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Scania Group Press Release / July 28, 2016 Scania’s sales reached an all-time high at SEK 50.1 billion and the company showed a strong operational performance in the first half of 2016. Summary of the first six months of 2016 Operating income amounted to SEK 1,348 m. (4,737), negatively impacted by a provision of SEK 3.8 billion related to the European Commission’s competition investigation Operating income excluding items affecting comparability rose by 9 percent to SEK 5,148 m. (4,737), resulting in an operating margin of 10.3 (10.1) percent Net sales rose by 7 percent to SEK 50,110 m. (46,798) Cash flow amounted to SEK -492 m. (1,106) in Vehicles and Services Comments by Henrik Henriksson, President and CEO “Scania’s sales reached an all-time high at SEK 50.1 billion and the company showed a strong operational performance in the first half of 2016. Higher vehicle volume in Europe and increased service revenue had a positive impact on earnings while currency rate effects and lower deliveries in Latin America impacted negatively. The high investment level related to Scania’s investment in a new truck generation also had an impact on earnings. Scania’s market share in Europe continued on a high level and amounted to 17.1 percent during the first half of 2016, compared to 17.2 percent in 2015. The replacement need and economic situation in Europe continues to have a positive impact on demand for trucks. The weak performance continued in Latin America, primarily related to Brazil. In Eurasia, Russia now appears to have bottomed out at a low level. However, the outlook for Brazil and Russia is still uncertain. In Buses and coaches, the demand trend is positive, mainly due to strong order bookings in Mexico and Iran. In Engines, demand fell in all regions. Service revenue amounted to SEK 10.5 billion during the first half of 2016, an increase of 9 percent in local currency. Financial Services reported operating income of SEK 506 million and credit losses remain at low levels. In August Scania will initiate the launch of its largest ever investment − the new truck generation. It constitutes an important part of Scania’s ambition to become a leader in sustainable transport, where partnerships and continued digitalisation will play an increasingly important role. In light of the European Commission’s Statement of Objections and recent developments in the competition investigation, Scania is now, in accordance with relevant accounting principles and a prudent approach, making a provision of SEK 3.8 billion. Scania has fully cooperated with the European Commission during the investigation but contests the Commission’s view. The company will fully exercise its rights of defence in the ongoing investigation.” Scania Interim Report January-June 2016 - http://mb.cision.com/Main/209/2051752/544231.pdf

I'm not following you Bob. Ford has just finished spending time, money and effort to create a variant of the aluminium F-150 cab for the Super-Duty F-250 thru the F-550. Thus I expect that's the F-250/350/450/550 cab we're going to see for at least 5 years....if not far longer. And the F-650 and F-750 retain the bought-and-paid-for steel Super-Duty cab. Advertised as "all-new for 2016", I don't expect to see any major changes for probably 5 years. I doubt Ford would allocate funding for a new medium-duty cab anytime soon, when model year2016 is all-new, given the small number of trucks they sell. Money is allocated to where Ford gets the most return.........and that's not medium trucks. They sell them for corporate face. Ford is building medium trucks now in the cheapest way possible, using in-house pickup truck drivetrains.

In conversation with Daimler leader Wolfgang Bernhard Truck News / July 28, 2016 North America has proved a disappointing truck market so far this year with the most recent Class 8 intake standing at a multi-year low. Wolfgang Bernhard, member of the Board of Management and responsible for Daimler AG’s truck division, is sanguine about this; North America rises and North America falls and there’s not an awful lot to be done about it. “When we look back in the history of the North American market we see big market swings and nobody is ever afraid of the upside,” he explains. “Everybody is afraid of the downside and everybody takes the upside as a present and it’s a huge punishment to suffer through downside. We looked at the pattern of the past, we see that when overswing of historic averages is biggest, the underswing is also huge,” he continues. “So in a way, we’re glad to see that after the moderate overswing that we had last year, we see that the that the market is coming down a bit and we believe the silver lining in that is basically that if we don’t overswing so much we don’t have to suffer the underswing so much. “And let’s be honest here. The market that we’re seeing this year which will be north of 350,000 trucks (Classes 6-8) and that is still a reasonable market in historical terms. Sure it’s nothing you write home about and it’s slightly below historic averages, but still a good market nonetheless, and I’m not sure we should be complaining about it. And rather than having huge up and down swings over time, I’m happy to live with a small oscillation around historic averages. “And on top of this, in the special case of North America and Canada, I have to say that we can compensate some of the market downturn with gaining market share. We are increasing our market share and this is allowing us to position the organization strongly.” Bernhard sees the current interest rate environment as a problem, and argues that the global economy needs to pursue a return to a more normal rate level. While this may seem slightly counterintuitive coming from a supplier of capital equipment, he sees the broader macro impact of low and zero rates as being one that is negative. “At some point of time, we have to find a way back to the reasonable interest rates,” he says. The present situation is a drag on of financial structure; it is very difficult for pensions and insurers to find assets with adequate returns and it seems too that there is a constant danger of the misallocation of resources. “I believe that at some point we have to get back to reasonable interest rates and, yes, there will be some repercussions. So if the Fed starts to raise interest rates it will make the situations in South America and in some emerging countries, more difficult. However, I believe that at the forefront of those countries is not an economic problem. It’s a political problem and unless these issues are not addressed the economy will not thrive. The decisive factor is not one of the interest rate in America or in Europe. The decisive factor is the political, the structural reforms that needs to be taken. I’d argue that the same thing applies to Greece as well.” Looking forwards, the agenda within the truck industry at present is constituted of considerations of GHG regulations and the rather more nebulous issue that is connectivity. To the first point, Bernhard is at pains to stress the need for fitness for purpose in terms of regulation, and adds to this the view that a regulatory framework that rewards GHG reduction is one that is ultimately self-perpetuating in a positive manner. “Regulators tend not to be deeply ingrained in the particularities of this industry,” he says. “That means, they see the complete value chain of transportation but tend to focus only on the vehicle aspects and not other factors. And so while we are looking at – for example – a 10-20% difference between the best and the worst driver, they are fixated on expensive technical solutions to get at the 0.1-0.2% of potential – for instance in powertrain-derived reductions.” He points to the experience of North America – where a regulatory framework mandating GHG reductions is now in place – as proof positive of the value of market forces. “I believe in the power of market forces as a force for good in this industry,” he says. “The driver of progress on the CO2 side is being driven by our customers and their economic needs on the one hand, and our technology on the other hand. Looking at North America, what are the major drivers for the CO2 reductions that we see there? Customers were asking for it and paying for it. It is a business case for them, that’s what drives it. “Secondly, the technology that enables it. What is it? It is an integrated powertrain. The departure from a component truck into a world of integrated powertrains where you have instead of a manual, an automated transmission, where you have highly sophisticated engines, and improved axles that fit the overall package as well as improved aerodynamics. Did the CO2 regulation of US force that to happen? I don’t think so. This was done through innovation that we had, and we innovated not because of any GHG regulation but because it is what our customers expect us to do to improve their cost of ownership.” The customer relationship is also at the center of the move towards connectivity. Bernhard is quick to point out that the idea is not a new one – Fleetboard and Detroit Connect are both well-established examples of a connected vehicle and both are profitable in their own right. But he sounds a caveat: “I would caution to say that for us, connectivity will be a major stream of revenues and of income,” he says. “Even in our boldest dreams when we calculate this through, we cannot see anything getting close to what we have with the truck itself. “We believe that this is something that if you don’t have it, you will lose your mainstream revenue,” he continues. “It is both a threat and an opportunity at once. If you are at the forefront, you will be able to gain market share. You will be able to build relationship with your customers that go beyond contract and legal obligations, and with that, you solidify your relationship with your customers, and if you grow a reputation of a leader in that industry, you will always have the upper hand. I believe rather than having this as a major source of income, it is a vital, crucial enabler to make sure for our shareholders that the business as it is stays in place.”

API: Fleets need to be aware of new engine oils, heed OEM recommendations Commercial Carrier Journal (CCJ) / July 28, 2016 When licensing and distribution begin for the two new heavy-duty diesel engine oils in December, it’s paramount for fleets and owner-operators to be aware of the new categories and ensure they’re using the proper engine oil in their equipment, says a representative from the American Petroleum Institute. “New oils are coming. They’re coming very soon, and you need to make sure you know which one you’re supposed to use,” said Kevin Ferrick, manager of API’s global industry services certification programs. “Oils are different enough and unique enough today that you need to be sure you’re buying the right oil.” Ferrick spoke to CCJ editors in Tuscaloosa, Ala., on Thursday, July 28. Licensing for the two new diesel lubricants, CK-4 and FA-4, begins Dec. 1, 2016, which is the first day oil marketers like Shell Rotella, Chevron Delo and Mobil Delvac can sell lubricants officially stamped as CK-4- and FA-4-certified by API. CK-4 oils will essentially replace the current CJ-4 oil spec on the market today and will be backwards compatible with diesel engines currently using CJ-4. FA-4 will be much more limited in its use. It will be recommended almost exclusively for 2017 year-model engines and newer, and it will only be recommended for long-haul applications. Ferrick strongly advises fleets and owner-operators to check with their engine’s manufacturer to ensure they’re using the oil recommended for their engine when the new products come to market. Ferrick says CK-4 oils improve upon CJ-4 oils by better protecting against engine oxidation, oil shearing, oil aeration and degradation of the oil due to soot. CK-4 is also expected to improve fuel economy and generally work more efficiently with modern engines. Ferrick says consumers using older engines could see engine life benefits from using CK-4 instead of CJ-4, which will still be available following the licensing of CK-4 and FA-4 products. FA-4 oils offer the aforementioned benefits of CK-4 oils, but they’re designed to increase fuel economy in new engines. FA-4 oils are deemed low-viscosity oils, as they’re “thinner” (less viscous) than CK-4 oils and therefore allow engine parts to operate more efficiently. FA-4 oils have been proven to protect engines as well as CK-4 and CJ-4 oils, despite their thinner design. The API certification procedure is designed to ensure FA-4 oils protection engines just as well as their higher viscosity counterparts, Ferrick says. The development of the new lubricants was spurred by modern engine design and federal regulations requiring reduced greenhouse gas emissions. Today’s engines run hotter, are more powerful and more efficient than engines of yesteryear, and engine manufacturers requested new lubricants to fit their new needs. New emission regulations taking effect next year call for a reduction in greenhouse gas emissions, primarily emissions of carbon dioxide. To achieve those emissions reductions, fuel economy needs to be boosted, Ferrick says. FA-4 oils were designed to help engine makers reach those fuel economy goals. Ferrick’s key message to fleets and owner-operators regarding proper oil use is simple: Check with your engine manufacturer. “It’s not something you get cute about,” he said. “You need to be sure you’re using exactly what’s recommended. It’s that precise now. Not all oils are the same. You could end up with lower performance if you get the wrong oil.” For fleets that buy in bulk, Ferrick warned against mixing CK-4 and CJ-4 oils. Fleets need to empty their CJ-4 tanks before filling them with CK-4. “You don’t need to clean it or flush it,” he says. “But you don’t want to mix them. Fleets need to draw their tanks down before adding CK-4 or FA-4 oils.” To prepare for the launch of the new products, Ferrick says API is trying to get the word out to fleets, owner-operators and technicians across all outlets. API has a site dedicated to helping users choose the right oil — dieseloilmatters.com — along with a marketing and advertising campaign built around the same message: Diesel oil matters. Oil containers like drums and off-the-shelf bottles will also feature the new API donut for CK-4 and FA-4 oils. The CK-4 donut will look just like existing donuts — a plain white circle that designates them as CK-4. The donut for FA-4 lubes, however, will be slightly different. The top half of the donut will be split into two quadrants, and the FA-4 designation will be in reverse type or will feature a splash of color.

Daimler to Kick Off Medium-Duty Engine Production Transport Topics / July 28, 2016 Daimler Trucks North America announced its Detroit-branded DD5 medium-duty engine will officially hit the market later this year in the Freightliner M2 106 truck model. Production is scheduled to begin in October, with deliveries planned at the end of the year, company executives said July 28. “Our entry into the medium-duty engine market is a significant step,” said Richard Howard, DTNA senior vice president of sales and marketing. “We feel we well-prepared to bring this engine to the market,” said Kary Schaefer, DTNA’s general manager of marketing and strategy. She said the company is offering a three-year, 250,000-mile warranty covering both the engine and aftertreatment system. DTNA first announced plans to develop the engine in 2014 during American Trucking Associations’ Management Conference & Exhibition. The company previously had not offered an in-house medium-duty engine. Moving forward, it will continue to provide customers the option of a Cummins Inc. engine, much as it offers choices for heavy-duty engines, transmissions and axles. The four-cylinder DD5 will initially be aimed at the pickup-and-delivery segment, and feature ratings of 210 horsepower and 575 pound-feet of torque, as well as 230 HP and 660 lb-ft. Detroit is also providing customers the Detroit Connect Virtual Technician remote diagnostics system. Additional ratings to appeal to wider range of vocational applications are expected to be offered later, and the company still plans to roll out the larger DD8 engine in 2018. The initial Class 6 trucks test-driven by journalists here included a 20-foot dry van body, Detroit axles and the Allison 2500 RDS transmission. The engine, which uses many common designs found on the existing heavy-duty platform, will first be produced in Germany, and plans remain on track to shift production to the plant in Redford, Michigan, company officials confirmed. That follows the production model of the Detroit DT12 automated manual transmission. Company officials said the DD5, which meets the Environmental Protection Agency’s 2017 greenhouse gas and fuel efficiency standards, offers extended maintenance intervals, including oil and fuel filter change intervals up to 45,000 miles. During 2015, Freightliner was the market leader in Class 7, selling 26,251 trucks, a market share of 44.6%. For the first half of 2016, Freightliner sold 14,318 Class 7 trucks for a 50.4% share. Freightliner also led in Class 6 last year, selling 19,842 trucks for a 36% share. Through June 2016, it was No. 2 behind Ford Motor Co. with sales of 9,715 trucks.

(If you want to sell me a truck Chris, remove your sun glasses.) . .

DTNA Launches the Detroit DD5 Today’s Trucking / July 28, 2016 YOUNTVILLE, Calif. – Come October buyers will be able to buy a four-cylinder Freightliner M2 106 truck. Daimler Trucks North America (DTNA) chose California wine country to make the announcement that its Detroit DD5 engine will soon be ready to roll. A six-cylinder DD8 will arrive in 2018. The pickup-and-delivery world is the company's first market target with the DD5, which shares some design principles and elements with its larger DD13, DD15, and DD16 brethren. That includes diagnostic and connectivity features as well as hardware. The DD5 will offer customers a number of benefits over competitive engines, DTNA promises. One prime example is best-in-class scheduled maintenance intervals -- for short-haul P & D applications buyers will enjoy extended oil and fuel-filter change intervals up to 45,000 miles (72,420 km). For severe-duty work that will drop to a still respectable 35,000 miles (56,325 km) and for easier highway work it will rise to 50,000 miles (80,470 km). The engine has undergone extensive development and testing in preparation for release -- like three million miles in a 12-truck test fleet -- and boasts impressive durability with an expected B10 life of 400,000 miles (about 643,750 km) . That means 10% of DD5 engines will require an overhaul by that distance travelled. The engine will first be offered in two ratings -- 210 hp and 575 lb ft of torque, and another at 230/660. Testing, says Detroit, has proven that the DD5 will provide best-in-class fuel efficiency -- 3% better than the closest competitor, with more to come in the near future. DD5 customers will get the Detroit Connect Virtual Technician remote diagnostics system, as used by heavy-duty customers use to make service decisions that minimize downtime. “As a testament to our confidence in the DD5, I am excited to announce we are backing it with a 3-year/250,000-mile engine and aftertreatment system warranty,” said Kary Schaefer, newly installed as DTNA's general manager, marketing and strategy. The 5.1-liter DD5 engine uses common design principles found on the heavy-duty platform such as a deep-rib block that provides strength and minimizes noise. The engine also introduces some leading-edge technologies of its own such as variable cam phasing -- which offers the ability to optimize thermal management under low engine load conditions and improve the overall performance of the aftertreatment system. This is a key benefit to keeping customers up and running in the P & D segment where low-load stop-and-go operating conditions mean it's hard to keep operating temperatures high. The DD5 should also be a good fit for a number of vocational applications, though that will have to wait until later in 2018 when power-take-off options stronger horsepower ratings are offered. The engine's use within the DTNA lineup will expand in 2018 as production of the DD5 shifts from Mannheim, Germany to its powertrain facility in Detroit, where an investment of US$375 million is getting things ready. Detroit has received EPA certification for the new DD5, to meet 2017 greenhouse-gas and fuel-efficiency standards as well as all on-board diagnostic and near-zero criteria pollutant standards. While it was a short 15-20-mile trip, my test drive -- in an M2 106 with a 230-horse DD5, albeit unloaded -- showed a willing engine with sprightly performance. You'd be hard pressed to tell that it was a four-cylinder motor, the first so far in a conventional-cab medium-duty truck.

DTNA introduces its first medium-duty diesel Fleet Owner / July 28, 2016 The first Freightliner M2s with the new DD5 will be on the market by the end of the year. Daimler Trucks North American has officially entered the medium-duty truck engine business with the launch of the Detroit DD5, a 4-cylinder diesel based on a new engine platform first introduced in Europe in 2013. The first North American engines will be installed in Freightliner M2 106 van body models limited to rental/leasing and pickup and delivery applications. Available at the end of 2016, the initial DD5s will be rated at 210 HP and 575 ft.-lbs. peak torque. A 230 HP/660 ft.-lbs. rating will be added in 2017, followed in 2018 by the DD8, a 6-cyl. diesel with ratings ranging from 260HP/660 ft.-lbs. to 350 HP/1050 ft.-lbs. DTNA chose to lead with the 5.1L 4-cyl. version “because it can do the job and then some,” siad Kary Schaefer, general manager for marketing and strategy. With ratings comparable to 6-cyl. diesels currently on the market, the DD5 has a durability B10 life of 410,000 mi. and will come with a 3-yr./250,000-mi. warranty for both the engine and aftertreatment systems. DTNA has also conducted over 3 million mi. of durability testing on the new MD engine and has some trucks in the test fleet that have run over 250,000 mi., according to Schaefer. Although the broad range of applications in the medium-duty truck segment makes it difficult to make comparisons, the DD5 should deliver 3% better fuel economy than competitive engines, Schaefer said during a press conference. Even anticipating competitive improvements to meet future greenhouse gas regulations, the new Detroit MD engine should maintain that 3% advantage, she added. The DD5 has already been certified to meet the EPA’s 2017 greenhouse gas and fuel efficiency standards, as well as the new onboard diagnostics and near-zero emissions requirements. Design highlights for the DD5 include dual-stage fixed geometry turbocharges with an electronically controlled waste gate, variable camshaft phasing to improve aftertreatment efficiency in low-load conditions, a high-pressure common rail fuel system, and an integrated engine brake that delivers up to 220 bhp. Oil/fuel filter service intervals are 45,000 mi., which is two to three times longer than competitive MD diesels, according to Schaefer. Like Detroit’s heavy-duty engines, the new medium-duties will draw on the Detroit Connect Virtual Technician telematics for remote diagnotics and use the same Detroit diagnostic systems and tools. Initial DD5 engines will be built at Daimler Trucks’ Mannheim, Germany engine plant. Production will shift to Detroit’s powertrain plant in Redford, MI, in 2018 as part of a $375 million expansion in that facility. The M2’s current engine, the Cummins ISB, will continue to be offered along side the new proprietary diesel, according to Richard Howard, DTNA sr. VP of sales and marketing. The company has a 39% market share in Classes 6/7 through the end of June. While overall truck sales are off from their peaks in 2014 and 2015, the medium-duty market in general is described as “dynamic” by Howard, who points out that it is currently up 14% year-to-date over. “So the timing is great to be bringing this product into the market,” he said.

Heavy Duty Trucking / July 28, 2016 Daimler Trucks North America says it plans to play a major role in the medium-duty engine market, and is taking the first steps with the new Detroit DD5 engine [Mercedes-Benz OM934], which will begin production in October. “We didn’t come into this market being cocky; we took a cautious approach,” said Kary Schaefer, general manager of sales and marketing for DTNA, told trucking reporters at an event debuting the engine in California on July 28. One mark of that approach is that the engine is being released in two phases. In the first phase, it will be targeted at the pickup and delivery market, available in the Freightliner M2106 truck. “We’re going to launch the DD5 in a limited application," she said. "We focused on pickup and delivery because it’s the least amount of complexity for us to enter the market. This allows us to gauge customer acceptance of the engine and get customer feedback and incorporate that into the engine for phase two.” The engine will first be offered in 210 hp, 575 lb-ft and 230 hp, 660 lb-ft ratings. Schaefer said that in testing against competitor engines, the new DD5 offers 3% better fuel economy. Getting there, she said, “was all about optimizing the engine in many many different ways, considering milliseconds and hundredths of millimeters and great attention to detail.” DTNA says engineers will be able to improve upon this base for future fuel economy improvements, to meet fuel economy regulations or maintain a competitive position in the industry. The engine already has been certified to meet EPA’s 2017 greenhouse gas and fuel efficiency standards as well as all on-board diagnostic and near-zero criteria pollutant standards. For phase two, in early 2018, in conjunction with the shift of D5 production from Mannheim, Germany, to its Detroit powertrain facility. Detroit will launch the larger displacement, six-cylinder DD8 [Mercedes-Benz OM936], which will have a range of 260 to 350 hp. At that time, the DD5 offerings will be extended to 240 hp and applications for power takeoffs will be available. At that point the engine also will be offered in DTNA’s step van and school bus offerings. About the engine Diesel engines in general have gone through a lot of development over the years. “When you think there’s nothing more you can do to improve the engine, voila, the engineers come up with a way,” said Schaefer, who is an engineer herself. One of the unusual features of the engine is that it is a four-cylinder. “You may ask, why a four-cylinder?” Schaefer said. “Why not? We’re able to do the job and then some, so it makes for a better engine. It’s slightly shorter, offering better access for service especially at the rear of the engine.” Less parts complexity, she said, helps improve endurance, reliability and durability. Some of the engineering changes she cited include: No cylinder liners Ribs incorporated into the crankcase for stiffness instead of just adding more material and weight Integrated oil cooler. “Managing the aftertreatment and regen process is all about managing those temperatures in the engine,” she said. Optimized cylinder roundness and valves designed to allow high pressures. A dual stage turbo for higher air flow, with the turbos in series, with no moving parts as on a variable geometry turbo. “Simple in design, the electronically controlled waste gate helps manage the pressure in the cylinder, which helps reduce the stress on the engine.” Variable camshaft phasing (read more about VCP below) Designed for durability The DD5 5.1-liter engine uses common design principles found on the heavy-duty platform, such as a deep rib block that provides robustness and minimizes noise. The engine has undergone extensive development and testing in preparation for release and boasts an expected B10 life of 400,000 miles. (B10 and B50 life are the industry standard for measuring the life expectancy of an engine and indicate the miles of operation before an engine overhaul or replacement is required.) DTNA is backing it up with a 3 year/250,000 mile engine and aftertreatment system warranty. The engine introduces some technologies Daimler says are leading-edge, such as variable camshaft phasing. Variable cam phasing technology allows Detroit to optimize thermal management under low engine load conditions and improve the overall performance of the aftertreatment system. This is a key benefit to keeping customers up and running trouble free in the pickup and delivery segment, where low-load stop-and-go operating conditions are common, DTNA notes. As Schaefer explained, “VCP is unique for our engine design. It’s used at low engine speeds to increase exhaust temperatures going into the aftertreatment system. The aftertreatment system wants higher exists temperatures-- it performs better. I think this will be a differentiator for our engine.” Serviceability Schaefer said the designers paid a lot of attention to detail and considered customer requests in terms of servicabity and maintenance. For instance, cartridge-style fuel and oil filters are mounted above the rail for easy access. DTNA says operators in short-haul pickup and delivery applications will have extended oil and fuel filter change intervals up to 45,000 miles. The engine will take the backward-compatible version of the new PC-11 engine oils, CK-4, when those become available late this year. In addition, Detroit will provide DD5 customers its Detroit Connect Virtual Technician remote diagnostics system, the same system heavy-duty customers use.

Who is the UAW to advise its members on who they should vote for?

One option is you call Rush (toll-free), a huge mega dealer and the nation's largest Peterbilt dealer, and get some numbers for your trade and a new truck. http://www.rushtruckcenters.com/truck-sales/new-truck-sales And you can look through the Peterbilt dealer directory for a mega-dealer that also sells Mack. http://www.peterbilt.com/resources/Dealer Directory.pdf For example, McDevitt Trucks.........https://www.mctrucks.com/ And Cambria.............http://www.cambrias.com/ Don't worry about the distance. (It's noteworthy that two long-time hard-core Mack distributors, McDevitt and Cambria, over the years decided to add the Peterbilt franchise)

I can't tell you how much that dealer could/would come off their asking price because I know zilch about that truck (how long they've had it, model year, specs, Mack dealer incentives, their total cost in the truck after local add-ons, ect.). But no matter what, I urge you not to even consider a Mack/Volvo with the dated and problematic Delphi unit pump injection. They'd have to practically give you the truck to change my mind. And I know the dealer isn't going to do that.

Okay. We all have different taste, but I'm sensing you like the clean appearance of a traditional looking truck. I like the Cascadia Evoluton with the "new" DD15 a lot, but not for a low-boy application. The standard Cascadia maybe. But after what you just said, I suggest a Peterbilt 367 spec'd as a tractor. Set-forward or set-back steer axle......that's up to you. There are very few traditional design trucks built today, but Peterbilt still offers the 367. The DAF engine is good. If you went to Denton, Texas and toured the Peterbilt plant, and met the people behind the product, I know that you would seriously consider buying the 367. .

Your application is on-road long haul with a sleeper box, right ?

I don't care for the new Kenworth design theme either. Paccar's engines, designed by its Dutch truckmaker subsidiary DAF, are okay. I'm not excited about Cummins' ISX either. They gets the job done, but not cutting edge tech. The Freightliner Cascadia, designed by Germany's Daimler, is arguably the most advanced design truck in the US market today. And there's little argument that its Detroit engine is the best currently available in the US market. It's a very efficient truck. If your aim is to make money.......... Your application is on-road long haul with a sleeper box, right ?

Let's discuss a different strategy. The day of the small dealer has passed. Mega truck dealers are now all the rage. Consider trading your Mack in to a mega dealer that sells Mack AND other truck brands, Typically, you can buy a Kenworth, Freightliner or other from a dealer group that includes those brands, and they'll pass your Mack on to their Mack location. I don't like this new mega-dealer age. But for you, it provides more options. Many here can tell you that Kenworths are selling like hotcakes right now. And Bullhusk and others will tell you that Detroit has the best engine going right now.

If You Own a 2.0L VW Diesel Car, Here’s How Much Money You Can Expect Car & Driver / July 28, 2016 Volkswagen diesel owners, you’re one step closer to receiving compensation for your emissions-regulation-cheating TDI-badged VW or Audi. With the VW Group’s settlement plan getting preliminary approval, the company can begin collecting information to compensate TDI drivers as outlined by the United States District Court for the Northern District of California. The compensation numbers are specific to individuals who purchased or leased a 2.0-liter diesel 2009–2015 Volkswagen Jetta, 2009–2014 Volkswagen Jetta SportWagen, 2010–2015 Volkswagen Golf, 2012–2015 Volkswagen Passat, 2013–2015 Volkswagen Beetle, 2015 Volkswagen Golf SportWagen, or 2010–2015 Audi A3 on or before September 18, 2015. (Note that a solution for owners of VW Group models with the 3.0-liter diesel V-6 is still pending.) Compensation figures are divided into three categories: buyback compensation, emissions-modification compensation, and lease compensation. Buyback Compensation According to the court, consumers who choose to receive compensation via buyback will be given the September 2015 National Automobile Dealer Association (NADA) “clean” trade-in-value figure for their vehicle after adjustment for mileage and options, as well as additional compensation in the form of “owner restitution,” defined as $2986.73 plus one-fifth of the car’s value. The court adds that no affected Volkswagen owner will receive less than $5100 in restitution. In the case of vehicles originally purchased before September 18, 2015, but sold to another individual before June 28, 2016, Volkswagen will split restitution payments evenly between the original owner and the vehicle’s current owner, although the original owner will need to identify him- or herself by September 16, 2016. Expected buyback compensation figures to owners under the class-action settlement, including owner restitution, for each affected model are below. Note that the court acknowledges that owners of vehicles with lower or higher than “standard” mileage may receive more or less than what’s listed, adding that if a vehicle owner’s “payment is subject to a mileage adjustment, the amount [he or she] receives may be different from what is shown below, but not less than $5100.” 2009 VW Jetta Sedan TDI $12,475 – $14,025 VW Jetta SportWagen TDI $13,600 – $15,125 2010 Audi A3 TDI Premium $18,947 – $20,627 Audi A3 TDI Premium Plus $20,627 – $23,267 VW Golf Hatchback 2D TDI $15,025 – $16,877 VW Golf Hatchback 4D TDI $15,500 – $17,447 VW Jetta Sedan TDI $13,675 – $15,350 VW Jetta Sedan TDI Cup Street Edition $15,625 – $17,087 VW Jetta SportWagen TDI $14,775 – $16,607 2011 Audi A3 TDI Premium $21,287 – $23,267 Audi A3 TDI Premium Plus $23,297 – $26,867 VW Golf Hatchback 2D TDI $17,657 – $19,817 VW Golf Hatchback 4D TDI $18,497 – $20,657 VW Jetta Sedan TDI $16,217 – $18,347 VW Jetta SportWagen TDI $18,227 – $20,357 2012 Audi A3 TDI Premium $23,717 – $25,727 Audi A3 TDI Premium Plus $26,357 – $30,077 VW Golf Hatchback 2D TDI $19,457 – $21,707 VW Golf Hatchback 4D TDI $20,267 – $22,517 VW Jetta Sedan TDI $18,317 – $20,867 VW Jetta SportWagen TDI $19,907 – $22,097 VW Passat Sedan SE TDI $19,007 – $21,467 VW Passat Sedan SEL TDI $23,267 – $23,387 2013 Audi A3 TDI Premium $25,517 – $27,647 Audi A3 TDI Premium Plus $29,357 – $33,287 VW Beetle Coupe TDI $20,627 – $23,447 VW Beetle Convertible TDI $24,047 – $26,147 VW Golf Hatchback 2D TDI $20,657 – $23,117 VW Golf Hatchback 4D TDI $21,377 – $23,837 VW Jetta Sedan TDI $20,777 – $23,897 VW Jetta SportWagen TDI $23,357 – $25,727 VW Passat Sedan SE TDI $21,587 – $24,257 VW Passat Sedan SEL TDI $26,807 – $26,927 2014 VW Beetle Coupe TDI $22,907 – $25,847 VW Beetle Convertible TDI $27,047 – $29,237 VW Golf Hatchback 4D TDI $23,957 – $26,177 VW Jetta Sedan TDI $21,137 – $26,117 VW Jetta SportWagen TDI $26,657 – $29,117 VW Passat Sedan SE TDI $26,117 – $28,877 VW Passat Sedan SEL TDI $28,847 – $28,967 2015 Audi A3 TDI Premium $31,805 – $39,413 Audi A3 TDI Premium Plus $34,064 – $43,998 Audi A3 TDI Prestige $39,076 – $44,176 VW Beetle Coupe TDI $24,156 – $31,686 VW Beetle Convertible TDI $27,937 – $33,835 VW Golf Hatchback 4D TDI S $21,806 – $26,700 VW Golf Hatchback 4D TDI SE $24,022 – $29,306 VW Golf Hatchback 4D TDI SEL $24,022 – $31,728 VW Golf SportWagen TDI S $24,043 – $28,588 VW Golf SportWagen TDI SE $26,282 – $30,743 VW Golf SportWagen TDI SEL $24,022 – $32,876 VW Jetta Sedan TDI S $21,410 – $24,696 VW Jetta Sedan TDI SE $22,800 – $26,458 VW Jetta Sedan TDI SEL $24,809 – $30,149 VW Passat Sedan TDI SE $28,367 – $31,127 VW Passat Sedan TDI SEL $32,747 – $32,867 Emissions Modification Compensation Consumers who elect to keep their vehicle but have Volkswagen modify their car to meet emissions standards will receive the same expected restitution offered to consumers opting to have their vehicle bought back, plus free installation of any necessary modifications. Volkswagen has yet to find a viable modification for its vehicles, and the court notes that it may take until May 1, 2018 for such a system to be approved for installation. Should the company fail to find an approved solution, owners will have until June 1, 2018 to accept Volkswagen’s buyback offer. 2009 VW Jetta Sedan TDI $5100 – $5100 VW Jetta SportWagen TDI $5100 – $5100 2010 Audi A3 TDI Premium $5647 – $5927 Audi A3 TDI Premium Plus $5927 – $6367 VW Golf Hatchback 2D TDI $5100 – $5302 VW Golf Hatchback 4D TDI $5100 – $5397 VW Jetta Sedan TDI $5100 – $5100 VW Jetta Sedan TDI Cup Street Edition $5100 – $5337 VW Jetta SportWagen TDI $5100 – $5257 2011 Audi A3 TDI Premium $6037 – $6367 Audi A3 TDI Premium Plus $6372 – $6967 VW Golf Hatchback 2D TDI $5432 – $5792 VW Golf Hatchback 4D TDI $5572 – $5932 VW Jetta Sedan TDI $5192 – $5547 VW Jetta SportWagen TDI $5527 – $5882 2012 Audi A3 TDI Premium $6442 – $6777 Audi A3 TDI Premium Plus $6882 – $7502 VW Golf Hatchback 2D TDI $5732 – $6107 VW Golf Hatchback 4D TDI $5867 – $6242 VW Jetta Sedan TDI $5542 – $5967 VW Jetta SportWagen TDI $5807 – $6172 VW Passat Sedan SE TDI $5657 – $6067 VW Passat Sedan SEL TDI $6367 – $6387 2013 Audi A3 TDI Premium $6742 – $7097 Audi A3 TDI Premium Plus $7382 – $8037 VW Beetle Coupe TDI $5927 – $6397 VW Beetle Convertible TDI $6497 – $6847 VW Golf Hatchback 2D TDI $5932 – $6342 VW Golf Hatchback 4D TDI $6052 – $6462 VW Jetta Sedan TDI $5952 – $6472 VW Jetta SportWagen TDI $6382 – $6777 VW Passat Sedan SE TDI $6087 – $6532 VW Passat Sedan SEL TDI $6957 – $6977 2014 VW Beetle Coupe TDI $6307 – $6797 VW Beetle Convertible TDI $6997 – $7362 VW Golf Hatchback 4D TDI $6482 – $6852 VW Jetta Sedan TDI $6012 – $6842 VW Jetta SportWagen TDI $6932 – $7342 VW Passat Sedan SE TDI $6842 – $7302 VW Passat Sedan SEL TDI $7297 – $7317 2015 Audi A3 TDI Premium $7790 – $9058 Audi A3 TDI Premium Plus $8166 – $9822 Audi A3 TDI Prestige $9002 – $9852 VW Beetle Coupe TDI $6515 – $7770 VW Beetle Convertible TDI $7145 – $8128 VW Golf Hatchback 4D TDI S $6123 – $6939 VW Golf Hatchback 4D TDI SE $6493 – $7373 VW Golf Hatchback 4D TDI SEL $6493 – $7777 VW Golf SportWagen TDI S $6496 – $7254 VW Golf SportWagen TDI SE $6869 – $7613 VW Golf SportWagen TDI SEL $6493 – $7968 VW Jetta Sedan TDI S $6057 – $6605 VW Jetta Sedan TDI SE $6289 – $6899 VW Jetta Sedan TDI SEL $6624 – $7514 VW Passat Sedan TDI SE $7217 – $7677 VW Passat Sedan TDI SEL $7947 – $7967 Lease Compensation Those leasing an affected vehicle can have their lease terminated early at no charge and receive restitution that’s roughly half of the anticipated restitution that owners will receive. 2011 VW Jetta Sedan TDI $2634 – $2807 VW Jetta SportWagen TDI $ 2877 – $2922 2012 Audi A3 TDI Premium $3287 – $3344 Audi A3 TDI Premium Plus $3534 – $3782 VW Golf Hatchback 2D TDI $2902 – $3062 VW Golf Hatchback 4D TDI $2969 – $3157 VW Jetta Sedan TDI $2807 – $3019 VW Jetta SportWagen TDI $2939 – $3122 VW Passat Sedan SE TDI $2864 – $3069 VW Passat Sedan SEL TDI $3219 – $3229 2013 Audi A3 TDI Premium $3439 – $3519 Audi A3 TDI Premium Plus $3729 – $4052 VW Beetle Coupe TDI $2999 – $3234 VW Beetle Convertible TDI $3284 – $3459 VW Golf Hatchback 2D TDI $3002 – $3207 VW Golf Hatchback 4D TDI $3062 – $3267 VW Jetta Sedan TDI $3012 – $3272 VW Jetta SportWagen TDI $3227 – $3424 VW Passat Sedan SE TDI $3079 – $3302 VW Passat Sedan SEL TDI $3514 – $3524 2014 VW Beetle Coupe TDI $3189 – $3434 VW Beetle Convertible TDI $3537 – $3717 VW Golf Hatchback 4D TDI $3277 – $3462 VW Jetta Sedan TDI $3042 – $3457 VW Jetta SportWagen TDI $3502 – $3707 VW Passat Sedan SE TDI $3457 – $3687 VW Passat Sedan SEL TDI $3684 – $3694 2015 Audi A3 TDI Premium $3931 – $4616 Audi A3 TDI Premium Plus $4122 – $4955 Audi A3 TDI Prestige $4536 – $4899 VW Beetle Coupe TDI $3314 – $3915 VW Beetle Convertible TDI $3650 – $4052 VW Golf Hatchback 4D TDI S $3064 – $3364 VW Golf Hatchback 4D TDI SE $3348 – $3689 VW Golf Hatchback 4D TDI SEL $3553 – $3886 VW Golf SportWagen TDI S $3284 – $3471 VW Golf SportWagen TDI SE $3528 – $3834 VW Golf SportWagen TDI SEL $3713 – $4008 VW Jetta Sedan TDI S $3064 – $3446 VW Jetta Sedan TDI SE $3239 – $3468 VW Jetta Sedan TDI SEL $3406 – $3755 VW Passat Sedan TDI SE $3644 – $3874 VW Passat Sedan TDI SEL $4009 – $4019 Final approval of the class-action settlement is set for October 18, 2016. TDI owners and lessees can go to www.vwcourtsettlement.com to see if their specific vehicle is covered by the settlement.

That piece of history absolutely needs to be saved.

So trade it in on one of the new Macks with common rail injection. Officially, Volvo is saying: The new common rail D13 enters production this October, the new D11 next January, and the new D13 with turbo-compounding mid-2017. I know dealers with new D13s due in. What size engine do you want?

If this truck is a Mack or Volvo with the current unit pump injection system, I wouldn't buy it. I'd specify a new one with the common rail system. Volvo's Delphi-supplied common rail system is the worst in the US market, but it's better than the current Delphi-supplied unit pump injection system.

A demo is a truck provided to prospective customers in hopes of generating a sale. However, that dealer put the truck to work for themselves, as if they'd purchased it for internal use, in the service of transporting new trailers from their supplier. In doing so, they made it a used truck. Granted low miles, but in a court of law, it could be easily argued that they put this truck to work. Anyway, you don't want to buy a Mack or Volvo with the current unit pump injection system. If you want Mack/Volvo, insist on the new common rail system.

Bloomberg / July 28, 2016 Oshkosh Corp. rose the most in three months after the maker of emergency, commercial and military trucks posted fiscal third-quarter results that beat analysts’ estimates and increased its full-year forecasts for sales and profit. The shares climbed 6.6 percent to $52 at 10:37 a.m. in New York after gaining as much as 6.8 percent, the most intraday since April 28. They were up 25 percent this year through Wednesday. Oshkosh benefited from higher sales, earnings and profit margins for defense and for fire and emergency equipment. The company reported earnings of $1.13 a share and sales of $1.75 billion for the quarter ended June 30, compared with average estimates of $1 a share and $1.61 billion compiled by Bloomberg. The truck maker raised its full-year profit forecasts to $2.60 to $2.80 a share, from $2.30 to $2.70 in April. Oshkosh also boosted its sales outlook to $6 billion to $6.1 billion, from $5.7 billion to $6 billion.

I have nothing against the man. But why is the U.S. Navy abandoning the United States ship naming conventions, a ship naming policy by executive order of President Theodore Roosevelt in 1907 ??? Teddy Roosevelt’s executive order dictates that fleet oilers be named for rivers with Native American names (For a time, fleet oilers were named for shipbuilders and marine and aeronautical engineers). I don’t recall the American people approving a policy change. ------------------------------------------------------------------------------------------------------------------------------------------------------ Traditional conventions Battleships (BB), by law, were named for states, except for USS Kearsarge (BB-5). Battlecruisers (CC) under the 1916 program were to receive names of battles or famous ships. When cancelled under the Washington Naval Treaty, two were converted to aircraft carriers (CV), and this became the standard for them, with the exception of USS Franklin D. Roosevelt (CVB-42), USS Wright (CVL-49), USS Forrestal (CVA-59), and USS Kitty Hawk (CVA-63); some had names evoking flight (e.g., Wasp, Hornet).[2][3] "Battlecruisers" or Large Cruisers (CB) under the 1940 program were named for United States Territories. Cruisers, both light and heavy (CL and CA), were named for cities in the United States and Territories, with the exception of USS Canberra (CA-70). After the first nuclear-powered guided missile cruiser, USS Long Beach (CGN-9),[4] CGN's of the California and Virginia classes were named for states. (USS Bainbridge and USS Truxtun were commissioned as frigates). Destroyers (DD) and destroyer escorts (DE) were named for Navy, Marine Corps, and Coast Guard heroes. Destroyer Leaders (DL) were likewise named after naval heroes; these were reclassified as cruisers or destroyers in 1975. Frigates (FF), formerly ocean escorts, were also named for naval heroes. Submarines (SS and SSN) were either given a class letter and number, as in S-class submarines, or the names of fish and marine mammals. Oilers (AO and AOR) were named for rivers with Native American names, and colliers named for mythical figures. Fast combat support ships (AOE) were named after US cities. Ammunition ships (AE) were named either after volcanoes (e.g. Mauna Loa) or words relating to fire and explosions (e.g. Nitro and Pyro). Combat stores ships (AK, AF, and AFS) were named after stars and other heavenly bodies. Minesweepers (MS) were named for birds, or after "positive traits," e.g. Admirable and Dextrous. Hospital ships (AH) were given names related to their function, such as Comfort and Mercy. Fleet tugs (AT) and harbor tugs (YT) were named after American Indian tribes. The first forty-one nuclear ballistic missile submarines (SSBN) (called "boomers") were named after historical statesmen considered "Great Americans." Contemporary ship naming conventions Aircraft carriers (CV and CVN), have a history various legacy names, mostly battles, until 1968, with the commissioning of USS John F. Kennedy (CV-67). Since then, carriers have been named for American presidents, with the exception of; USS Nimitz (CVN-68), lead ship of her class, named for Fleet Admiral Chester W. Nimitz, commander of all U.S. and Allied naval forces in the Pacific theatre during World War II. USS Carl Vinson (CVN-70), named for a former Congressman, Chairman of the Naval Affairs Committee, Chairman of the successor United States House Committee on Armed Services, a strong supporter of the Navy through the "Vinson Acts" who became known as "The Father of the Two-Ocean Navy". USS John C. Stennis, named for a former United States Senator, President pro tempore of the Senate, Chairman of the United States Senate Committee on Armed Services, and a strong supporter of the navy, who became known as "Father of America's modern navy". USS Enterprise, there is also a continuing exception for this name, first used in 1775, eight ships have carried the name, three of them aircraft carriers (see CV-6 , CVN-65 and CVN-80). Amphibious assault ships (LPH, LHA, and LHD) are named after early American sailing ships, U.S. Marine Corps battles, or legacy names of earlier carriers from World War II. Amphibious command ships (LCC) are named for geographical areas within the U.S. (eg: mountain/ mountain range) Amphibious transport docks (LPD) are named after U.S. cities, with the exception of; USS John P. Murtha (LPD-26), named for a former U.S. Marine Corps Officer, Vietnam veteran, former Congressman and chairman of the United States House Appropriations Subcommittee on Defense. USS Mesa Verde (LPD-19), named after Mesa Verde National Park in Colorado. Ballistic missile submarines (SSBN and SSGN) are named after states, except for USS Henry M. Jackson (SSBN-730), named for a former U.S. Senator and strong supporter of the military. Cruisers (CG) are named after battles, with the exception of USS Thomas S. Gates (CG-51), a Ticonderoga-class cruiser named for a former Secretary of Defense. Destroyers (DDG) names are dependent on class; Arleigh Burke class - a class with a planned 76 ships that has retained the traditional naming convention of U.S. Navy, Marine Corps, and Coast Guard heroes, with the exceptions of; USS Winston S. Churchill (DDG-81) named for the renowned Prime Minister of the United Kingdom during World War II, USS Paul Ignatius (DDG-117), named for a former Secretary of the Navy and USS Delbert Black (DDG-119), named for the first Master Chief Petty Officer of the Navy. USS Carl M. Levin (DDG-120), named for a former U.S. Senator and Chairman of the Senate Committee on Armed Services. Zumwalt class - (only 3 ships in class); Lead ship USS Zumwalt (DDG-1000), named for the youngest Admiral to serve as Chief of Naval Operations, and who played a significant role during the Vietnam War, 2nd ship USS Michael Monsoor (DDG-1001), named for a former Navy SEAL and Medal of Honor recipient killed in action during the Iraq War, 3rd ship USS Lyndon B. Johnson (DDG-1002), named for a former U.S. president and U.S. Naval officer who was awarded the Silver Star during World War II. Dock landing ships (LSD) are named after cities or important places in U.S. and U.S. Naval history. Dry cargo ships (T-AKE) are named for American explorers, pioneers, activists and U.S. Naval officers. Fast attack submarines (SSN) names are dependent on class; Los Angeles class - named after cities, with the exception of USS Hyman G. Rickover (SSN-709), named for an Admiral who was a pioneer of the nuclear Navy. Seawolf class - (only 3 boats in class); Lead boat USS Seawolf (SSN-21), named for the Atlantic wolffish, and the fourth submarine to carry the name, 2nd boat USS Connecticut (SSN-22) named for a U.S. state, 3rd boat USS Jimmy Carter (SSN-23), named for a former U.S. president, and Naval officer who had served aboard a nuclear submarine. Virginia class, named after U.S. states, with the exception of; USS John Warner (SSN-785), named for a former Secretary of the Navy, U.S. Senator and Chairman of the Senate Committee on Armed Services. USS Hyman G. Rickover (SSN-795), named for an Admiral and pioneer of the nuclear Navy. This is the second boat to carry the name (see SSN-709). Fast combat support ships (AOE) are named for distinguished supply ships of the past. Frigates (FFG) retain their traditional naming conventions after U.S. Navy, U.S. Marine Corps, and U.S. Coast Guard heroes. Littoral combat ships (LCS) are named for regionally-important U.S. cities and communities.[5] Exceptions are the lead ships of the first two classes for this type; USS Freedom (LCS-1), lead ship of her class, named for the concept of freedom and, USS Independence (LCS-2), lead ship of her class, named for the concept of independence. Another exception among the Independence-class is; USS Gabrielle Giffords (LCS-10), named for a former Congresswoman, member of the United States House Committee on Armed Services and survivor of an assassination attempt. Mine countermeasures ships (MCM) have mostly legacy names of previous U.S. Navy ships, especially WWII-era minesweepers. Patrol boats (PC) have names based on weather phenomena. Replenishment oilers (T-AO) were named for shipbuilders and marine and aeronautical engineers, but have returned to the older convention of river names.

The Guardian / July 28, 2016 The United States navy will name a ship after gay rights icon Harvey Milk, the first openly gay elected official in California, according to a report by US Naval Institute (USNI) News. LGBT activists in San Diego and San Francisco had campaigned for the navy to honor Milk and other LGBT individuals who have served in the armed forces despite being officially banned until 2011. Milk served as a diving officer from 1951 to 1955. He was honorably discharged with the rank of lieutenant junior grade. “When Harvey Milk served in the military, he couldn’t tell anyone who he truly was,” said San Francisco supervisor Scott Wiener, who authored a resolution asking the navy to name a ship after Milk in 2012. “Now our country is telling the men and women who serve, and the entire world, that we honor and support people for who they are.” Other ships in the John Lewis-class of fleet oilers will be named after former supreme court chief justice Earl Warren, Robert F Kennedy, women’s rights activist Lucy Stone, and Sojourner Truth. The John Lewis class is named for civil rights legend and congressman John Lewis of Georgia. Milk moved to San Francisco in 1972, where he lived in the Castro district, owned a camera shop, and advocated for the rights of LGBT people in the growing gay neighborhood. In 1977, he won his election to the San Francisco board of supervisors, becoming the first openly gay elected official in California. One year later, Milk was killed in San Francisco city hall by a former supervisor who also killed the mayor, George Moscone. “Hope is never silent and will be represented in a world port soon via the USNS Harvey Milk,” read a post on the Facebook page of the Harvey Milk Foundation, reacting to the announcement. The push to have Milk honored with a naval ship sparked controversy in San Francisco’s LGBT community in 2012, with some critics citing his opposition to the Vietnam war to argue that he would be better memorialized in other ways. “When I saw the news, what went through my mind is a line from a Leonard Cohen song: ‘I finally broke into the prison, I took my place in the chain’,” said Cleve Jones, an LGBT and labor rights activist who was mentored by Milk. Milk was part of a movement that was “strongly rooted in anti-militarism”, Jones said, so the honor comes with “a bit of irony”. “I came of age when straight men pretended to be gay to get out of the army,” he said. Still, he joked, “I think if Harvey were alive he would be making jokes about providing oil for sailors.”

1990s scandal returns to haunt the Clintons Associated Press / July 28, 2016 A Chinese billionaire at the center of a 20-year-old Clinton foreign donor scandal is being called in to answer questions from Congress about his role in the influence-buying scheme, in a move that could revive yet another Clinton controversy from the 1990s. The House Oversight Committee says it will seek an interview with Ng Lap Seng, 68, who evaded congressional investigators for years. He has now re-appeared in the United States and is being held in New York on “unrelated” bribery charges. Ng, a Macau businessman with ties to the Chinese government, was accused of funneling over $1 million in illegal foreign donations to support Bill Clinton's reelection campaign in 1996. At the time, Ng refused to come to the U.S. to cooperate with congressional investigators in the case, which became a sweeping national scandal and raised suspicions about Chinese government efforts to influence the U.S. election. Congressional investigators say Ng laundered the illegal campaign donations through a close Clinton associate in Arkansas named Charlie Trie during the 1996 election. Trie, who sent the donations to the Democratic National Committee and Clinton's legal defense fund, pleaded guilty to violating campaign finance laws in 1999. The House Oversight Committee said it will take the opportunity to finally question Ng about the foreign donation scheme now that he is under house detention at a $3 million Manhattan apartment, awaiting trial on separate charges that he tried to bribe a top UN official. Then Republican Senator Fred Thompson chaired the committee and said that it found that China's Communist government was involved in a plan 'to pour illegal money into American political campaigns' in an effort to 'subvert our election process'. However, other lawmakers, including Senator Joe Lieberman, said there was not convincing evidence that China was directly involved in the funding. Ng's attorney, Hugh Hu Mo, who has also represented Chinese government entities, said he would oppose any efforts by Congress to question his client. The House Oversight Committee could override this by issuing a subpoena for Ng's testimony. The timing could be a blow to the Clinton campaign, reigniting a decades old foreign corruption scandal just as Hillary Clinton has secured the Democratic presidential nomination. The Clinton Foundation has previously faced scrutiny for accepting millions from foreign governments while Hillary Clinton was secretary of state. The House Oversight Committee's move comes on the heels of a letter from the watchdog group Citizens United, which asked Ng's attorney to make him available for interviews with congress. David Bossie, president of Citizens United, was the former chief investigator for the House Oversight Committee during the foreign donor probe in the late 1990s. He said in a letter to Ng's attorney on Wednesday that the committee had obtained substantial evidence of Ng's involvement in the donation scheme. 'Although Mr. Ng did not cooperate, the Committee's investigation uncovered substantial information about financial transactions involving your client that appear to have been aimed at influencing the outcome of the 1996 presidential election in favor of Bill Clinton,' wrote Bossie. Bossie said that now that Ng is under house arrest in New York, 'I ask that you consider making him available for an interview with Congress to answer questions about his alleged role in influencing the 1996 presidential election.' The letter, which was copied to House Oversight Committee chairman Jason Chaffetz and Senate Judiciary Committee chairman Charles Grassley, also suggested that Congress could grant immunity on the pending bribery charges to Ng 'in exchange for his critical testimony concerning the alleged foreign influence of our nation's sacred presidential election process'. Ng was arrested in New York last year and charged with bringing suitcases of cash into the U.S. to bribe officials, including the former president of the UN general assembly. Prosecutors say the scheme also involved Chinese government officials. John Ashe, 61, the former president of the UN general assembly accused of accepting the bribes from Ng, was allegedly killed by a barbell weight while working out last month. He was also under investigation at the time. In 1997, investigators on the Senate Government Affairs committee said they found evidence linking the Communist Chinese government to the foreign donation scheme. The issue of foreign meddling in US elections has been in the spotlight in recent days, with the Clinton campaign trying to link Donald Trump to the Russian government's suspected role in the recent hack of internal DNC emails. But the Ng case shows that allegations of foreign influence in presidential campaigns is not new, and that outside governments have long been suspected of working to sway outcomes and purchase political influence. ------------------------------------------------------------------------------------------------------- Disgraced ex-UN official’s death ‘conveniently timed’ Reuters / June 26, 2016 The death by barbell of disgraced UN official John Ashe could become a bigger obsession for conspiracy theorists than Vince Foster’s 1993 suicide. Ashe — who was facing trial for tax fraud — died Wednesday afternoon in his house in Westchester County. The UN said he’d had a heart attack. But the local Dobbs Ferry police said Thursday that his throat had been crushed, presumably by a barbell he dropped while pumping iron [or.....it was made to appear that way]. Ashe was due in court Monday with his Chinese businessman co-defendant Ng Lap Seng, who is charged with smuggling $4.5 million into the US since 2013 and lying that it was to buy art and casino chips. Ng was identified in a 1998 Senate report as the source of hundreds of thousands of dollars illegally funneled through an Arkansas restaurant owner, Taiwan-born Charlie Trie, to the Democratic National Committee during the Clinton administration. Ng and Trie had visited the White House several times for Democratic fundraising events and were photographed with then-President Bill Clinton and first lady Hillary Clinton “During the trial, the prosecutors would have linked Ashe to the Clinton bagman Ng. It would have been very embarrassing. His death was conveniently timed,” said one source. Ashe’s lawyer Jeremy Schneider argues that Ashe’s death was an accident. “There is not one iota of evidence that it was homicide. This is nothing at all like Vince Foster.” Police in Dobbs Ferry village are keeping the investigation open pending an autopsy by the Westchester medical examiner. ------------------------------------------------------------------------------------------------------- Chinese Plan to Buy U.S. Influence Alleged The Washington Post / July 9, 1997 The Senate yesterday began long-awaited hearings on the campaign finance improprieties of 1996 with an accusation that the Chinese government is trying to buy influence with American politicians. In the most direct and aggressive statement to date about alleged foreign interference in the U.S. political process, Senator Fred D. Thompson (R-Tenn.) said that investigators from his Governmental Affairs Committee had found evidence of a Chinese plan "designed to pour illegal money into American political campaigns." He said its aim was to "subvert our election process" and that it touched the 1996 presidential campaign and state elections that year. Thompson described the plan as the work of "high-level Chinese government officials" who committed "substantial sums of money" to achieve their goals. "Our investigation suggests the plan continues today," he said. The chairman's opening statement was intended to get the delayed hearings off to a dramatic start and to draw attention to what Republicans hope will be one of the most productive parts of their investigation. Following Thompson, Senator John Glenn (Ohio), the committee's ranking Democrat, also sought a dramatic beginning, disclosing that John Huang, a central figure in the morass of questionable Democratic fund-raising practices during the last election cycle, had agreed to testify before the committee if given a limited grant of immunity from prosecution. Huang, a prolific fund-raiser and former Commerce Department official who some Republicans have suggested may be guilty of espionage, previously had said he would invoke his Fifth Amendment right against self-incrimination if called before the committee. The panel later voted to pursue his offer, but several members, including Democrats, urged caution and expressed skepticism that a limited immunity agreement could be reached. Glenn also took aim at what he and other Democrats on the panel hope to make as much a focus of attention as Huang – the National Policy Forum established by then-Republican National Committee chairman Haley Barbour, which Glenn charged was "little more than a front for the RNC" that was used to funnel foreign money to the GOP. Yesterday's session was devoted to relatively brief presentations by each of the committee's nine Republicans and seven Democrats. Witnesses will begin appearing this morning, led by Richard Sullivan, the former finance director of the Democratic National Committee, who will be followed by other party officials, White House aides and independent fund-raisers. Thompson provided no specific details about the alleged Chinese plan, saying that the committee would have further discussions about it in closed session. He said the committee's information had been developed along with a continuing FBI investigation. Committee Democrats and White House officials said later they thought Thompson had exaggerated the significance of the Chinese effort. Saying that he has seen the same information as Thompson, Glenn said that Thompson's charges "went a little further than I would choose to go," which was why "I was not willing to sign off" on the statement. Foreign governments routinely engage in lobbying efforts to advance their interests, a legal activity. But contributions to U.S. political candidates by foreign individuals, companies or governments are illegal under U.S. election laws. Led by Thompson, GOP members of the panel focused attention on allegations of widespread campaign finance abuses during the last election cycle by the DNC, the White House and President Clinton's reelection campaign. "There apparently was a systematic influx of illegal money in our presidential race last year," Thompson said. "We will be wanting to know: Who knew about it? Who should have known about it? And was there an attempt to cover it up?" Thompson promised to hold hearings later on broader issues of campaign finance reform such as the growing use of unlimited "soft money" contributions to the two major political parties. But, he added, "we cannot move forward unless we have accountability for the past. We cannot let calls for campaign finance reform act as a shield to prevent examination of the violations of existing law. Otherwise, calls for reform will be viewed as merely partisan and the cause of reform will be hurt, not enhanced." Other Republicans echoed these sentiments. Asserting that "we are here today largely because of an ethical indifference which some in the Democratic National Committee and the White House displayed toward fund-raising in the 1996 presidential campaign," Sen. Susan Collins (R-Maine) urged Democrats on the panel to "go where the evidence leads." "The White House and others under scrutiny must be more forthcoming," she added. "The president cannot credibly preach the gospel of campaign finance reform unless his aides and supporters are prepared to let the light of day shine on their activities." "Some would suggest . . . we really don't need these hearings, we only need to reform the campaign laws," said Sen. Pete V. Domenici (R-N.M.). "But reforming the laws will not solve the problem if officials are already ignoring or violating those already on the books." But it was precisely broad finance reform that the Democrats most wanted to talk about. If all the committee does is expose illegalities, including the use of foreign money in campaigns, Glenn said, "we will have failed in this investigation, and failed miserably." "The measure of success for this investigation will be whether it produces congressional action for campaign finance reform – substantial reform, not the 'little bit of reform' some in Congress might advocate to reduce public pressure." -------------------------------------------------------------------------------------------------------