kscarbel2

An MH Magnum package Ultra-Liner is a rare truck. I'd rather see it sold to someone who will preserve it.

They don't make engineers anymore like Roy Lunn, Walter May and Win Pellizzoni.

'Godfather of the Ford GT40' Roy Lunn: 1925-2017 Autoweek / August 16, 2017 Celebrated engineer crosses the finish line at 92 Roy Lunn, the “Godfather of the Ford GT40,” passed away on Aug. 5, 2017, after suffering a stroke at the age of 92. His wife of 70 years, Jeanie and two daughters, two granddaughters, a son-in-law and one great-grandson survive him. Lunn was born in Richmond, England, in 1925, one of three children. He earned degrees in mechanical and aeronautical engineering at Kingston Technical College and was a pilot in the Royal Air Force. When World War II ended, he transferred to the Royal Aircraft Establishment in Farnborough and worked on the design and development of gas turbine generators for the first turboJet aircraft. He started his automotive career at AC Cars as an engineer in 1946, and, in the late 1940s, he became the assistant chief designer (1947-1949) at Aston Martin and built two DB2s that competed at Le Mans. After three years as chief designer and engineer at Jowett Cars, in 1953, he joined Ford of England as an engineer and product-planning manager. In 1958, Lunn moved to the U.S., taking a position at Ford Central Advanced Engineering. Some of the projects he was responsible for included: Mustang I, Big Red -- the Superhighway truck and all the GT40 variants. He left Ford in 1969 to become vice president of engineering at Kar-Kraft where he oversaw the production of the Boss 429 Mustang and development of Mustang concepts with mid-mounted 429 engines. In 1971, Roy was recruited by American Motors Corporation to become the technical director of engineering for Jeep. A dozen years later, he was responsible for the vehicle that changed the automotive landscape in America and beyond: the ’83 Jeep Cherokee XJ, considered the first modern, lightweight four-wheel-drive unibody SUV. The Cherokee was the first American-branded vehicle to be manufactured in China and a huge success for AMC and then Chrysler. Over 3 million units were sold by 2001. Lunn is also credited with the AMC Eagle, the first production four-wheel-drive car. He was elevated to chief engineer of AMC and president of Renault Jeep Sport and centralized all AMC-Renault competition programs in the U.S. Lunn developed the first SCCA spec-racing car in 1983, the SCCA Sports Renault. Lunn served as chairman of the technical board of the Society of Automotive Engineers in 1982 to 1983. He was elected a Fellow of the Society in 1983. After retiring from AMC in 1985, he joined AM General as vice president of engineering to head the Humvee military compliance program for the Pentagon. In 1987, he retired to Florida and continued to work on automotive projects. Aside from sailing his monohull "Cat” boat built to his specifications, building two houses and playing golf, he authored three books: "The Oil Crisis: Sooner Than You Think!," "Globalization - A Worldwide Quest For A Sustainable Future," and "The World Crisis - It All Started With 9/11." His story about the history of Jeep is still on the drawing board, as are his tireless efforts toward designing a new "Peoples Car" out of entirely sustainable materials. After relocating to Santa Barbara, California, in 2015, he again set up a working home office and continued development of his new concepts that drew the attention of the local college, University of California, Santa Barbara. Within six months, he was a mentor to their mechanical engineering program, meeting with students weekly to advise and teach them. He was rewarded with an in-depth research project focusing on his plans for the "Peoples Car" and a 3-D model of the concept. Lunn is one of the industry’s original disruptors, the product of an inquiring mind and a relentless ability to use it. He was inducted into the Automotive Hall of Fame in 2016 for overseeing the development of the legendary Ford GT40 -- a car that won the 24 Hours of Le Mans from 1966 to 1969. He felt it was the proudest moment of his life when his peers in the industry recognized his work. His goals throughout his career were visionary, with a clear eye to the future. Lunn was especially proud of the 1967-winning Mark IV, the first GT40 designed, engineered, powered, developed and built in the U.S. "All of us at Ford are saddened to hear of the passing of Roy Lunn," said Raj Nair, executive vice president and president of North America, Ford Motor Company. "His legacy as the godfather of the original Ford GT40 was well known throughout the company, and he helped bring Ford a performance car that is just as legendary today as it was in the 1960s. The team that put together the Ford GT of today was inspired by the work of Roy and his team and we will be forever grateful for what they started. "We like to think that his GT40 and our GT of today are both cars that showcased the best of what Ford Motor Company can do." In lieu of flowers, the Lunn family suggests that any donations should be made to UCSB. Gifts will support engineering and design education of the department of mechanical engineering. Checks should be made payable to the UCSB Foundation (in memory of Roy Lunn) and mailed to Steve Ramirez, lead director, engineering development, College of Engineering, UC Santa Barbara, Santa Barbara, California, 93106. .

Automotive News / August 16, 2017 American Motors Corp. didn't have enough money to subject the original Jeep Cherokee -- the first modern SUV -- to a traditional durability testing program ahead of its late 1983 launch. But Roy Lunn, the Cherokee's chief engineer, who died in Santa Barbara, Calif., on Aug. 5 at age 92, steered around the obstacle by securing credentials for the punishing Paris-Dakar Rally. Lunn's engineering team prepared two Cherokees for the event, not to compete but simply to run the brutal desert course and monitor how the Cherokee's "uni-frame" body would take the constant pounding over the bruising, potholed 6,200-mile course. Only the shock absorbers needed frequent replacement and both vehicles finished the rally in good condition. Lunn knew his groundbreaking design, which featured a steel ladder frame welded to a unitized body, was robust enough to take almost anything consumers were likely to subject the Cherokee to. Last year, just ahead of his induction into the Automotive Hall of Fame, Lunn told Automotive News the fuel shortages and price shocks of the 1970s influenced his thinking on the Cherokee's technical design. "I chose unitized [construction] because it is stronger pound for pound, and it is lightest for meeting fuel economy requirements," he said. The most fuel-efficient Jeep Cherokee, a two-wheel-drive model with a 2.5-liter four-cylinder engine and manual transmission, was EPA-rated at 24 mpg city and 33 mpg highway in 1985 -- figures that rivaled many family cars at the time. The Cherokee not only was a monster hit for American Motors, and later Chrysler -- more than 3 million were sold before production ended in 2001 -- but it also became the template for the modern SUV and continues to be copied by virtually all major global automakers. "What's amazing about Roy is he had a laser focus on what the issue or problem was and he put all of his energies and thoughts into making it right," said automotive journalist and author Martyn Schorr, who first met Lunn in the mid 1960s. The Cherokee's light weight, four-wheel drive, and high ride height but low floor for easy entry, offered rugged off-road capability but in a vehicle that felt and behaved more like a car. Earlier SUVs, such as the Ford Bronco and Land Rover Series 1 (later called Defender) and other competitors were body on frame, or truck-based. "The unibody was 400 pounds lighter than the competition," said Chris Theodore, who briefly worked with Lunn at AMC and later became Chrysler's vice president of platform engineering. "The other key to the Cherokee was the four-door model," Theodore told Automotive News. "Competitors quickly copied four doors when sales took off, but it took a long time for them to switch to unibody." The Cherokee was not the first time Lunn led a team that created a groundbreaking product. Nor would it be his last. Early years Roy C. Lunn was born in Richmond, England, in 1925 and earned degrees in mechanical and aeronautical engineering at KingstonTechnicalCollege. He served as a pilot in the Royal Air Force during World War II, then began his automotive career at AC Cars as an engineer in 1946. Lunn moved to Aston Martin and worked on the DB2 grand touring car, and then took a turn at British automaker Jowett. He joined Ford Motor Co. in 1953. One of Lunn's early projects at Ford of Britain was a stylish compact called the Anglia 105E. The car was such a huge sales success that it set in motion Ford's climb in the 1960s to unseat the struggling British Motor Corp. as England's highest volume automaker. The Anglia's success was noticed in Dearborn, and Lunn was offered a management job in product development. From 1958-69 Lunn headed Ford's advanced vehicle department and advanced concept group. One of the cars Lunn's team worked on was the midengine Mustang I concept car, which debuted in 1962 and morphed into the Falcon-based Mustang in 1964. He also worked on concept trucks and the GT40, which was the culmination of Ford's total performance drive of the mid-to-late 1960s. From 1966-69 Ford won the 24 Hours of Le Mans, defeating Ferrari, a personal goal of longtime Chairman and CEO Henry Ford II. "The team that put together the Ford GT of today was inspired by the work of Roy and his team and we will be forever grateful for the work they started," Raj Nair, Ford's president of North America, said in a statement. "His legacy as the godfather of the original Ford GT40 was well known throughout the company, and he helped bring Ford a performance car that is just as legendary today as it was in the 1960s." With Ford's racing activities winding down, Lunn took a job as vice president of engineering at Kar-Kraft, a Detroit outfit that oversaw production of the thundering Boss 429 Mustang. In 1971, American Motors came calling and offered Lunn the post of technical director for Jeep -- then a niche brand of enthusiast-driven, off-road vehicles. Another project that Lunn was instrumental in creating, said Schorr, was the AMC Eagle wagon, the first modern American all-wheel-drive car and the precursor to today's awd crossovers. Lunn was inducted into the Automotive Hall of Fame in 2016. Furniture designer Lunn joined AM General in 1985 as vice president of engineering to steer the HUMVEE military compliance program at the U.S. Department of Defense. Even after Lunn retired, he never stopped working, Schorr said. He designed and created furniture, built a wooden dingy and, at the time of his death, was mentoring engineering students at the University of California at Santa Barbara. Before Lunn quit driving in 2015, he regularly drove a bright-red, four-door Jeep Cherokee XJ. Said Schorr: "He just loved his Jeep and wouldn't give it up until he had to surrender his license." Schorr said Lunn suffered a stroke in late July and never regained consciousness. Related reading - https://www.bigmacktrucks.com/topic/32038-ford’s-futuristic-gas-turbine-“big-red”/.

Ten years ago I'd say Toyota. But today, leading brands of light trucks in China are generating high volume.

Fred, that's the right-hand headlamp panel insert, part no. 111MO51M. (Left-hand is 111MO52M). Note the Sheller-Globe "SG" logo. 6MF is the part number prefix for Mack grilles. For example, 6MF59301P2 (Mack Western Cruise-Liner grilledensor) and 6MF519P2 (F models and R700).

Up to 64 metric tons (141,096 pounds) for standard vehicles. http://www.metsateho.fi/wp-content/uploads/L1.3.-Svenson.pdf

Baltimore takes down Confederate statues in middle of night The Guardian and Associated Press / August 16, 2017 Confederate-era monuments have been taken down in the middle of the night in Baltimore. The memorials in the city include the Confederate Soldiers and Sailors Monument on Mount Royal Avenue, the Confederate Women’s Monument on West University Parkway, the Roger B Taney Monument on Mount Vernon Place, and the Robert E Lee and Thomas J “Stonewall” Jackson Monument in the Wyman Park Dell. The Baltimore mayor, Stephanie Rawlings-Blake, announced the creation of a special commission to review all of Baltimore’s Confederate statues and historical assets in June 2015. Maryland, a slave-owning state [152+ years ago], remained in the union during the civil war, which was fought from 1861-65. But Rawlings-Blake’s commission noted that though 65,000 Marylanders fought for the north, 22,000 fought for the Confederacy. Other cities and states accelerated their plans to remove Confederate monuments following the violence in Virginia. Only two statues were taken down immediately, in Gainesville, Florida, where the Daughters of the Confederacy removed a statue of a Confederate soldier known as “Ole Joe”, and in Durham, North Carolina, where protesters used a rope to pull down a Confederate monument dedicated in 1924. Meanwhile in Birmingham, Alabama, the city used a wooden structure to cover up a Confederate monument in a downtown park on Tuesday night. Legislators passed a law earlier this year prohibiting the removal of structures including rebel memorials. So Birmingham mayor William Bell ordered the city’s 52-foot-tall Confederate obelisk covered with wooden panels. Leaders of a New York Episcopal diocese said they would remove two plaques honouring Lee from a church property in Brooklyn. Donald Trump defended Confederate statues in his wide-ranging remarks at Trump Tower in New York on Tuesday evening. “This week it’s Robert E Lee. I notice that Stonewall Jackson’s coming down,” Trump said. “I wonder, is it George Washington next week, and is it Thomas Jefferson the week after? You know you really do have to ask yourself, where does it stop?” Asked specifically whether Charlottesville’s Lee statue should come down, he said: “I would say that’s up to a local town, community or the federal government, depending on where it is located.” .

Many an MB tractor with a duplex and Thermodyne was lifted (massively) for the installation of huge flotation tires so as to become crop sprayers. They were far cheaper than the new custom equipment.

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Scania Group Press Release / August 16, 2017 DP World’s Flagship, Jebel Ali Port in Dubai is one of the largest container port worldwide. It has handled over 14 million TEUs (twenty-foot equivalent unit) in 2016. DP World’s core business is all about handling containers, and the company has more than 36,500 employees worldwide. DP World uses RTG – rubber tyred gantry – powered by engines from Scania. An RTG is a mobile crane that moves containers to trucks or to storage pending further transport once they have been unloaded from the large cargo vessels. It can be compared to playing Tetris – the right container in the right place in order to facilitate the logistics flow and optimise further transport. The cranes are most often powered by diesel generators – gensets – which are needed for these operations. “The RTG goes from lifting extremely heavy loads to no load at all and back to the heavy lifting every minute, making reliable gensets a must,” says José Manuel, Crane Supervisor at DP World. With the new Scania powered gensets, the company can just keep going without worries. So far, they have operated 5,000 hours over eight months. That means they are running 24/7 with only short stops for service. “With Scania, we use one hundred percent of the RTGs power.” Since DP World itself works with flexible solutions and ensures that its cranes can adapt to the varying flow of loading and unloading as well as adapting to the movement of small tractors, the company foresees continued cooperation with Scania. “We have tailor-made this solution for DP World,” says Charan Joseph D’souza, Al Shirawi Enterprises, which for nearly 40 years has been the distributor for Scania trucks, buses and engines in Dubai. RTGs powered by Scania engines have performed faultlessly, which is positive as repairs are both time-consuming and costly. “Uptime is not an issue when we are using Scania engines,” says José Manuel. Cranes operated by non-Scania engines will now also receive Scania engines. .

Scania Group Press Release / August 15, 2017 Hiab’s HiVision crane brings technology normally reserved for video games to the timber industry. It’s an early morning start at the Lecab dealership in Karlstad, Värmland, where driver Mattias Johansson is just getting his day going. At first glance, Johansson’s R 730 looks like any other Scania timber truck – a V8 logo on the front, a crane in the back, bunks to secure the load – but closer inspection reveals that the truck is loaded with new technology. Departing from the dealership and heading east, Johansson, who works for Kjell & Aste Larsson transport in Molkom, turns from a main road close to the town of Skattkärr and heads south down a dirt road, the truck kicking up dust as it passes forest, farms and train tracks. While the routine seems so far quite normal, as soon as we arrive at the first loading point, it’s clear that Johansson’s truck isn’t like the rest. While most drivers would climb out to an external crane cab on the back of the truck, he instead slides over to his joystick-equipped passenger seat and slips on a virtual reality headset. In gaming the headset might take him to another world, but in Johansson’s case, it transports him to what amounts to a virtual crane cab, courtesy of a camera system mounted on the crane. The system gives him a panoramic view of the crane and its surroundings, and from a higher vantage point than a traditional crane cab would provide its operator. Viewed from the outside, the crane seems to be operating almost by magic as it loads the wood stacked by the side of the road onto the truck. Thirty minutes later, Johansson removes his headset and the job is finished. As the crane folds back up, he picks up a remote control, and the timber bunks, Com 90 from ExTe, secure themselves and the load. He’s done all of this without leaving the air-conditioned truck cab. In a business with tight margins, the use of such digital technology seems like it could be excessive, but Johansson insists that the crane and timber bunks save time, money, and weight compared to more traditional alternatives. “This crane is 25,000 to 30,000 Swedish kroner cheaper than a regular one because the crane cabin costs about that,” he explains. And the weight? “With this system we save 400 kilos, which means we can load 400 kilos more on our vehicle.” Alongside weight and cost savings, Johansson says the ExTe timber bunks save him time when loading and unloading, as he can secure the load with the press of a button. Johansson says it didn’t take him too long to learn operate the truck. “It took 5–6 weeks before I felt I got the hang of it,” he explains. Though he admits with a chuckle, “I’m learning new things every day.” .

We used to have a lot of weddings at Mack and involving new Mack trucks. The older Bulldog magazines often mentioned them. Note the license-built Mack C-50 city bus in the museum. That was the birth of decades of cooperation between Mack and Scania.

Scania Group Press Release / August 11, 2017 Robert and Ann-Kristin from Norway are passionate about each other – and passionate about Scania; so much so that they decided to get married at Scania Visitor Centre in Södertälje, Sweden. Some might say Rome or Paris is the most romantic place for a wedding. But neither of those cities was ever an option for Robert Steen and Ann-Kristin Tveterhagen when it came to planning their wedding venue. It was Scania that brought them together, so getting married in the museum at Scania’s visitor centre, located at Scania’s headquarters in Södertälje, was the logical choice. ”It was fantastic,” Robert said afterwards. “It was a combination of the things that matter the most to Ann-Kristin and me: the two of us, and Scania.” “Getting married at Scania started as a crazy idea,” he continued. “I asked Ann-Kristin if we should ask if we could get married at Scania. So we contacted Scania’s headquarters in Norway, who, in turn, contacted Scania in Sweden.” Robert more or less grew up with Scania, you could almost say in a Scania. In 1972 his father bought a Scania 110 truck and started a small transport company hauling timber in the region of Trøndelag in middle of Norway. “Instead of attending daycare like most other children, I spent my childhood days in the passenger seat next to my father,” he says. A special wedding cake Down the years, Robert’s interest in trucks, and especially in Scania, has continued. After his engineering studies he spent 14 years in the vehicle bodybuilding business. But he had always dreamed of a job at Scania, and fulfilled his goal in 2012. Today he is service manager within Scania Norway, heading the operations at Scania’s workshop in Trondheim. At a Christmas party in Scania’s Norwegian headquarters in 2014 another dream of his came true, when he met a life companion as passionate about Scania as he is: Ann-Kristin, who at that time was working as a temp at Scania in Oslo. And as it happened, she also had the same background, with a father who drove Scania. A slight problem for their relationship was that Ann-Kristin lived with her two children in Oslo, 500 kilometres from Trondheim, where Robert lives. “But we found ways to meet more and more regularly. As often as possible when we had a delivery to a customer in Trondheim, I went down to Oslo during the weekend to pick up the truck and drive it up to Trondheim myself,” he says smiling. Fast forward to Saturday 15 July 2017, when they finally said “I do” to each other. The staff at Scania’s visitors centre in Södertälje had spared no effort to make it a memorable day for the couple. Thanks to them, Robert and Ann-Kristin were able to make a grand entrance to the museum in a shining green 1927 vintage Scania Vabis Noblesse postal service bus. After the couple exchanged marriage vows in front of their guests, the festivities began, with dinner among the classic models in the Scania museum, which had been especially adorned for the occasion. “They had even prepared a special wedding cake for us, with miniatures of the first and the latest Scania model,” says a delighted Robert. “It’s just amazing what Scania did for us. We had a truly fantastic day, Ann-Kristin and I.” .

Heavy Duty Trucking / August 14, 2017 The Eaton Cummins Automated Transmission Technologies joint venture has added a new downsped overdrive model to its range of Eaton and Cummins SmartAdvantage Powertrains. The powertrain’s 1,550/1,850 lb.-ft. torque rating is compatible with rear axle ratings down to 2:47:1, enabling engine cruise speeds as low as 1,075 RPMs – lower than some direct drive transmissions. The model is designed to optimize performance and fuel economy in linehaul applications. Available through North American original equipment manufacturers in October 2017, the FAOM-18910S-EC3 offers more options for gradeability, improved downspeeding, and the potential for higher resale value, according to the company. “This new SmartAdvantage model is capable of the lowest cruise RPMs in the trucking industry for best in class downspeeding,” said Alex Stucky, product strategy manager, heavy-duty linehaul transmissions, Eaton Cummins Automated Transmission Technologies. “It’s our most downsped SmartAdvantage Powertrain, and it has been validated in field tests across a wide range of duty cycles. When paired with the 1,850 lb.-ft. rating, fleets can maximize fuel economy without sacrificing performance.” The SmartAdvantage Powertrain combines the X15 engine and Fuller Advantage Series automated 10-speed transmissions. It offers customers the choice of small-step overdrive or direct-drive gearing and improved fuel economy. Fleets running 2010 model year trucks can expect to see 20% better fuel economy with the current X15 SmartAdvantage Powertrain versus the 2010 ISX15 powertrain, according to the Eaton Cummins joint venture. .

Faulty spotlight fuse prompts recall of nearly 6,000 Kenworth, Peterbilt trucks Matt Cole, Commercial Carrier Journal (CCJ) / August 15, 2017 Nearly 6,000 Peterbilt and Kenworth trucks equipped with optional spotlights are being recalled due to a potential circuitry problem that could cause a fire, according to National Highway Traffic Safety Administration documents. Paccar is recalling approximately 5,731 trucks because the optional spotlight circuit on the affected trucks “may not be adequately protected in the event of a short,” increasing the risk of fire at the fuse block. Affected trucks include: 2013-2017 Kenworth T680 and T880 models manufactured between Jan. 25, 2012, and Nov. 10, 2016 2013-2016 Peterbilt 567 and 79 models manufactured between July 13, 2012, and Dec. 14, 2016 Paccar says the cause of the problem is currently unknown, and multiple fires have occurred that appear to have originated in the spotlight circuit. NHTSA says Paccar will notify owners beginning Aug. 31, and will change the polyfuse switch in the spotlight circuit to a standard fuse, free of charge, to fix the problem. Affected truck owners can contact Paccar customer service with Paccar recall numbers 17KWC and 717-B. NHTSA’s recall number is 17V-471.

Extremely well said. It seems that all the groups today want to achieve their agenda's objectives in full, which of course is impossible. There can only be compromise, a middle ground of sorts. (As Mick Jagger said, "You can't always get what you want".) And so many people feel entitled. Our generation never felt that way, rather, we were only entitled to the fruits of an honest day's hard work.

No, I have not.

The headlamp panels all had 6MF prefix numbers on the back. Yours might be 6MF532M. For a standard MH with bright finish grille trim (not plain finish for UPS), the 6 sections are: 6MF530M - upper right 6MF531M - upper left 6MF532M - lower right 6MF533M - lower left 6MF534m - center upper 6MF535M - center lower The Mack part numbering system, simply the world's best.

C’mon guys, lighten up a bit. ---------------------------------------------------------------------------------------------------------------------------------- You all pecked my curiosity so I took a look. According to the U.S. Dept. of Veterans Affairs: (https://www.va.gov/oaa/pocketcard/m-vietnam.asp) During the Vietnam War........August 4, 1964 - January 27, 1973 Total who served in all Armed Forces: 8,744,000 Deployed to Southeast Asia: 3,403,000 Served in Vietnam: 2,700,000 --------------------------------- Other sources say: (https://www.uswings.com/about-us-wings/vietnam-war-facts/) 9,087,000 military personnel served on active duty during the Vietnam......August 5, 1964 to May 7, 1975. 2,709,918 Americans served in uniform in Vietnam (Excludes CIA). --------------------------------- I agree, the attempted genocide against the American Indian by England, France, Spain and finally the United States was/is a disgrace.

When you called Watt's Mack and asked for a 31QS542P1 left-hand door, what did they say? I recall York Corrugating was still producing them thru the 1990s.

Oliver Stone on Charlottesville: "Deep State" Is "Bigger Problem" Than Trump Hollywood Reporter / August 15, 2017 The director spoke about the U.S. political system during a master class at the Sarajevo Film Festival. Oliver Stone has said in response to the Charlottesville riots that the problem is not President Donald Trump, but "the system" in America. "You are all trying to get to Trump every day, but there is a bigger problem," Stone said when asked what he thought of President Trump's initial failure to call out white supremacists in his response to the Charlottesville events. "There is a system [in America], and that system existed before Trump," Stone said. "Putin said this is the fourth [U.S.] president where nothing has changed. There is a deep state, a military industrial security state. ... It is the system that has to be challenged. [Trump] is part of that system." Stone reiterated: "It is the system that has to be challenged. That takes work and is never as exciting as talking about some lunatic president." Visibly more comfortable taking questions on Snowden, a dramatization of the story of NSA whistleblower Edward Snowden, than talking about current events, Stone added that the situation in the U.S. today was scarily close to the kind of world George Orwell wrote about in his futuristic novel 1984. "1984 is here. We are there. The only thing they have not yet done is to erase history … there are still people who remember things," he said. "One week it is terrorism [that dominates the headlines], the next week Putin and the next Korea." It was, Stone said, "just like Hate Week in 1984, where the name of the country and the face of the leader changes halfway through a rally. They are doing it now and getting away with it." .

I aim to please.