Another shock is mounted north/south between frame and rear axle to snub wheel hop. Airflow management is handled by a large splitter reducing lift up front, while a rear wing adds downforce and reduces drag (it also moves out of the way for bed access if need be). The result of the above is a truck with a surprisingly sporting disposition when it comes to handling. A lowered truck is still taller than a car, but this is a very good handling truck, more at ease in an autocross than many autos would be. Ride quality is generally fine on smooth pavement. On rougher road surfaces, though, the SRT-10’s short suspension travel and narrow sidewalls make themselves felt, with judders and shudders in the cabin. How much of an issue this is depends largely on what the pavement’s like in your part of the world.

Inside, the Uber truck is essentially a two seater. The wide center console can flip up to serve as a seatback, allowing room for a theoretical third passenger, thought that person would have to come to an understanding with the dogleg Hurst shifter, dead ahead. On either side of center, seating is much more accommodating –a set of thick, well padded buckets envelope driver and passenger, and a full set of white faced gauges keep you informed.