind its second row to carry a Wrangler – and can easily pull one.

Though it’s only a five-footer and so smaller than the beds that compact trucks used to offer (there are no compact trucks available anymore) the bed is configurable and coverable; it can take 4×8 sheets of drywall or OSB. The tailgate can be laid down to increase the bed’s functional capacity to nearly that of a six foot bed.

It would be nice, though, if Jeep offered that. And two fewer doors.

A two-door/regular cab Gladiator with a six foot bed would be even more practical – and more in tune, conceptually, with the original Gladiator.

The Rest

In addition to not having to buy power windows and locks (desirable in a real off-roader because you can still crank the windows open when the battery dies on you 37 miles from the nearest paved road) Jeep also lets you skip the ssssssssssssssaaaaaaaaaaaaaafety rigmarole that’s making new cars a real pain in the ass to drive – assuming you know how to.

Jeep offers them – see the Safety Group and Advanced Safety Group – but neither is standard in any trim. This is wonderful. It means you avoid pants-suited pestering when you change lanes without signaling first and don’t slam on the brakes because a car 100 yards ahead of you is slowing to turn off the road.

There’s even a manual-lever pull-up emergency brake.

FCA is the only major car company not force-feeding ssssssssssssaaaaaaafety electronics to its customers, leaving it up to them to decide whether they require “assistance” keeping their vehicle in its travel lane or with braking and other such basic driving competencies.

Since people who buy Jeeps usually are competent and don’t require “assistance,” they will appreciate not being nannied – and not being forced to pay for it even more.

Some other Gladiator coolnesses: Jeep lets you buy the high-end audio system (552 watts, nine-channel amp and subwoofer) in all trims. You aren’t nudged up to a higher trim to get the good tunes.

Also, the tunes are portable. The Gladiator has a removable/wireless bluetooth speaker system, too.

The Bottom Line

The Gladiator isn’t just another truck.

It’s a Jeep truck.

. . .

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  1. I just gave my F150 “das boot” today in favor of a shiny new Rubicon. A few more bells and whistles than I wanted, but considerably more practical and allows me to get rid of the side by side, the quad, and the trailer. That means a decent chunk of change stays with me that had been going to the insurance mafia, the registration/tags mafia, and I free up a lot of driveway.

    This also means I can fit into a parking place without doing the Icky shuffle to get in and out. Jeep done good on this one.

    • Excellent, El Guapo!

      Have you been off-road yet? I took my test ride out into the field and played with it some. But I didn’t risk the woods because of its length and width… I didn’t want to have to make That Call to the press fleet and tell them their press vehicle was wishboned between a couple of big oaks!

      • I took it out today and put it through the paces on the “road” to a local ghost town, and I am in love with this thing. Put it in 4 low and idled through some pretty gnarly stuff. Never slipped a wheel without ever engaging the lockers. I did try out the sway bar disconnect and the “off road plus” mode, and got through some heavy rock (that I think would have stopped my dear departed CJ-7 in it’s tracks) without ever losing a beat.

        Having comfortable seats for 4, and the ability to carry an ice chest full of age appropriate beverages for all put the icing on the cake.

        • Ha! I used to cram three gals in with me on the bench seat in my 1973 Chevy K20 and then go for a drive up a mountainside.

          It was a lot of fun on the sidehills // wink-wink

          • As bizarre as it may sound, this is the most practical thing I have ever owned. It can do pretty much anything and everything, all in one package. Making it even better, it is actually fun to drive. The straight axles and big rubber make you actually drive the thing, requiring a degree of actual skill and input.

            I was able to kick my money pit side by side UTV to the curb, along with it’s trailer that occupied a significant chunk of real estate. It gets good enough mileage (20.6 mpg average over El Capitan Pass into Tucson) to be an effective commuter for me, and provides an extra margin of safety in inclement weather the Ford didn’t.

            Sure there’s more creature comforts than I really need, but Jeep definitely hit it out of the park with this one, and FCA deserves props for letting Jeep focus on what makes a Jeep. This one makes up for the Patriot, the Commander and Liberty, and nearly makes up for the horrendous looks of the new “Cherokee” (which is by far the greatest insult to native Americans since the close of the 19th century).

            • The size is right in line with a full size Wagoneer/J-series truck. Parked next to my 64 C10 it’s amazingly close in everything except a couple inches narrower.

            • That’s good to hear! It should be a big selling point for the Gladiator to be a reasonable sized pickup. Weird to say that it’s probably considered “mid-sized” in today’s terms.

              But for us, if we can’t sleep in the back then there’s no point; I would probably just buy a Wrangler instead if I were to buy a Jeep. I don’t need to spend $50K to haul a few sacks of trash to the county dump when I have a 30 year old pickup sitting out here.

            • Here’s one guy who went from F-150 top a Rubi Gladiator. Drone view:


  2. Stick is available, however if I recall correctly, tow rating is no higher than 4000# on the manual.

    To get the max 7650# towing requires a Sport S model with the auto and max tow package. Rubis are limited to 7000# towing.

    That max tow package also gives you the same 4.10 gears as the Rubicon. Part of the reason for the better towing numbers is also that the rear suspension is sort of a cross between Wrangler and the 1500 truck.

    Jeep has touted the low bed walls, making it easier to reach in, unlike even the other mid size trucks. I think that’s a happy accident of matching the bed walls to the body line running down the side, rather than an intentional feature.

    The Ecodiesel is also coming to the Gladiator (and Wrangler), although that’s looking like it’ll be a $4-5000 option, and will also require the auto transmission (another upcharge). But while it obviously won’t match the mileage in the Ram, it might actually push up against 30mpg on the highway.

    The diesel won’t be rated as highly as the v6 gasser for towing, however, because of cooling capacity limitations, although it’ll probably tow easier, especially at altitude.

    The bluetooth speaker is also an option.

    It does suck that there isn’t a 2 door option, as Jeep has done several 2 door concepts that look amazing (Wrangler based J12 and J6). But there’s virtually no market and Jeep wanted as much commonality with Wrangler as possible. As it is, the 4 door accounts for 80% of Wrangler sales, and the offroad enthusiast market is probably the only thing keeping a 2 dr alive.

    • Comparing 2dr/4dr Wrangler with 2dr/4dr Gladiator doesn’t make any sense.

      Wrangler 2dr has limited cargo space and NONE with more than two passengers. Wrangler 4dr lets you fold down or take out the back seat and have quite a lot of cargo space with back or side access.

      Gladiator 2dr would at least theoretically allow for a real 8 foot bed with the same wheelbase as the 4dr.

      • The point was that there just isn’t a market for EITHER, at least not to justify the expense of building it for the Gladiator.

        Just like the Wrangler, most pickups sold are 4 doors. Especially in the mid size market. This is not marketed or designed as a work or fleet truck, so there’s even less of a market than the few people like us.

        • It just pisses me off that big rwd 4 door sedans with big trunks are NOT being made anymore so that customer base has taken over the light truck market. Most of them now you see have a hard bed cover so they are basically just huge 4 door sedans. Hell, even most of the 2500 and 3500 pickups are 4 door short bed.

          Since the top is removable, Jeep could have made a “trans-truck” that could go either way 2dr or 4dr, or at any rate the back seat area could be either an enclosed seat or an open bed. Just make the doors two-piece so you could take off the window part, or just drop in a different half door. Remember the old IH Scout that could be either an “suv” or a pickup (2dr either way of course) ?

          We can’t be the only people in the world that want an eight foot bed so you can put on a small slide-in or shell camper that you can sleep two and still have foot room at the back end.

          All these 4dr/short bed pickups are going to be worthless when they get a lot of miles on them: just another worn out car/suv. But even an old junker long bed pickup has a lot of value as a work truck for decades if you can keep it running.

          • The number of 3/4 and 1 ton trucks that I see at work, that have never seen dirty, is just ridiculous. Even better when they add a 4″ lift, 37″ tires and bead locks.

            • Everything we have is dirty practically all the time. The best I can do is wash most of the mud out of the fenders and undercarriage. But none of that is going to happen again until Spring; I’ll be danged if I’m going to pay a car wash in town and then drive home and get it immediately dirty again.

          • I guess maybe my conversion idea won’t work because now I look at the pictures again and the Gladiator has a separate cab and pickup bed. Somehow I thought the body was all one piece like an avalanche coming down from the ridgeline – ha!

            Some doofus aftermarket outfit will probably make a chassis mount cabover to fit these things. Just what everyone needs: a Class C Jeep motorhome that needs to stay on paved roads.

            • Kinda sorta already happened, although this is aimed at the overlanding market.

              Ann’s someone with more money than sense.


            • See, that’s just the kind of crap that I’m talking about!

              $33K vs ~$8K for a brand new EIGHT FOOT Capri Cowboy Camper that has a permanent double bed, or less for some sort of topper with a home built bed. For that $30K+ you could get a hard side Alaskan “pop-up” with stove, sink, reefer, and toilet – but you need a full length pickup bed.

              There are places you can’t camp with a soft side popup because of bears, plus there’s the times where you want to just pull in somewhere late and crawl in the back and go to sleep without fuss or announcing to the whole world that you are Camping Here Tonight.

              The original J20 Gladiator could carry a full size cabover camper.

              • Hi FA,

                All solid points; I personally prefer the old J20 for all the reasons you’ve laid out – but I am also really glad Jeep is making vehicles liken this today.

    • A Dakota does seem to be in the works, but it’ll probably just share the Gladiator’s frame. Body work will probably mimic Ram and its doubtful that they’ll keep a solid front axle.

      • One of the 3rd gen Dakotas major faults is it’s 22 gal tank IMO. Surely they could have found room for a few more gallons here for the Gladiator. Maybe it will be addressed for the new Dakota (if there is one).

  3. Love them, and going to trade my Ram for one, as I don’t need the size, the V8 and hardly tow, plus it’s available in stick.

    VWAdam, does come with ASS, but the aftermarket has sorted that out.

    Eric, you forgot the Taco when mentioning trucks available with stick, and unlike the Frontier, it’s available in all trim levels.

    Most reviews were bitching about the price, but there’s a few counter points:

    A- They got a fully loaded truck with all the bells, whistles and automatic
    B- As you stated, it’s THE ONLY convertible truck out there; base price would come down a ton otherwise.
    C- Usually didn’t compare the right trim to everything.

    Yeah, always wanted one, now to find the time in my busy schedule to get one. Thanks for another awesome review Eric!

  4. Hey Eric – what are your thoughts on the FCA – PSA merger?? Here in the UK…. PSA cars dont tend to have a very good reputation. Basically some time in the 90s, they gave up on making proper cars and just making any junk that can easily be financed by people who basically probably shouldnt buy a new car…… not only are they poor quality but they are also extremely depressing…. basically exactly the opposite of some of the cars Dodge/Jeep has been putting out lately….. God I fear for the future of the world….

    • Hi Nasir,

      I dread it – because I am a yuge fan of the Chrysler/Dodge/Ram portion of FCA’s business. I wish, actually, that Chrysler/Dodge/Ram would “spin off” and be independent again. They are making money – and holding the line.

  5. I’m becoming a FCA fan, mostly because of the many reasons you stated. When I went looking for a big sedan rwd-only, FCA was about it for under 50K, way under too. And I couldn’t believe I could order it any way I wanted with pick and chose options. I was able to get a fairly high end trim without a sunroof!
    Seems like they are following the same model for the Jeep. Way to go FCA-USA.

    • Amen, Chris!

      I see signs – finally- of some pushback against the effrontery and insanity that is driving the car business toward the cliff. I pray the Orange Man is re-elected as that could be the thing which changes everything.

      But if he loses….

      • I think they’re being really smart. It also seems very apparent that there is a huge US design team presence for the US vehicles. And boy am I liking the ‘Dodge Boys’, now….haha……..
        Who would have thought 10+ years ago that we would be able to buy fire breathing monsters the likes of Challenger and Charger, and hot rod versions of lots of their vehicles like the Durango, Grand Cherokee, etc….
        Please stay the course FCA and FCA-USA, you will win in the end.
        Thinking you have to bring back the 200 though to at least appease the fatwa a little. I still see a lot of them, and they are pretty sharp. I don’t know why it went away?

  6. Always liked Jeeps after having “served” in the military. Bought a 2010 Wrangler, wasn’t impressed. Undercarriage started rusting badly 6 months after purchase. Ospho and a lot of painting helped. Needed a jack (or two large men) to put the 16 inch spare tire on the carrier. The undercarriage had multiple wires going here and there without any protection from high brush. The engine at that time was a V6, same as they use in their minivans and began to smoke after a couple thousand miles. The CJ7 a friend of mine had in the 70s would run circles around this one.

    That said, maybe they changed. Couple years ago I stopped by the Jeep dealer to check out their new trucks but couldn’t draw the interest of their sales force so I ended up with a Frontier which has worked out okay.

  7. “The $40,395 Overland comes with luxury touches such as leather trim and ambient interior lighting, as well as a 7-inch LCD touchscreen…”… facepalm…why? It’s a Jeep.
    Other than that it seems like a decent vehicle, no direct injection, manual trans, no ASS, manual locks and windows, good stuff.

    • The Overland is the equivalent if the Sahara trim in the Wrangler, and is more road focused. It’s targeted towards the soccer mom.

  8. Two door, eight foot bed would be nice.

    Seems like they missed the mark on this one: with the removable top it COULD HAVE a modular system so you have a choice between 2 door and 4 door on the SAME vehicle. Just remove the rear seat and the top half of the rear doors, and mount a short cab top. Move the lower bulkhead up to just behind the front seats.

    It seems like the old Land Rovers had this ability. At least years ago I saw a “four door” LR with a full size cabover camper! The bottom half of the rear doors provided access to the storage space outside of the campers “wagon box” which is one thing a regular pickup doesn’t easily allow.

    • Good idea anon. Make the back seat a “stow n go” ™ and it could easily be like an Avalanche- crew cab which converts to a pretty decent long bed truck. I never liked the Avalanche when it came out because I didn’t look past the hideous plastic armor hung all over the body. But it turns out to be a great concept and I’ve never met an Avalanche owner who didnt like his truck.
      Then address the long wheel base and turning circle with 4 wheel steering- and a decent turbodiesel- I might actually be interested in a new vehicle.

    • Well, it’s possible the aftermarket might come up with some of the above suggested conversions.

      Really – if the top comes off then you could do almost anything with it, from a “2 door” pickup to a raised roof “suburban.” The biggest issue would be the “bulkhead” between the rear seats and pickup bed.

      The wheelbase and turning circle are a given for this size of vehicle. I’m not sure how that actually compares but typically an open knuckle solid front axle turns pretty darn tight for it’s size. I know my squarebody Suburban turns about as tight as our stupid little FWD car, while my IFS 4wd pickup needs about as much room to turn as a twin-screw!

      I wonder if a base model Gladiator ever actually leaves the factory? That’s about the price of a high end Forester but it’s a lot more vehicle IMO. I just don’t know if I could ever trust FCA(P) reliability ????

      • Unfortunately that base price is without the destination fee, which pushes msrp to around $37k. That said, you can probably guarantee 1% below invoice with the Tread Lightly discount. And if you’re willing to travel, there are some high volume dealers around the country offering 5-6% below invoice.

        I highly doubt that many base models are purchased. That’s stick and manual doors/windows, and will greatly limit the tow rating.

        While Jeep is good in some respects regarding options, they do have a bad habit of lumping popular options as part of more expensive packages, that encourage a buyer to move up trims. And some options just aren’t available, such as LED headlights on the Sport.

        It’s easy to push a Sport S close to $50K, at which point a Rubicon and a few options looks inviting. After all, you’ll get the extra Rubi goodies not available on lower trims, like the seat bar disconnect and 4:1 tcase.

  9. The problem these days with signalling on a lane change is that the clovers really get agro when you decide to not stay behind their slow asses. Signal and try to pass and they speed up. So I rarely signal esp when I see some driver on their sail fawn. Just hit the pedal and pass as fast as possible.

    • Couldn’t agree more. left lane bandits are worse than ever around NY-metro. horn, lights and maybe 50% move over, the other 50% think they own the left lane on 3-lane roads. Nice to have a v8, cause passing on the right is still a risk, but the v8 makes it very quick. Sometimes I try to take off their front bumper on the way by, hopefully pissing them off a lot.

    • Yup. Tempting to get in front and spike the brakes.

      The lane hog idiot might get their wish and be ‘mated’ with their phone. Either way, the phone record would show it was active when they crashed. Pretty much a guaranteed verdict of their fault in the courts here. Especially if they have a caved in grille.

      It does seem that the only solution to these lane blocking, dawdling, inattentive, phone addicted morons is to give them every opportunity to Darwin themselves. Nothing else seems to be working.


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