kscarbel2

New Navistar 6x6s for the Kurdish Peshmerga. Freightliner tractors for the Iraqi army. All gifts of the American tax payer. You are so kind. Never mind that your local roads are falling apart, and that your kids have to study in leaky portables outside the outdated main school building because there's no federal funding. Never mind that you're funding this show on the other side of the world, rather than the oil wealthy local UN of sorts in that neighborhood, the Arab League, or the Gulf Cooperation Council*. * Saudi Arabia, Bahrain, Kuwait, Qatar, Oman and the UAE There is limited funding for your own U.S. neighborhood........because we're funding the MIddle East. Why don't they mind their own store? .

And be sure to use a new Mack center bolt, part number 21SU18. Cut off the excess after torquing to spec.

With all due respect, it can be easily argued that Trump is not a successful businessman, and does not employ tens of thousands of employees. Trump has filed no less than four times for Chapter 11 bankruptcy...........not exactly the mark of success. I can accept one bankruptcy, e.g. Amazon founder Jeff Bezos. However I can't accept four bankruptcies........there's a repeating pattern there. Too many times, people were not paid, or not paid in full, for services provided because Trump hid under the blanket of bankruptcy protection. In comparison, genuinely successful businessmen like Warren Buffett, Bill Ford and Jack Welch have never filed for bankruptcy, and have indeed employed tens of thousands of employees.

In my humble opinion, an individual who is adequately qualified and experienced to be president, is not only a very sharp individual, but also a high caliber individual with integrity. Neither nominee appears to be remotely suitable for the position. If our system of government has any integrity, new nominees must be chosen, OR, the voting booth must have a third option where Americans can vote for new nominations rather than these two candidates. No small wonder, the world is laughing at us right now. With each passing day, we're losing what respect we have left. The U.S. was born to lead, and we did fairly well for decades. But we've lost an incredible amount of stature in the world order (many Americans who don't travel may not be aware of that....it's not publicized in the news). Our success and quality of life, in no uncertain terms, depends on our position in the world order. We haven't had an exceptional president since Eisenhower. At at time when the world is fractured and our position can best be described as weak and still slipping out of relevance, we need an exceptional president this time around.

I can assure you that the part number is correct as I described. Those descriptions mentioning E6 are wrong.

http://www.bigmacktrucks.com/topic/30466-when-mack-roamed-europe-the-middle-east-africa-and-western-asia/

Hillary Clinton 'cannot recall' email server details BBC / October 14, 2016 US Democratic candidate Hillary Clinton has said she cannot recall key details about using a private email server while secretary of state, documents show. She had been asked to give sworn responses to 25 written questions from a conservative legal group. At least 21 responses used variations of "does not recall", the documents, provided by her lawyer, show. Mrs Clinton denies handling classified information in her private emails. Questions over her use of a private email server while secretary of state have dogged her presidential campaign. Her responses under oath to the Judicial Watch group were provided by her lawyer, David Kendall. Mrs Clinton also made various legal objections to the wording or formation of 18 of the 25 questions, the documents show. Correspondents say her answers provide no new information beyond what Mrs Clinton told FBI agents during a recent investigation. Judicial Watch President Tom Fitton said the group's lawyers would be closely reviewing her responses. "Mrs Clinton's refusal to answer many of the questions in a clear and straightforward manner further reflects disdain for the rule of law," he said. Judicial Watch has filed multiple lawsuits to try to obtain copies of government documents from Mrs Clinton's time as secretary of state.

Elizabeth Warren urges Barack Obama to fire SEC chief Mary Jo White The Financial Times / October 14, 2016 Scourge of Wall Street accuses president’s appointee of standing in the way of transparency Barack Obama is being pressed by the Democratic party’s left wing to sack Mary Jo White, chair of the Securities and Exchange Commission and one of his most senior appointees. In a blistering letter on Friday, Senator Elizabeth Warren called on Mr Obama to use exceptional powers to eject Ms White, accusing her of standing in the way of greater corporate transparency. Her move lays bare dissatisfaction in the party with the head of the market watchdog and Wall Street reform with barely three months remaining of a presidency that began in the throes of the financial crisis. “I have tried both publicly and privately to persuade Chair White to direct the agency’s resources toward pressing matters of compelling interest to investors and the public,” wrote the outspoken Wall Street critic. “But after years of fruitless efforts, it is clear that Chair White is set on her course.” Ms White was confirmed in her role in 2013 and is widely expected to be replaced by an appointee of the next president, as is customary when a new administration takes office. Ms Warren, a Massachusetts senator who has attacked the SEC chair before, accused her of “undermining [the Obama] administration’s priorities and ignoring the SEC’s core mission of investor protection”. She said Ms White had an “anti-disclosure” agenda and zeroed in on her alleged failure to develop a rule mandating the disclosure of political spending by companies — a hot issue since a loosening of restrictions on US campaign finance in 2010. “Chair White’s refusal to move forward on a political spending disclosure rule serves the narrow interests of powerful executives who would prefer to hide their expenditures of company money to advance their own personal ideologies,” she wrote. At a Senate hearing in June, Ms Warren expressed her frustration with Ms White, who replied: “I am disappointed in your disappointment.” The senator, — a close ally of Bernie Sanders, the former presidential candidate, is a member of the Democratic leadership in Congress and is likely to take on a more prominent role if Democrats take back control of the chamber in November elections. The SEC is no stranger to criticism. Its alleged lack of vigilance under the George W Bush administration was blamed for contributing to the financial crisis. Those accusations have given way to complaints that it has been too weak in the Obama era. Ms Warren told the president he could use a little-known provision of the law to demote Ms White and replace her with one of the SEC’s other commissioners. When Ms Warren accused Ms White’s SEC of being timid and slow in mid-2015, Ms White hit back by saying the senator had been wrong in her characterisation of her statements and the agency’s accomplishments. Since Ms White was appointed the SEC says it has proposed or adopted more than 50 significant sets of rules. This week it said that in the 12 months to the end of September it had filed a record 868 enforcement actions exposing misconduct by companies and executives. The SEC was created in 1934 to protect investors and consumers, one of the reforms of the Great Depression that followed the 1929 stock market crash. After the last crisis it was asked to implement many Dodd-Frank reforms and ensure regulations were enforced. Even the agency’s most ardent defenders recognise it is not fleet-footed, saying it needs time to grapple with complex issues and adapt to changes in markets in the five years since Dodd-Frank became law.

His model and serial number......... RD822SX-1100

Speaking of Penske Commercial Vehicles in Australia and New Zealand, Penske has the MAN and Western Star Franchises. With MAN, Penske has deepened his ties to VW Group. Penske already owns 51 Volkswagen dealerships in Europe. With Western Star, he's tied into Daimler, the world's largest truckmaker and whom he sold Detroit Diesel to. They have a long time relationship. In Oz, he also had the franchise for the world's best refuse truck, Dennis Eagle, At his Premier Truck Group, with 15 U.S. locations and 5 in Canada, he sells Freightliner, Western Star and Thomas-built buses.

At one time, Mack was the number one brand in Australia, by a mile. Later, Kenworth came and made itself a competitor to be reckoned with. Fast forward to the present, as in the US market, the Mack brand in Australia is languishing while the Volvo brand is pushed ahead. Gothenberg's priorities and end game are clear by its actions. For heaven sakes, you have Isuzu outselling Mack in Class 8. That is damning to the marque. US Market Ranking Australian Market Ranking Volvo 5 2 Mack 6 4

Steve Brooks, Australasian Transport News (ATN) / October 14, 2016 Aussie-built trucks lead heavy-duty market but Isuzu still the stand-out performer Judging by sales figures to the end of September, 2016 certainly won’t be remembered as a boom time for truck makers. However, the good news is that the two biggest players in the premium heavy-duty category – Kenworth and Volvo – continue to manufacture or at least assemble their trucks in Australia. What influence the ‘Aussie made’ factor has on customers’ buying decisions and actual sales volumes is difficult to quantify. Yet it’s perhaps fair to assume that with Kenworth entrenched at number one in the heavy-duty contest and Volvo an increasingly close number two (with Brisbane-built corporate cohort Mack at number four), local engineering plays a significant role in tailoring trucks to Australian conditions and subsequently meeting the distinctive requirements of this market’s truck buyers. Kenworth and Volvo are not, of course, the only brands putting trucks together in this country. Iveco continues to make and assemble a number of models led by the home-grown ACCO. Of course, ACCO’s numbers are not what they once were and with Iveco holding just 5.1 per cent of the heavy-duty market up to the end of September, the brand’s performance is well short of inspiring. Nonetheless, the sales of all locally built or assembled models from Kenworth, Volvo and Mack, and Iveco, amount to as much as 50 per cent of all the heavy-duty trucks sold in Australia. Still, as the Truck Industry Council (TIC) recently commented, the heavy-duty sector continues to struggle for sales while down the weight scale, light and medium-duty markets are notching solid results. According to TIC, the 2016 heavy-duty market "… is lagging 2015 results by 3.8 per cent with only 6947 heavy-duty trucks sold in Australia to the end of September this year". Meanwhile, the total market for trucks is actually tracking up 2.4 per cent over the same period last year. At the end of September Kenworth’s place at the head of the heavy-duty pack stood at a formidable 20.7 per cent with Volvo in second spot on a healthy 16.2 per cent. Volvo Group Australia also stacks up best in the contest for corporate supremacy with its three brands – Volvo, Mack and UD – holding a collective 26.3 per cent of the heavy-duty contest to the end of September with the Paccar pairing of Kenworth and DAF on 23.6 per cent. However, the big achiever in the heavy-duty stakes is third placegetter and overall market leader Isuzu. Along with its powerful 43.1 per cent leadership of the light-duty market and 38 per cent domination of the medium-duty sector, Isuzu up to the end of September also held a respectable 13.8 per cent of the heavy-duty category. From there it’s a quick slide into single figures with Mack on 8.6 per cent, then a congested scrap for minor placings: Scania on 6.4 per cent, Freightliner 6.2, Iveco 5.1, Mercedes-Benz 4.5, Fuso 4.1, Western Star 3.8, Hino 3.0, DAF 2.9, MAN 2.1, UD 1.5, and Cat and Dennis Eagle with just 0.7 and 0.3 percent respectively. Yet despite all the attraction and emphasis of the heavy-duty truck business, it’s the smaller end where the Australian market remains strongest and where Japanese brands continue to hold absolute domination. The Top Three Sales Results for the 3rd Quarter 2016 HEAVY-DUTY Kenworth 1,439 units - 20.7% Volvo 1,125 units - 16.2% Isuzu 958 units - 13.8% Mack 8.6% Scania 6.4% Freightliner 6.2% Iveco (includes ACCO) 5.1% Mercedes-Benz 4.5% Mitsubishi Fuso 4.1% Western Star 3.8% Hino 3.0% DAF 2.9% MAN 2.1% UD (Nissan Diesel) 1.5% Caterpillar 0.7% Dennis Eagle (refuse) 0.3% MEDIUM-DUTY Isuzu 2220 units – 43.1% Hino 1497 units – 29.0% Fuso 766 units - 14.9% LIGHT-DUTY Isuzu 2967 units – 38.0% Fuso 1592 units – 20.4% Hino 1555 units – 19.9% .

Penske reinforces commitment to MAN Prime Mover Magazine / October 14, 2016 On the back of the launch of MAN’s new TGX D38 model on Tuesday, Penske Corporation Chairman, Roger Penske, reinforced his commitment to the German brand. “I think MAN is a strong brand and we can be proud to be working with it. European trucks in general have come such a long way technology-wise, they’re leading the way now,” he told journalists at the TGX unveiling outside Brisbane – pointing out that volatile exchange rate have made trading difficult of late. “We want to build on that with MAN here in Australia, and that also means we won’t give trucks away cheap just to get business.” Agreed MAN’s Jeroen Lagarde, who flew in for the launch from Europe: “We haven’t been as successful in Australia as we would have liked to be, but that lies in the past now. We’re looking forward again, and we think Penske is the perfect fit for it. “We’ve learned from the past and realised that the Australian market has some very unique requirements we need to align ourselves with. The TGX D38 is a direct result of that thinking.” .

KrAZ Trucks Press Release / October 7, 2016 KrAZ Trucks will show its newest vocational truck, the 8x4 model 7133С4, at the 2016 Mining World Ukraine exhibition on October 12-14 at the KievExpoPlaza Exhibition Centre. The 7133C4 offeres customers a combination of optimized 8x4 weight distribution, modern cabover design, powerful Euro-5 engines and available 20 cubic meter “half round” factory-installed dump bodies. With a payload capacity of 26 tonnes, the 7133C4 helps reduce the cost of transportation and increase profitability. Featuring a twin-steer front axle configuration and planetary hub reduction read drive axles, the 7133С4 has a curb weight of just 15.5 tonnes and a GVW of 41.5 tonnes. Cabover design allows for a tight turning radius, resulting in better maneuverability on and off road. The cab’s ergonomically-designed interior layout enhances driver comfort while reducing fatigue. The KrAZ truck display will be located outdoors at the KievExpoPlaza (2б Salyutnaya Street) opposite Hall No 1 (entrance B). .

Reuters / October 13, 2016 Truckmaker MAN will offer job guarantees to some of its staff until at least 2025, a person familiar with the matter said, as parent company Volkswagen pushes ahead with steps to realign its heavy goods vehicle brands. Job guarantees will apply to staff at MAN Truck & Bus in Germany and Austria and automatically extend through 2030 if not terminated prior to that date, the person told Reuters on Thursday. MAN has 36,000 workers globally. Volkswagen (VW) had been seeking to build a global trucks business by integrating the heavy goods vehicle operations of Scania and MAN divisions even before the company's diesel emissions scandal came to light a year ago. VW last month announced details on how Scania and MAN will in future share development of engines, transmissions, axles and emissions-treatment systems to try to align the two manufacturers more closely to boost profits. With Thursday's decision, MAN is reassuring workers after restructuring last year culminated in 1,800 job losses in Europe designed to revive languishing profitability and tackle high fixed costs. Workers at MAN Truck & Bus were scheduled to be briefed about the plans at a staff gathering in Munich later on Thursday, the source said. VW and MAN Truck & Bus were not immediately available for comment. Volkswagen's works council chief said on Wednesday the company could cut up to 25,000 staff over the next decade as older workers retire to help the carmaker achieve cost-cuts needed to revive the VW brand.

Paccar Press Release / October 13, 2016 BELLEVUE, Wash. - Paccar is launching exciting new power, torque and fuel efficiency enhancements to its MX-13 and MX-11 engines for North America. The new engines will be available in Kenworth trucks in January 2017. “The MX-13 and MX-11 engines are designed to deliver optimum performance, durability, fuel economy, and the lowest total cost of ownership for our customers.” said Landon Sproull, Paccar vice president. Paccar increased the MX-13 engine’s output to 510 hp and 1,850 lb.-ft. of torque and increased the MX-11 engine’s output to 430 hp and 1,650 lb.-ft. of torque. The enhanced MX-11 engine also adds a new 335 hp and 1,150 lb.-ft. torque rating in the lower end of the power range. The MX engines deliver peak torque at 900 RPM for the majority of engine ratings, supporting increased performance and driving flexibility. Paccar (DAF) designs MX engines to an industry-leading B10 life of one million miles. This means 90% of the MX-13 and MX-11 engines are expected to reach one million miles without the need for a major overhaul. Each MX engine also comes standard with factory installed remote diagnostics to deliver proactive customer support. This translates into low cost of ownership and superior uptime for truck owners. The 2017 MX-13 and MX-11 engines include a new single cylinder air compressor, variable displacement oil pump, and variable speed coolant pump providing customers with fuel economy gains over the previous engine design. The latest MX-13 and MX-11 engines extend oil and fuel filter change intervals from 60,000 miles to 75,000 miles, a significant cost savings for customers over the life of the vehicle. The MX-13 and MX-11 engines now utilize a single canister aftertreatment system that reduces weight by 100 lbs., improves serviceability and lengthens service intervals. Paccar (DAF) is one of the leading diesel engine manufacturers in the world with the design, manufacture and production of 1.4 million engines globally since 1957. “Paccar will have 135,000 MX engines in operation in North America by year end. Nearly 50 percent of Kenworth trucks delivered to customers in North America this year will be powered by a MX engine,” said Sproull. “This strong adoption level is a testament to the outstanding performance, durability, fuel economy and low cost of service delivered by the MX-13 and MX-11 engines.” .

Paccar Press Release / October 13, 2016 BELLEVUE, Wash. - Paccar is launching a new proprietary tandem axle that is the industry’s lightest and most efficient axle in its class. “Paccar is pleased to deliver the most fuel efficient axle in the industry to complement the superior performance and fuel economy of our Paccar (DAF) MX Engines,” said Landon Sproull, Paccar vice president. The new Paccar axle is designed to improve the operating efficiency for line haul, regional haul and pick-up and delivery customers. The new axle is rated at 40,000 pounds, supporting a gross combination weight of 80,000 lbs. Kenworth will begin offering the axle to customers in January 2017. “Paccar’s axle reduces vehicle weight by up to 150 pounds, and provides improved fuel economy,” noted Sproull. The Paccar axle features a unique pinion-through-shaft design that simplifies power flow in the axle for maximum efficiency, and incorporates an innovative laser-welded carrier design that reduces weight and improves fuel economy. The Paccar axle comes with an industry-leading warranty of five years or 750,000 miles. Ratios from 2.47 to 3.70 are offered, with engine torque compatibility up to 1,650 lb.-ft. and multi-torque rating compatibility up to 1,750 lb.-ft. . .

Test drive: International LT Series Commercial Carrier Journal (CCJ) / October 13, 2016 Navistar CEO Troy Clarke often says his company builds the most driver friendly truck on the highway, so it only makes sense that he doubled-down when it came time to overhaul the company’s flagship on-highway truck. Many of the refinements that went into International’s LT Series, which the company unveiled earlier this month in Las Vegas, were gleaned from feedback provided by more than 400 drivers. Adding a crowd-sourced element to the design process of a truck that will eventually replace the company’s ProStar is in step with Clarke’s pro-driver charge. Denny Mooney, Navistar senior vice president of global product development, adds it also hones the company’s focus on building a truck that can become a tool for driver recruitment and retention, since driver feedback has begun predicating purchasing decisions. “We’ve had fleets tell us that if the drivers don’t want to drive your truck, we’re not going to buy your trucks,” Mooney says. “Driver retention equals cost of ownership,” adds Jeff Sass, senior vice president of sales and marketing for Navistar. Sass says keeping drivers in the seat has begun to trump fuel economy and efficiency benefits due to the investment in the driver’s equipment and training. “Everything we’re doing today is for the driver.” This week, I was able to take the LT for a quick spin around Navistar’s New Carlisle, Ind., proving grounds to get a feel for just how driver-friendly the final product is. The company borrowed many of the LT Series’ exterior elements from its SuperTruck project, a multi-million dollar joint endeavor with the U.S. Department of Energy. Upgraded aerodynamic features on the new International LT Series include an aero-contoured hood (with 4 inches added to the slope), fender, wheel opening and chassis skirts and an aero-enhanced three-piece front bumper. Longer side extenders also shorten the trailer gap. Standard LED headlamps offer a bump in durability and efficiency over halogen predecessors. The exterior may have been inspired by efficiency, but the inside is all about comfort. Based on a review of more than 500 points where the driver and truck interact, the LT features an all-new interior that offers better elbow room, hip room and leg room. In a shout-out to all the shotgun riders, the LT Series passenger side gets two extra inches of room over the ProStar. The air brake release has been relocated from the left side of the B-panel, giving the driver easier access to switches more applicable for driving and improving egress into the sleeper. “There’s no reason to have the primary real estate on the B-panel because you don’t touch [the air brakes] unless the truck is stopped,” Sass says, “[and] you don’t bump it with your right knee if you happen to be swinging into the sleeper.” The redesigned interior also features a premium dash cluster with a digital driver display that features up to 15 customizable digital gauges. It can be manipulated with a steering-wheel mounted toggle and offers real-time fuel economy monitoring. A column-mounted gear-shifter also helps un-clutter the dash and shares the right side of the steering column with a three-stage engine brake switch. The air horn was relocated back to its traditional position over the driver door in another nod to driver feedback. The truck features a redesigned one-piece side window for a clearer line of sight and the mirrors have been engineered so the driver will have to turn their head 15 percent less on the driver’s side and 5 percent less on the passenger side – a change Sass expects to improve driver fatigue. It’s also a design element that contributes to LT’s “wrap around” feel from the driver’s seat. A better HVAC system – more tightly sealed vents and improved reliability and performance – is sure to be popular with International loyalists. Bendix Wingman Advanced Collision Mitigation system also comes standard in the LT Series. The LT Series will initially be available with the 2017 Cummins X15 engine, offering a horsepower rating of up to 500 hp in the efficiency series and up to 565 hp in the performance series. My white 73-inch SkyRise sleeper LT test unit featured a horsepower rating of 450 and was matched to an Eaton Fuller Advantage 10 speed automated manual transmission. My brief test only flirted with 60 mph a couple of times, but the truck is a comfortable driver. Sass says aero enhancements also provide a four-sone decrease in wind noise inside the cab. I didn’t spend a lot of time at highway speeds so I’ll defer to their experts on that, but the cab is noticeably quieter than a ProStar similarly equipped. International’s predictive cruise control uses preinstalled GPS maps and the latest commercial route data to make adjustments to cruising speed without the need to pre-drive the route. It looks ahead of the vehicle and recognizes the terrain and continuously calculates the most efficient speed and gear for optimal fuel economy in real time. My test was on a closed track so I didn’t get to fully deploy this feature. A 2017 Navistar N13 engine will be available early next year and rated up to 475 hp with up to 1,750 lb.-ft. of torque on LT models. Its design is expected to be 500 to 600 pounds lighter than traditional big bore engines. Reception to the LT since its debut barely two weeks ago has been strong, and Sass says more than 3,000 have been ordered to-date with 1,150 slated to be built by year’s end. All in all, if International was looking for a truck that carries the mantle of the company’s driver-centric mission a little further, the LT Series seemingly fits the bill with its mixture of traditional elements to keep drivers happy and technological innovations that help boost efficiency and the bottom line. .

Associated Press / October 13, 2016 The New York Times' general counsel has informed Donald Trump's lawyer, in scathing terms, that it will not retract its story about two women who claim that Trump touched them inappropriately. In a letter to Trump attorney Marc E. Kasowitz sent Thursday, New York Times general counsel David McCraw wrote, of the request that the Times retract the story, "We decline to do so." McCraw then laid into Kasowitz and his client, writing, "The essence of a libel claim, of course, is the protection of one's reputation. Mr. Trump has bragged about his non-consensual sexual touching of women. He has bragged about intruding on beauty pageant contestants in their dressing rooms. He acquiesced to a radio host's request to discuss Mr. Trump's own daughter as a 'piece of ass.' Multiple women not mentioned in our article have publicly come forward to report on Mr. Trump's unwanted advances." He continued: "Nothing in our article has had the slightest effect on the reputation that Mr. Trump, through his own words and actions, has already created for himself." There were spontaneous bursts of applause for McCraw when he walked through the paper's newsroom on Thursday afternoon. Trump said at a Thursday afternoon rally in Florida that "we are preparing" a suit against The Times. Legal experts have doubts that Trump will actually file such a suit. The Times story featured two women, Jessica Leeds and Rachel Crooks, who said that Trump made inappropriate physical advances on them. When Times reporter Megan Twohey interviewed Trump by phone Tuesday night, "he threatened to sue us if we published these allegations," said Twohey. She quoted Trump as saying that "none of this ever took place." She said Trump shouted at her and called her "a disgusting human being." Twohey also received a legal letter from a Trump attorney Wednesday afternoon. The Times published the story online shortly before 7 p.m. Eastern. "I think it is pretty evident this story falls clearly in the realm of public service journalism, and discussing issues that arose from the tape and his comments since it surfaced," says Times executive editor Dean Baquet. Shortly after midnight Thursday, a lawyer representing Trump, Marc E. Kasowitz, sent a letter to Baquet saying "your article is reckless, defamatory and constitutes libel per se." "We hereby demand that you immediately cease any further publication of this article, remove it from your website and issue a full and immediate retraction and apology. Failure to do so will leave my client with no option but to purse all available actions and remedies," Kasowitz wrote. The letter lacks any substantive facts to cast doubt on the Times story, and is not a lawsuit. In his response to Kasowitz, McCraw wrote, "The women quoted in our story spoke out on an issue of national importance -- indeed, an issue that Mr. Trump himself discussed with the whole nation watching during Sunday night's presidential debate.... It would have been a disservice not just to our readers but to democracy itself to silence their voices.... If Mr. Trump disagrees, if he believes that American citizens had no right to hear what these women had to say and that the law of this country forces us and those who would dare to criticize him to stand silent or be punished, we welcome the opportunity to have a court set him straight." In the Times story, Leeds says Trump, whom she says she had never met before, grabbed her breasts and tried to put his hand up her skirt while the two were on an airplane more than three decades ago. Crooks, who worked in Trump Tower at a company that Trump did not own, says Trump kissed her outside an elevator after she introduced herself. The Post features a woman named Mindy McGillivray who says she was groped by Trump at Mar-a-Lago when she was 23. Twohey said Crooks, who was was initially reluctant to speak publicly, reached out to the newspaper after it published a story in May titled "Crossing the Line: How Donald Trump Behaved With Women in Private." Leeds contacted the newspaper after Sunday's debate, when Trump was asked by CNN's Anderson Cooper if he had ever done the things he described in that video. "No, I have not," Trump said. The Times report comes in the wake of the release of a 2005 recording in which Trump boasted about being able to kiss women and grope them in ways that would amount to sexual assault.

Heavy truck sales slip in U.S., Canada Wards Auto / October 13. 2016 Heavy-duty truck sales in the U.S. fell 13.7% in September, and four of the five medium- and heavy-duty weight classes in Canada recorded double-digit losses for the month. In the U.S., deliveries of medium- and heavy-duty trucks hit 32,357 in September compared to 37,514 the previous year. Losses in Classes 4 and 8 outweighed the gains in the rest of the segments. Class 8 continued to be the primary downfall, dropping 28.6% on 14,968 units vs. 20,978 year-ago. Daimler’s Freightliner and Western Star were off 36.1% and 11.2%, respectively. Kenworth (-17.7%) and Peterbilt (-23.5%) brought PACCAR down 20.3%. Through nine months, Class 8 was 21.2% below like-2015 on volume of 149,473 units. Overall medium-duty sales fell 5.2% on 17,389 units delivered in September. Year-to-date, the group fell 7.7% versus the first nine months of 2015. In Canada, Class 8 sales totaled 2,124 vehicles, 26.9% less than prior-year, as all brands saw declines. Freightliner (-36.4%) and Western Star (-17.9%) brought their parent company, Daimler, down 32.5%. PACCAR’s Kenworth and Peterbilt undersold like-2015 by 20.3% and 32.6%, respectively. Mack and Volvo, combined, fell 31.2%.

Sean Kilcarr, Fleet Owner / October 13, 2016 So we all know that the Phase 2 greenhouse gas (GHG) rules mandate fuel economy improvements for a wide variety of trucks, which in turn is leading to a whole host of changes to those vehicles – especially to their diesel engines. The new 2017 designs offered by Cummins – the X15 series and X12 model – as well as those from Volvo and Mack, under-the-hood changes by Daimler Trucks North America (DTNA) to its 2018 Freightliner Cascadia (along with the introduction of the DD5 medium-duty engine in North America), plus tweaks made to the PACCAR MX lineup represent just some of the initial technological responses to the regulations promulgated by the Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA) Every class of truck is being affected by the new rules – even pickups, though the Phase 2 rules are more lenient in their case. According to EPA and NHTSA, heavy- and medium- duty pickup trucks and vans represent about 23% of the fuel consumption and GHG emissions within the heavy- and medium-duty vehicle sector. Yet the Phase 2 standards for heavy-duty pickups and vans will apply largely in the same manner as the Phase 1 standards – thus, under this approach, all manufacturers face the same standards, but the average emission and fuel consumption rates applicable to each manufacturer depend on the manufacturer’s sales mix, with higher capacity vehicles (in terms of payload and towing) having less stringent targets. Yet the light-duty OEMs aren’t sitting on their technological haunches where diesels are concerned. Take General Motors as but one example, with its newly-redesigned Duramax 6.6-liter V-8 turbo-diesel, which will be offered on its 2017 model Chevrolet Silverado and GMC Sierra pickups. GM said its retooled Duramax – which will be built at the OEM’s manufacturing facility in Moraine, OH, and will be available in the Sierra early in 2017 – will crank out 445 hp and a net 910 lb.-ft. worth of torque; some 19% more torque than what’s generated by the previous Duramax incarnation. The redesigned Duramax also cuts noise at idle by 38% as well, due in large measure to a series of design tweaks a new, GM-developed control system, noted Gary Arvan, the engine line’s chief engineer, in a statement. “Nearly everything about the Duramax is new, designed to produce more torque at lower rpm,” he said. “You’ll also notice the refinement improvements the moment you start the engine, and appreciate them as you cruise quietly down the highway — with or without a trailer.” Dan Nicholson, vice president of global propulsion systems, added that the new Duramax 6.6-liter shares essentially only the bore and stroke dimensions of the current engine, with a lot of internal component changes: New, stronger cylinder block and cylinder heads New, stronger rotating and reciprocating assembly Increased oil- and coolant-flow capacity New exhaust gas recirculation (EGR) system with single cooler and integrated bypass New electrically actuated/electronically controlled turbocharging system All-new solenoid fuel system All-new electronic controls New full-length damped steel oil pan that contributes to quietness New rocker cover/fuel system acoustical treatments B20 bio-diesel compatibility GM also developed a new patent-pending vehicle air intake system — distinguished on its heavy-duty pickups by what the OEM calls a “bold hood scoop” — to drive cool, dry air into the engine for sustained performance and cooler engine temperatures during difficult conditions such as pulling trailers on steep grades. “Cooler air helps the engine run better under load, especially in conditions where engine and transmission temperatures can rise quickly,” Arvan noted. “That allows the Duramax to maintain more power and vehicle speed when trailering in the toughest conditions.” Some things aren’t changing too much, though, GM stressed. As with previous versions, the new 6.6-liter Duramax block features a strong cast-iron foundation, with induction-hardened cylinder walls and five nodular iron main bearings. Yet the new Duramax retains the same 4.05-inch and 3.89-inch bore and stroke dimensions as the current engine, retaining the Duramax’s familiar 403 cu.-in. displacement, GM added. Here’s a deeper dive into some of the engine’s other major changes: A deep-skirt design and four-bolt, cross-bolted main caps help ensure the block’s strength and enable more accurate location of the rotating assembly, with a die-cast aluminum lower crankcase also strengthens the engine block and serves as the lower engine cover, while reducing its overall weight. The Duramax’s pistons don’t use pin bushings, reducing reciprocating weight to help the engine “rev up” quicker and respond faster to throttle changes. New larger-diameter crankshaft connecting rod journals that enable the placement of a stronger crankshaft and increased bearing area to handle higher cylinder loads. The engine’s new forged micro-alloy steel crankshaft anchors its stronger rotating assembly. Cut-then-rolled journal fillets contribute to its durability by strengthening the junction where the journals — the round sections on which the bearings slide — meet the webs that separate the main and rod journals. The connecting rods are stronger, too, and incorporate a new 45-degree split-angle design to allow the larger-diameter rod bearings to pass through the cylinder bores during engine assembly. They’re forged and sintered with a durable powdered metal alloy, with a fractured-cap design enabling more precise cap-to-rod fitment. A new aluminum head casting uses a new double-layer water core design that separates and arranges water cores in layers to create a stiffer head structure with more precise coolant flow control. The heads’ airflow passages are also heavily revised to enhance airflow, contributing to the engine’s increased horsepower and torque. The engine’s common-rail direct injection fuel system features new high-capability solenoid-type injectors. High fuel pressure of 29,000 psi improves “fuel atomization” for a cleaner burn that promotes reduced particulate emissions. The new injectors also support up to seven fuel delivery events per combustion event, contributing to lower noise, greater efficiency, and lower emissions. Technology advancements enable less-complex solenoid injectors to deliver comparable performance to piezo-type injectors. An enhanced “oiling circuit,” with higher flow capacity and a dedicated feed for the turbocharger, provides increased pressure at the turbo and faster oil delivery. Larger piston-cooling oil jets at the bottom of the cylinder bores spray up to twice the amount of engine oil into oil galleries under the crown of the pistons, contributing to lower engine temperature and greater durability. A new, two-piece oil pan also helps the new Duramax operate more quietly; a pan consisting of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so the laminated steel lower section acts to dampen noise and vibration. An integrated oil cooler with 50% greater capacity than the current engine’s, ensuring more consistent temperatures at higher engine loads. Here’s a neat little engineering twist to the new Duramax: the use of a “re-melted” combustion bowl rim for greater strength. “Re-melting” is an additional manufacturing process for aluminum pistons in which the bowl rim area is reheated after casting and pre-machining, GM said, which creates a much finer and more consistent metal grain structure that greatly enhances thermal fatigue properties. And, as noted before, the new Duramax can operate on B20 biodiesel, a fuel composed of 20% biodiesel and 80% conventional diesel – and it’s approved to do so right out of the gate. That’s just a brief look at how diesel engines are changing not only to meet new regulatory requirements but deliver more benefits for truck owners across the commercial vehicle class spectrum. And I’ve got no doubt this is only the start, as yet more improvements will be necessary as we continue down development pathways being created in part by GHG regulations.

Navistar: LT Truck Sales Already 'Great,' Joint GM Project 'On Schedule' Tom Berg, Heavy Duty Trucking / October 13, 2016 Order levels for Navistar International’s LT series are “absolutely great,” reflecting dealer and customer enthusiasm for the new highway trucks, said a company executive at a ride-and-drive demonstration at the firm’s proving grounds near South Bend, Indiana, on Oct. 11. The LT, unveiled September 30 in Las Vegas, followed the February 1 introduction of the HX premium vocational model, for which “thousands” of orders are in hand, said Jeff Sass, senior vice president, sales and marketing. Meanwhile, Navistar and General Motors are proceeding with development of a new series of Class 4 and 5 trucks, and the project is “on schedule and under budget,” he said. The trucks are due out in 2018 and will have International and Chevrolet versions using GM cabs on Navistar chassis, other sources said. Engines will include GM’s Duramax diesel. Navistar execs also showed off their SuperTruck, built under federal Department of Energy sponsorship, and a pair of tractor-trailers engaged in platooning development with the Texas Transportation Institute, part of Texas A&M University. The platooning trucks have automated steering, called “lateral control” by engineers, as well as throttle and braking controlled by the lead vehicle as the two rigs proceed along a roadway. LT, for Linehaul Transport, is a redesign of the nine-year-old ProStar using ideas gathered in interviews with about 400 drivers, Sass said. The LT’s exterior is more aerodynamic and the cab’s interior has extensive changes based on drivers’ suggestions. “Everything we do today is based on the driver,” Sass said. Drivers are vital because of the ongoing shortage, and the cost of hiring and training a replacement driver is about $5,000, fleet executives have told Navistar people. “Fleets have told us, ’If my drivers don’t want to drive your trucks, we’re not going to buy your trucks,’” related Denny Mooney, senior vice president, Global Product Development. Navistar has answered by building reliability into its current models and upgrading the ProStar into the more desirable LT. The long-nose LT625 using Cummins' 2017 X15 diesel will begin production in November, and a medium-nose LT613 with Navistar’s own N13 engine will follow in April. Equivalent ProStars will be phased out as the new vehicles come on line. Brief drives in three LT625 tractors showed exceptional quietness, smooth ride, good outward visibility, and pleasing design and convenient placement of gauges and controls. The drives were confined to the grounds’ 3-mile high-speed oval track, though reporters could take as many laps as time allowed. (A Quick Spin article will follow later on TruckingInfo.com and in Heavy Duty Trucking magazine.) Only rides were allowed in the SuperTruck and the platooning rigs. The SuperTruck, called "CatalIST," is based on a futuristically streamlined ProStar pulling an extensively faired Great Dane van trailer. It has attained 13 mpg in highway cruising tests, Navistar has said. The tractor includes heat and kinetic energy recovery devices, while the trailer has three large solar panels on its roof. An engine stop-start system works like those in hybrid cars, with the engine shutting down while the rig is stationary and restarting when the driver takes his foot off the brake pedal. During that time, HVAC continues functioning because the system is electric-powered, using energy stored during operation and from the solar panels. While coasting, the engine disconnects from the Eaton automated transmission and goes into idle to further conserve fuel. The platooning demonstration had one rig leading and the other following with a gap of 15 to 30 meters (5o to 100 feet) between them. The second rig’s engine, brakes and steering were controlled by radio signals from the first tractor. The system works from a standstill to highway speeds; the second tractor’s driver placed his hands near the steering wheel, but not on it, throughout the demonstration. Automated steering, using an electric-over-hydraulic system from TRW Automotive, is unique to this project, they said, as others require drivers in the second rigs to steer while other functions are controlled from the lead tractor. The second rig faithfully followed the first rig but wavered several feet left and right at times as the two rigs traveled along the track. Interference in signals from GPS satellites overhead was to blame, said the second rig’s driver, Navistar engineer Scott Smay. Steering control will be further refined as development continues. Aside from that, today’s technology would allow platooning of trucks with no drivers in the second and subsequent tractors, TTI engineers said. Operational and regulatory hurdles remain before platooning could become routine, said Navistar executives in discussing the development. .

Up close: 2018 International LT Kevin Jones, Fleet Owner / October 13, 2016 NEW CARLISLE, IN. Following up on a spectacular unveiling of the new International LT series at Las Vegas, Navistar invited truck editors to the company’s 700-acre test facility here to put its Class 8 flagship tractor through its paces. “The reception from customers—and most importantly, from drivers—has been absolutely spectacular,” said Jeff Sass, senior vice president, North America Truck Sales and Marketing at Navistar, who also reported more than 3,000 orders already. “I can’t be more excited. Everything we’re doing is based around the driver.” Indeed, the "DriverFirst" design of the LT series addresses a critical part of the cost-of-ownership equation: driver retention. “What’s the number one thing to keep drivers happy? The truck has to work,” Sass said, and he did the math on the staggering cost of replacing drivers when the industry is averaging a turnover rate of 100%. “Uptime and fuel economy comes under that, but it’s all about driver retention.” And it really is that straightforward, added Denny Mooney, ‎Navistar group vice president for global engineering. “We have big fleets, CEOs that look me in the eye and say, ‘if the drivers don’t want to drive your trucks, we’re not buying your trucks,” Mooney said. Of course, uptime is a factor; and the New Carlisle Proving Grounds has hand in important role in the development of the LT, Mooney continued. “For me in engineering, when I think about uptime it’s really about reliability and durability. It’s about making sure the truck never has to come in unless it’s about scheduled maintenance,” he said. “I don’t think there’s anything worse for a driver than to be on the side of the road with the truck not running.” A former executive at GM, Mooney noted that the truck business is different from the automobile business in that a brand can “earn” its way into a fleet through real-world testing and performance. “The proving grounds has been a huge enabler for us,” Mooney said. “It’s been the icing on the cake to make sure our trucks are reliable.” Slide show - http://fleetowner.com/equipment/close-2018-international-lt#slide-0-field_images-203231

Navistar Demos Platooning Technology, Concept Vehicle With New LT, HX Series Trucks Transport Topics / October 13, 2016 NEW CARLISLE, Ind. — Navistar Inc. engineer Scott Smay paid close attention to the ProStar tractor he was driving on a closed course here; he just didn’t spend much time with his hands on the wheel or feet on the pedals. As the driver of truck No. 2 in a platoon, there was no need for it, even though he was driving at 45 miles per hour and was just 17 meters, 56 feet, behind another tractor-trailer. Usually a driver should leave enough distance for a 3.5-second gap to allow for reaction to changes on the road, but now it was sliced to a single second — far too little distance for humans, but an ample amount in the wireless-connected world of truck platooning. At what was once a Studebaker Corp. facility*, the original equipment manufacturer took Oct. 12 to show off its present — the new International LT and HX series trucks — and a glimpse of the future with a platooning demonstration and rides in its CatalIST concept vehicle built for the Department of Energy’s SuperTruck research and development program. Navistar is working on a platoon project with the Texas A&M Transportation Institute and the Texas Department of Transportation. Mo Poorsartep is the TTI project manager in charge. He said they are working on a system that combines longitudinal control, or following distance, and latitudinal control, or steering. “The system can do lane changes. We worked with Bendix [Commercial Vehicle Systems] and what we’re doing is built on top of their Wingman system,” Poorsartep said. Engineering consulting firm Ricardo PLC wrote the software that controls the inter-truck movements in the platoon. Asked if a sudden, hard stop would be part of the demonstration, a Ricardo engineer said no. “We are still in the proof-of-concept stage of development, not the bullet-proof production stage,” he said. The CatalIST demonstration included height adjustment of the tractor while in motion. The tractor-trailer has a 6x2 power configuration, and at highway speeds the front of the tractor and back of the trailer drop lower, while the tractor’s tag and drive axles stay high, thereby producing an air foil. At lower speeds the front and back elevations return to normal heights, said Dean Oppermann, Navistar’s chief engineer for advanced technologies, including the SuperTruck program. Oppermann said the truck utilizes three different electrical systems: a traditional 12-volt for most applications, 48 volts for solar and hybrid operations and 24 volts for the starter system. International LT was unveiled Sept. 30 in Las Vegas, immediately before the start of American Trucking Associations’ annual meeting there. The new linehaul tractors made available for editors and reporters came with either automated manual or classic manual transmissions and were hooked to Utility Trailer Manufacturing Co. flatbed trailers. The LTs traveled around the high-speed oval at the proving grounds, while the vocational HX dump trucks went through their paces on a dirt course that included man-made obstacles. The HX was launched in February as part of Navistar’s effort to update its entire product line. * http://www.bigmacktrucks.com/topic/40066-navistar-buys-668-acre-indiana-proving-grounds-from-bosch/ .

Why are you sorry? The discussion never ends. Yes, the beige color option was only on Hayward-produced models. Colamco was the supplier of our interior trim at that time. We later switched to Belmor (http://www.bigmacktrucks.com/topic/34169-mack-cabs/#comment-225546).