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Nikola Chooses Arizona Location for Hydrogen-Electric Truck Headquarters Heavy Duty Trucking (HDT) / January 30, 2018 Nikola Motor Company has selected Buckeye, Arizona, for its hydrogen-electric semi-truck manufacturing headquarters facility. The 1-million-square-foot facility will be located on the west side of Phoenix and could bring $1 billion in capital investment to the region by 2024, according to Nikola. Factors cited in its decision include the state’s pro-business environment, engineering schools, educated workforce, and a geographic location that provides direct access to major markets. Nikola spent 12 months considering 30 site locations in nine states before settling on the Phoenix suburb. “Arizona has the workforce to support our growth and a governor that was an entrepreneur himself. They understood what 2,000 jobs would mean to their cities and state,” said Trevor Milton, CEO and founder, Nikola Motor Company. “We will begin transferring our R&D and headquarters to Arizona immediately and hope to have the transition completed by October 2018.” Development of the manufacturing plant on a 500-acre parcel of land is projected to begin by the end of 2019. The site is at one of the entrances to Douglas Ranch/Trillium, a new master planned community being developed by El Dorado Holdings and JDM Partners; this community is projected to ultimately be home to more than 300,000 residents. “Conceived as the prototype smart city, Trillium at Douglas Ranch aligns well with Nikola Motors' groundbreaking technology,” said Jerry Colangelo, co-founder and partner with JDM Partners. “We look forward to working with everyone here to bring Nikola’s innovative products and their 2,000 professionals into this city of the future, creating a tremendous economic opportunity for Arizona.”

There isn't a part-number for those tie rod ends because they were never available as assemblies. They are serviceable (rebuildable) tie rod ends (common back in the day). There used to be a Mack part number for a kit, as well as individual components. Do you have the Mack line sheet for the truck?

BC I agree, but the news above states the refrigerators must be tested and certified by the FAA.

Reminds one of German denial at the end of the war.

VW CEO calls diesel fume tests on monkeys 'repulsive' Reuters / January 30, 2018 FRANKFURT -- Volkswagen Group CEO Matthias Mueller said tests in which monkeys were exposed to toxic diesel fumes were "unethical and repulsive," apologizing for the misconduct of those who were responsible for the study. VW has come under fire after The New York Times reported last week that German carmakers had used an organization called European Research Group on Environment and Health in the Transport Sector, or EUGT, to commission the tests. The study, conducted in 2014, was designed to defend diesel engines following revelations that the exhaust fumes were carcinogenic, the newspaper reported. The revelation is the latest aftershock from the VW emissions-rigging cheating scandal, which continues to rock the auto industry. "The methods used by EUGT in the United States were wrong; they were unethical and repulsive," Mueller said late Monday at a New Year's Reception in Brussels, in his first public remarks on the report. "I am sorry that Volkswagen was involved in the matter as one of the sponsors of EUGT." Reuters could not confirm the details and purpose of the study. EUGT, which was dissolved last year, could not be reached for comment. EUGT received all of its funding from VW and fellow German carmakers Daimler and BMW Group, The New York Times said. Mueller said Volkswagen was investigating EUGT's work and would take necessary action based on its findings.

The Germans........experiments.......on humans. Not the first time (Dr. Josef Mengele).

VW, Daimler, BMW sponsored diesel fume tests on humans Bloomberg / January 29, 2018 MUNICH -- Volkswagen Group, Daimler and BMW took another blow amid revelations that they sponsored tests that exposed humans as well as monkeys to diesel exhaust fumes, which can cause respiratory illness and cancer. The study, supported by a little-known group founded by the three automakers in 2007, had 25 people breathe diesel exhaust at a clinic used by the University of Aachen, the Stuttgarter Zeitung newspaper reported Monday. The report, citing annual reports from the European Research Group on Environment and Health in the Transport Sector, or EUGT, which closed last year, followed a report from the The New York Times earlier that said the organization also conducted tests using monkeys. Germany's auto industry, which is still reeling from Volkswagen Group's diesel-cheating scandal where the company rigged emissions tests, distanced itself from the organization. "We are appalled by the extent of the studies and their implementation," Daimler said Monday in an emailed statement, adding it didn't have any influence over the study and promised an investigation. "We condemn the experiments in the strongest terms." The revelations are another bombshell undermining diesel's image. The technology remains a key profit driver for German automakers, even as demand gradually slips in Europe, the main market for the diesel models. The reports also weaken the automakers' position in its efforts to counter criticism of the technology as cities mull bans and German politicians weigh more stringent upgrades to lower pollution levels. In an additional twist, the VW Beetle model used in the test with animals was among the vehicles rigged to cheat on emissions tests, The New York Times reported. Volkswagen apologized for the misconduct and lack of judgment of some individuals, calling the trials with animals a mistake. VW on Monday again distanced itself from the activities of the group. Stephan Weil, who represents the German state of Lower Saxony, a VW shareholder, on the supervisory board, said the board was pressing the automaker to urgently provide information about what the aim of the studies was. "At the end of the day, the purpose of such experiments is the decisive factor. If for example, safety and health in the workplace were being tested, as Aachen University has suggested, and ethical standards were adhered to, it is defensible," Weil told a news conference on Monday. "Where experiments served the purposes of marketing and sales, however, I cannot think of an acceptable justification for such an approach." Aachen University had no immediate comment.

Heavy Duty Trucking (HDT) / January 29, 2018 International Truck announced three plans to deliver on its uptime pledge to vocational truck customers: the extension of the International A26 Customer Uptime Assurance Program for vocational models, a new, Vocational Confidence Warranty Package, and the International A26 Barrel Protection Plan for the International HX Series and International HV Series trucks powered by the International A26 12.4L big-bore engine. The International A26 Customer Uptime Assurance Program for Vocational Models is straightforward, according to the manufacturer. If a customer experiences a warrantable failure on an International A26 engine within its two-year standard warranty period, and experiences downtime greater than 48 hours from the time of diagnosis, International Truck will provide the customer with a $250 International Advantage Card, good for future parts and service purchases at an International dealership, subject to standard conditions. Customers may be eligible for a maximum of eight cards per vehicle over the two-year period, a value of as much as $2,000 per vehicle. The Vocational Confidence Warranty Package offers comprehensive powertrain coverage for HX Series and International HV Series trucks with an International A26 engine. The four-year, 100,000-mile warranty offers complete powertrain and drivetrain coverage, including engine, transmission and axle coverage for vocational applications. Coverage includes select components from suppliers, including Dana, Eaton, and Meritor. The program is available now and applies to new customer orders for International HX Series and HV Series trucks equipped with the International A26 engine placed before June 30, 2018. The International four-year Barrel Protection Plan is also simple, according to the manufacturer. If a customer experiences an International A26 warrantable failure resulting in barrel damage, International will cover the barrel damage for the truck's first four years in service. This coverage is provided at no additional cost to provide customer assurance for concrete mixer trucks powered by the International A26 engine. The International HX Series and HV Series concrete mixer trucks powered by International A26 engine will have the International four-year Barrel Protection Plan included at no cost. This coverage will cover the expense of removing hardened concrete or replacing the concrete barrel if an engine-related warrantable failure disables the truck so the barrel cannot turn with wet concrete in the drum. The chassis must be equipped with OnCommand Link, which provides fundamental remote diagnostics to ensure product uptime. .

What does the FAA know about refrigerators? It's hardly their area of expertise (though they'd never admit it).

A shameful waste of taxpayer dollars, and further proof that Boeing no longer has any business ethics (since they moved their headquarters from Seattle to Chicago.

$11,828.835.50 for a 35 cubic foot refrigerator??? (I'm led to believe the two units combined have 70 cubic feet of capacity) Though an exact time for replacing the current Air Force One (built in 1991) is allegedly still being debated, it’s safe to assume it will happen within 5-6 years. With that in mind, the current units should be spot repaired until the aircraft is purged. This all takes us back to the Air Force buying $640 toilet seats and $1,868 toilet seat covers. Rather than spend $12 million of tax payer money on 30 cubic foot refrigerators, the Air Force could go to Lowes (a national building supply and appliance store) and buy two Whirlpool model WFR993FIFM 31.5 cubic foot refrigerators for just $3,329 a piece (on sale thru Feb 7), or a 72 cubic foot Maxx Cold commercial unit (model MXCR-72FD) for $3,800. The 747s have compatible 115 volt systems. (And even with the newer 235 volt aircraft, a step-down transformer is available for $500). https://www.lowes.com/pd/Whirlpool-31-5-cu-ft-French-Door-Refrigerator-with-Dual-Ice-Maker-Monochromatic-Stainless-Steel-ENERGY-STAR/1000052269 https://www.lowes.com/pd/Maxx-Cold-72-cu-ft-3-Door-Reach-In-Commercial-Refrigerator-Stainless-Steel/50208711 Why do US taxpayers need to transport and feed the White House Press Corps? Why should the President be able to request “almost anything” on "the people’s" aircraft? At the White House I can understand, but certainly not aboard an aircraft.

The Washington Post / January 28, 2018 Air Force One is upgrading its refrigerators, and the cost to taxpayers will be a cool $24 million. Under a new government contract awarded to Boeing, the U.S. Air Force will pay Boeing $23,657,671 to replace two of the five chiller units on the plane used by President Trump. Both of those units, which are used to store food, were installed on the plane when it was originally delivered in 1990, according to the Air Force. Increasingly, however, the plane has needed additional cold food storage space “to support onboard personnel for an extended period of time, without having to restock while abroad,” Air Force spokeswoman Ann Stefanek said in an email. “The [old] units were based on the technology at the time and designed for short-term food storage,” Stefanek said. “Although serviced on a regular basis, reliability has decreased with failures increasing, especially in hot/humid environments. The units are unable to effectively support mission requirements for food storage.” The new refrigerator units will have nearly 70 cubic feet of storage space, she said. The $24 million will also cover the cost of testing and certification by the Federal Aviation Administration, according to the contract. Work related to the upgrade will be carried out in Oklahoma City, San Antonio and other cities, and the work is expected to be done by the end of October 2019, the contract stated. Stefanek said the Air Force was not able to answer additional questions Saturday morning, including whether the upgrades would be performed on only one or both of the identical Boeing VC-25 planes that serve as Air Force One. It’s also unclear whether the Air Force considered other, less expensive alternatives to replacing the two chiller units in question, or whether the replacement would take the plane — or planes — out of commission for an extended period of time. The high-cost upgrade was first reported by Defense One, which detailed the unique needs of the presidential aircraft — the plane reportedly needs refrigerated storage space for about 3,000 meals — as well as the White House’s and Air Force’s strict requirements for “bespoke equipment” when it comes to Air Force One. “It’s not a contractor issue; it is a requirements issue,” Richard Aboulafia, a vice president at the Teal Group consulting firm, told the defense and national security news site. “It’s not getting people rich.” However, Eric Schultz, a former senior adviser to Barack Obama, reacted to the news by tweeting that “we would have been impeached” if the previous administration had carried out such an upgrade to Air Force One. Air Force One has two galleys where up to 100 meals can be prepared at a time, according to ABC News. An ABC slide show captured an array of “incredible” dishes that have been served on board, from beef tenderloin and lasagna to kebabs and tiramisu. (The president can request pretty much anything, CBS News once reported, with a caveat that Air Force One french fries tend to be “a bit soggy” because of the lack of a fryer on the plane.) “During international trips, chillers in the belly of Air Force One keep food for daily meals fresh,” ABC News reported. “The crew never procures food overseas to serve on the plane as a safety precaution.” In 2015, the Air Force announced that two new Boeing 747-8 aircraft would be used in the presidential fleet, replacing the current plane. But Trump, while campaigning for the presidency, criticized the planned purchase for its $4 billion price tag. He even suggested that his personal private aircraft was better and that Air Force One would be a step down for him. Even after winning the election, Trump pushed back against the expense, tweeting that the United States should cancel an order for a new presidential 747 because “costs are out of control.” A subsequent fact check by The Washington Post’s Glenn Kessler highlighted some of the inaccuracies in Trump’s tweet. But he continued to make the claim. “I refuse to fly in a $4.2 billion airplane,” Trump told a crowd last February in Florida. “I refuse.” But at the rally, he also claimed to have negotiated the deal down with Boeing, reducing the cost by $1 billion. (Air Force officials would later say they did not know of any such negotiations or savings.) Still, it only took a few days in office and a trip on the plane for Trump to change his opinion of Air Force One. “Beautiful, a great plane,” Trump told reporters on board Air Force One after his first trip. “Terrific.”

When you asked your Mack brand dealer for pricing on a service cab, what did they say? Can you order a bare cab, and retrofit your trim, or only a fully groomed cab?

The Case-Cummins Consolidated Diesel JV was founded in 1980 and based in Whitakers, North Carolina. A similar sounding company assembled the later models of the Mack M123 in the 1960s.......Consolidated Diesel Electric Company (CONDEC). (Note - CONDEC also assembled the Chance Vought-designed M561 "Gama Goat"......Chance Vought of F4U Corsair fame) Mack produced the LeRoi T-H844 V8-powered M123 tractor and M125 cargo body variant (1955-1957). Consolidated Diesel produced all later tractor variants (which were Cummins powered). M123 FSN 2320-395-1875. Dual rear winches. LeRoi T-H844 V8 Gas engine. M123E2 FSN 2320-879-6177. Dual rear winches, Cummins V8-300 diesel. M123C FSN 2320-294-9552. Single rear winch. Cummins V8-300 diesel. M123D FSN 2320-542-2509. Dual rear winches. Cummins V8-300 diesel. M123A1C FSN 2320-226-6081. Single rear winch, 36,000lb lift crane. Cummins V8-300 diesel. https://www.bigmacktrucks.com/topic/15604-mack-military-truck/

Cummins was used in the 7100, 7200, and the 8900 series IH/Case combines, and early MX tractors. http://www.redpowermagazine.com/forums/topic/73428-who-makes-case-ih-engines/ When Tenneco owned IH/Case, it has formed a joint venture with Cummins, called Consolidated Diesel. http://journaltimes.com/news/local/tenneco-to-buy-part-of-cummins/article_d3c804ab-7fa0-5b6d-8ee7-71f89677e1db.html http://investor.cummins.com/phoenix.zhtml?c=112916&p=irol-newsArticle&ID=217728 Consolidated Diesel Company (CDC) was a diesel engine manufacturer that was founded in 1980 as a 50/50 joint venture between Case Corp, (now CNH Global) and Cummins. It produced Cummins B series, C series and ISL Series engines and engine products for automotive and industrial markets in North America and Europe. In 2008, Cummins purchased Fiat's 50% share (CNH Global) in CDC, and it became a wholly-owned subsidiary of Cummins. http://tractors.wikia.com/wiki/Consolidated_Diesel_Company

Cummins formed an engine-building joint venture in China with major commercial truckmaker Dongfeng in 1996. But Dongfeng actually began building B Series Cummins engines under license in 1986. Dongfeng put the 5.9 in everything, from medium trucks to heavy 4x2 and 6x4 tractors (it's all about gearing), and municipal transit buses. Twenty years ago, all the city buses in the major cities had 5.9s. The C Series entered production in 1996, with the forming of the 50/50 JV, and went on to be a big seller too, but not to the extent of the 5.9. Dongfeng-Cummins JV website - Product page: http://www.dcec.com.cn/product/list.aspx?cid=10202 Note: ISDe is the China market name for the 6.7-litre ISB.

Related? Turboglide's selector quadrant was Park, Reverse, Neutral, Drive, Hill Retarder (early 1957 only) P R N D Hr[2] or Grade Retarder (late 1957-1961) P R N D Gr. Turboglide offered a 'Grade Retarder' range for providing engine braking when necessary, a driving condition which could absorb close to 200 hp (150 kW) of power above to what was available via the engine compression, by counter-rotating the turbines in the converter and soaking up the vehicle energy by agitating the oil inside the converter housing. No low range was provided with Turboglide, as in the Drive range the ratio was always automatically and perfectly matched to the requirements of the operator (all ranges being always engaged, low and intermediate would freewheel on the 'sprag-clutches' as needed), and with the Grade Retarder providing a very efficient engine brake. https://en.wikipedia.org/wiki/Turboglide

GM's hydraulic retarder is mentioned.

GM execs reflect on Holden's legacy, and its future Michael Wayland, Automotive News / January 27, 2018 "Beloved." That's how General Motors product boss Mark Reuss paid tribute on Twitter last year to Holden, the automaker's operations in Australia, where GM ceased vehicle manufacturing last year. Holden continues to operate in Australia, but the Oct. 20 closing of the GM plant in Elizabeth, South Australia, marked the end of auto production in the country after nearly 100 years, as globalization allowed automakers to move manufacturing to less expensive countries. (British industrialist Sanjeev Gupta is proposing to revive the plant to build EVs, reports say.) Stateside, Holden's legacy rides on in vehicles such as the Pontiac G8, Pontiac GTO — all built in Australia. It also remains in the experiences of some of GM's top brass who rose through the ranks at Holden, which likely will remain an executive testing ground despite the end of domestic manufacturing. "We've gotten a lot from Holden," Andrew Smith, executive director of Cadillac global design, told Automotive News. "We've used Holden as a way to give people opportunities to show leadership. Its future is different, but it still has a future." Besides Smith and Reuss, who was managing director of GM's Australia and New Zealand operations before GM's 2009 bankruptcy, others whose careers passed through Holden include GM North America President Alan Batey; Mike Simcoe, GM global design chief; and Phil Brook, GMC-Buick U.S. vice president of marketing. Automotive News interviewed several of the executives about the end of manufacturing and the brand's future. Here's what they said. ■ Phil Brook An Australian native who held several roles at Holden such as marketing director, director of sales and head of the unit's national dealer network: "I spent a long time there. It's sad for the brand. It's sad for the country because basically that was the final car plant in Australia after 60-plus years of building cars. "I guess it's an economic reality of where the world's at and where Australia is at and it's isolation. … There are just so many things that were challenging. But as one door closes, another one opens. They have a very robust plan moving forward." ■ Mike Simcoe An Australian native who began his career as a designer at GM Holden in 1983: "At an emotional level, in some ways, I relate it to the fact that we no longer have a design center in Europe. Business dictates rationalism of things like that. The rational side of my brain is there and understands the business. "But at the same time, I'm Australian. I'm concerned that there's no manufacturing industry down there, and in Germany, I would love to have a design center still. "There's an emotional level of disappointment, but the reality is the rationalism of having to do what was done makes a lot of sense. But, hey, never say never." ■ Andrew Smith An Australian native who started with Holden as an intern under Simcoe: "It's tough. I'll be frank. It's kind of personal. My father was a Holden dealer and I was the director of design for Holden for about a year and a half. I was kind of sad. But at the same time, the world moves on. "Product development — specifically advanced design — has a really flourishing future in Australia. It's in fact one of the feeders for designers and engineers into General Motors. ... We use our advanced facilities there as a way to find new talent." .

The Cummins 5.9-liter 12-valve is the best of the breed. I can't say enough good things about it David.

http://images.ourontario.ca/uguelphdc/details.asp?ID=65899 http://images.ourontario.ca/uguelphdc/details.asp?ID=65363

Bob, did the FT-900 have a heavier frame than the F-800/FT8000, approaching or equal to a true Class 8?

Associated Press / January 26, 2018 U.S. Attorney General Jeff Sessions spoke to a crowd of law enforcement officials Friday afternoon in Norfolk, Virginia, urging changes to the nation’s immigration laws while also defending his Justice Department from recent criticism. Sessions said his purpose every day is to get the department “back to its fundamental mission of enforcing the law and protecting the safety of Americans with integrity and fairness.” “This mission means returning to the constitutional role of enforcing the law as it is written, not as some particular group thinks it should have been written,” he said before local and federal law enforcement officials, advocating for the elimination of political bias and favoritism “in either direction.” “That sort of thinking is the antithesis of what the department stands for, and I won’t tolerate it.” The speech, which was closed to the public, started shortly before 1:30 p.m. and lasted about half an hour. Media were allowed to cover the event on the 6th floor of Norfolk’s Slover Library. Sessions did not take questions afterward. Sessions called immigration a national security issue. He stressed the need for a wall along the country’s southern border to make it harder for people to enter illegally and to “send a message to the world that in the United States of America, we enforce our laws.” He also criticized the nation’s use of a diversity visa lottery system and “chain migration” policies that help family members of current U.S. residents join them. “It doesn’t favor education or skills. It just favors anybody who has a relative in America – and not necessarily a close relative,” Sessions said of the current setup, one that he said defies common sense. “Employers don’t roll dice when deciding who they want to hire. Our incredible military doesn’t draw straws when deciding whom to accept. But for some reason, when we’re picking new Americans – the future of this country – our government uses a randomized lottery system and chain migration.” Sessions said lawmakers should look at the merit-based systems “in places like Canada and Australia” and urged the government to “put in place smarter immigration laws – and start enforcing them.” “The American people have waited long enough. It is time to end the lawlessness and create a system that serves the national interest,” he said. Before Sessions’ speech, almost 50 people stood outside the library protesting. Most held signs with messages including “Immigrants & refugees welcome” and “Deport racists not dreamers.” [If the government administers U.S. law by deporting illegal immigrants, the government is……racist?] -------------------------------------------------------------------------------------------------------------- Attorney General Jeff Sessions’ remarks, as prepared for delivery at the Slover Library in Norfolk, Virginia on Friday, Jan. 26, 2018. (Provided by the U.S. Department of Justice) Thank you, Tracy for that kind introduction and for your leadership as first Assistant U.S. Attorney. Thank you for your seven years of service to this Department. You’ve done incredible work taking on child predators and national security threats and you’ve got a lot to be proud of. My good friend Dana Boente speaks very highly of you and of everyone in your office. Above all I want to thank all of our state and local law enforcement officers who are here. This Department of Justice has your back. We honor the work that you do. There is no task of this Department—or of this government—more important than keeping the American people safe. And this is no easy task. Today we face a number of serious threats—from the vicious MS-13, to the deadliest drug epidemic in American history, to radical Islamic terrorism. Our law enforcement community is resolute and determined to confront each of these threats and to give every American safety and peace of mind. But to do that, we need to have the right policies in place. It is neither fair nor reasonable to ask more and more of law enforcement while at the same time undermining their efforts through harmful or ineffective policies. Our immigration policies, for example, do not promote our national interest, but instead select the vast majority of legal immigrants without any respect to merit. As a result, law enforcement officers have had more work to do. You’ve had to go into more dangerous situations and confront more criminals—criminals who often shouldn’t have been allowed in this country in the first place. There are some 11 million illegal aliens in this country—a population the size of Georgia or Portugal. If we can’t control—or even know—who enters this country, it’s that much harder to keep people safe. And this is no hypothetical matter. The effects can be seen across the country. Last week, the Department of Justice and the Department of Homeland Security released a report that reveals that Immigration and Customs Enforcement has removed more than 1,700 aliens with national security concerns since 9/11. It also states that nearly three out of every four people convicted of international terrorism-related offenses in federal courts since 9/11 were born outside of this country. That includes Mahmoud Amin Mohamed El-Hassan, a Sudanese national who lived in Woodbridge, Virginia. He was admitted to the United States in 2012 through chain migration—as a family member of a lawful permanent resident. Now he has been sentenced to 11 years in prison for attempting to help someone fly from Richmond to Syria to fight for ISIS. He planned on following him there later. The report goes on to talk about Ali Shukri Amin, a Sudanese national who lived in Manassas. He was admitted to the United States through chain migration as the child of a diversity visa lottery recipient, and was naturalized. He too is serving an 11-year sentence for trying to help ISIS. According to court documents, Amin admitted to using Twitter to provide advice and encouragement to ISIS and its supporters. He also admitted that he assisted an Iranian-born friend from Prince William County to travel to Syria to join ISIS. And as we all know, this fall we saw two terrorist attacks in New York City in less than two months that were carried out by people who came here as the result of the diversity lottery and chain migration. As a result, eight people were killed. These cases are alarming, and should concern every American. We have no duty to allow terrorists and their sympathizers into this country. And yet we know that hundreds of them have endangered the lives of the citizens we have sworn to serve and protect. Any crime committed by improperly vetted immigrants—and especially illegal aliens—is, by definition, preventable. Even one victim of a crime committed by an illegal alien is too many. Criminals have no right to demand entry to the United States. We should strive to never admit criminals. And yet thousands of Americans across our country have suffered because of decades of lax immigration policies and even more lax enforcement. Last month, we released another report with the Department of Homeland Security, which revealed that there were nearly 40,000 known or suspected aliens in the custody of the Bureau of Prisons. That’s roughly one in five federal prisoners. That means that the immigrant share of the federal prison population is nearly two-thirds greater than their share of the general population. Out of those in custody of the U.S. Marshals Service, which is responsible for housing those awaiting trial, nearly 20,000 were foreign-born. That is more than one third. And nearly triple their share of the general population. I’m sure you’ve heard that immigrants are less likely to commit a crime than average. But one study that just came out looked at the prison population in Arizona and found that illegal aliens are more than twice as likely to be convicted of crimes as Arizonans. They’re more likely to be convicted of sexual assault, robbery, and driving under the influence. They’re more than twice as likely to be convicted of murder. Tens of thousands of crimes have been committed in this country that would never have happened if our immigration laws were enforced and respected like they ought to be. Just three days ago, an illegal alien from Mexico living in Southern California was charged with rape of an intoxicated victim and first-degree burglary. He’s a driver for a ride-sharing company. He allegedly took advantage of intoxicated female passengers who got into his car. Under the laws of this country, he shouldn’t even be here. This issue of crime committed by aliens doesn’t just affect the victims of these crimes. It affects us all by placing an unnecessary and unfair burden on our federal agents. That’s also what happens when cities, counties, and states deliberately refuse to cooperate with federal immigration enforcement. These so-called “sanctuary” policies force police to release criminal aliens back into the community—no matter what their crimes. We cannot continue giving federal grants to cities that actively undermine the safety of federal law officers and intentionally frustrate efforts to reduce crime in their own cities. That’s why, under President Trump’s leadership, we have started to channel federal law enforcement funding to cities that cooperate with immigration enforcement. If these cities want to receive law enforcement grants, they can. They just have to stop impeding federal law enforcement. On Wednesday, the Department requested documents from 23 jurisdictions across the country to ensure that they are complying with the law. Those that fail to respond completely or promptly will be subject to a subpoena. I am hopeful that it will not come to that, and that these cities and counties will show us that they are following the law. But for a permanent fix to our immigration laws, Congress needs to act. The American people have known for more than 30 years that our immigration system is broken. It’s intentionally designed to be blind to merit. It doesn’t favor education or skills. It just favors anybody who has a relative in America—and not necessarily a close relative. That defies common sense. Employers don’t roll dice when deciding who they want to hire. Our incredible military doesn’t draw straws when deciding whom to accept. But for some reason, when we’re picking new Americans—the future of this country—our government uses a randomized lottery system and chain migration. President Trump ran for office and won by arguing to fix this broken system. We finally have a President who has listened to the people on this issue. He has the kind of bold agenda that the American people have been waiting for—and that we deserve. The President is determined to finally build a wall at our Southern border. This will make it harder and more expensive for illegal aliens to break our laws and smuggle drugs or even human beings into this country. For many, it will become too costly, or too much trouble, and they will stay home. Perhaps most importantly, the wall will send a message to the world that in the United States of America, we enforce our laws. And to better achieve that, President Trump has proposed hiring more than 10,000 new ICE officers, 1,000 new ICE attorneys, 300 new immigration prosecutors, and nearly 400 new immigration judges. With these new resources, our immigration system will move faster and more efficiently. But a central idea of the President’s immigration reform proposal is switching to a merit-based system of immigration. That means welcoming the best and the brightest but banning and deporting gang members, identity fraudsters, drunk drivers, and child abusers—making them inadmissible in this country. This merit-based system would better serve our national interest because it would benefit the American people, which is what the Trump agenda is all about. And this proposal is not unique. A merit-based system is the law in places like Canada and Australia. In those countries, future Canadians and future Australians are chosen based on their likelihood of assimilating, thriving, and contributing to society as a whole. That kind of system would be great for our economy, of course. Much more importantly, it would be the best way to ensure that our immigration system does not continue to harm our national security. Immigration is a national security issue. We need this agenda. And Virginians know that better than just about anybody. It is time to put in place smarter immigration laws—and start enforcing them. The American people have waited long enough. It is time to end the lawlessness and create a system that serves the national interest. President Trump’s proposed merit-based system would restore fairness and respect for the law to our immigration system. And it would also help keep us a lot safer. And I want to say one last thing. I love the Department of Justice and the great people that work there. The vast majority are dedicated, hardworking, patriotic Americans. It’s an honor to serve with them. From day one, my mission as Attorney General has been to ensure our great Department has its rightful place as the crown jewel of the U.S. government. However, there have been some sharp criticisms about the Department of Justice. There are two ways to address this: one way is to be defensive; the other is to hear the concerns, and act on them professionally, fairly, and completely, in order to maintain the public’s trust in their government. My purpose every day is to get the Department back to its fundamental mission of enforcing the law and protecting the safety of Americans with integrity and fairness. That’s the first thing I think about when I wake up in the morning, and that is what my team works hard at every day. This mission means returning to the constitutional role of enforcing the law as it is written, not as some particular group thinks it should have been written. Some people like that concept. Some people don’t. But the Constitution says that Congress writes the laws and we enforce them, not the other way around. It means absolutely eliminating political bias or favoritism - in either direction - from our investigations and prosecutions. That sort of thinking is the antithesis of what the Department stands for, and I won’t tolerate it. It means identifying mistakes of the past, and correcting them for the future. When we find problems, we’re addressing them head on, not sweeping them under the rug. Much of what we are doing is behind the scenes, but some of it is squarely in the public view. That’s ok. It’s part of the process. We don’t see criticism from Congress as a bad thing. We welcome Congress as a partner in this effort. When they learn of a problem and start asking questions, that is a good thing. Sunlight truly is the best disinfectant. Truth produces confidence. A culture of defensiveness is not acceptable. The Department of Justice does not always know what’s best, and it is not perfect. And, it can never be that this Department conceals errors when they occur. We expect—no, we demand—the highest level of integrity, ethics, and professionalism from every person in this Department. Everyone is expected to advance the mission of the Department honorably in service to the American people. If anyone falls short of these high standards, we will not hesitate to take appropriate action- and we will do so in accordance with the rules and procedures of the Department. And, while we are open to fair criticism, we will of course defend our investigators and prosecutors from criticism that is unfair. Our goal is justice. All our work is subject to review with certain restraints. We will not reject justified review. Our work requires constant improvement and adjustment, but it must always be founded on integrity and law. Nothing is more important. Thank you.

Yes. They targeting the construction machinery and agricultural segments (industrial engines). Still, interesting to see the Perkins engine portfolio grow so large again. An old name, and well respected around the world. BC, at its peak, what market share did Perkins have in the UK truck market?