kscarbel2

Overseas, the cost of medicine and medical care is a fraction of the US market cost. American's have long grudgingly accepted our corrupt health care system, rather than bring the matter to a head. But in all fairness, the masses have no ability to change the situation.

Land Line / September 16, 2015 Volvo is recalling nearly 4,000 VNL, VNM and VAH trucks, according to National Highway Traffic Safety Administration (NHTSA) documents. Faulty service brakes in VNL and VNM models and defective steering draglinks in VAH models are the focus of the recall. VNL and VNM Volvo trucks from 2012 to 2015 have experienced issues with brake handles. Trailer hand brake handles may not return to the off position due to being restricted by the cut out in the trim panel. Service brakes may drag and cause the wheel end to overheat, potentially resulting in a fire or tire blowout. VAH trucks model year 2012-2016 with a sealed draglink are affected by Volvo’s recent recall. The draglink ball socket boot may be damaged due to the angle of the ball stud, resulting in contaminates entering and corroding the ball socket. Corrosion could cause the separation of the ball joint from the socket. Consequentially, a loss of steering can result and potentially lead to a crash. Owners and dealers will be notified by Volvo. All repairs will be made free of charge and are expected to begin on Oct. 13. Drivers with affected vehicles can call Volvo customer service at 800-528-6586 with recall number RVXX1503. Owners can also contact NHTSA’s Safety Hotline at 888-327-4236 or visit safercar.gov.

Based on that, you should have the 1.913" width rod bearings (Mack No. 62GB2383 - individual bearings). You need to confirm the width of the main bearings. 1-1/8" wide (complete set - 215SB36) 1-1/4" wide (complete set - 215SB72) These part numbers also have "P" suffixes which reflect size (standard, .010, .020), but until you drop your pan, we don't know what you have. So drop your pan, measure the bearings, and note what size they are (stamped on the back of the bearing). Then call the good folks at Watts Mack and check availability.

That's exactly what I am talking about..........it works with effect.

You're asking for help before you're ready to ask (putting the cart before the horse). You say your engine is a 1960 vintage. Non-turbo 673s prior to 1962 had the narrower bearings. But with so many years having passed regarding your truck and engine, I want to confirm what you actually have.....width and size (I assume you didn't own the truck since new). This is why I asked you the width of your rod and main bearings.

If you're US-based, are you saying that you know a few people in Oz who bought them? We're speaking of the Australian market CAT long haul truck range, which is completely different from the US market CAT vocational range.

Come down to Oz and see for yourself.

If it makes you feel any better, the global max GCW (aka.GCM) is really 44 metric tons (97,003 lb). And 50 metric ton (110,231 lb) to 70 metric ton (154,324 lb) requirements are common. I have a coal hauling fleet at 154 metric tons (339,512 lb).

One can't assume here. What are the bearing widths? Are they standard or (how much) oversize ? The collective experience of the BMT members is second to none, and at your service. However, certain information must be confirmed.

No sir. I, John Q. Taxpayer, do not want to pay what will approach a million dollars for his life-long incarceration. I want my tax dollars to pay for revitalizing our nation's decaying infrastructure. And, I want a message sent to the criminal element that indisputable murders will now be summarily dealt with in these United States of America (even evil people have a strong reaction to the threat of death).

I basically agree with you. (the aristocracy doesn't want term limits). But at this meeting on Syria, it is Austin who's comments are shocking (above and beyond his poor speaking skills)

What's the width of your rod bearings, 1.600" or 1.913" ? And are your main bearings 1-1/8" or 1-1/4" wide ?

A man murders 9 people. The evidence is indisputable. However, rather than summarily execute him, taking his life as a penalty for abruptly ending the lives of nine others, and also to send a message that murder is not tolerated in these United States of America, taxpayers are senselessly paying for his incarceration going on month four, and now may pay to keep him behind bars for life. Where’s the justice in this? He murdered nine people.......you pay. --------------------------------------------------------------------------------------- Accused gunman in Charleston church shooting proposes guilty plea Reuters / September 16, 2015 An attorney for the man accused of gunning down nine people at a church in South Carolina in June said on Wednesday his client is willing to plead guilty to state murder charges if that would spare him a death sentence.

Clearly clueless and incompetent [Austin]...........and your life rests partially in his hands. How do you feel about that ?

No more than 5 U.S.-trained Syrian rebels still fighting ISIS, program a total failure Associated Press / September 16, 2015 No more than five U.S.-trained Syrian rebels are fighting the Islamic State, astoundingly short of the envisioned 5,000, the top U.S. commander in the Middle East told angry lawmakers on Wednesday. They branded the training program "a total failure." After the first 54 fighters were sent in to fight in July, a Syrian affiliate of al-Qaida attacked the group, killing several and taking others hostage while many fled. Asked how many remain, Gen. Lloyd Austin told the Senate Armed Services Committee, "It's a small number. ... We're talking four or five [men]." Congress has approved $500 million to train Syrian fighters, and officials have said fewer than 200 are going through training now. One of the problems has been that many Syrian fighters want training and equipment to fight the government forces of President Bashar Assad, but the U.S. program is limited to rebels who agree to only battle the militants. The stunning admission from Austin came as defense officials scrambled separately to respond to allegations that they skewed intelligence assessments to give a rosier picture of conditions on the battlefield. The Obama administration was already struggling to defend its military strategy to "destroy and degrade" the terrorist group with an air campaign and programs to train, assist and equip local forces. Lawmakers and Republican presidential candidates have assailed the administration, contending that it has had limited or no success in fighting the militants. "We have to acknowledge this is a total failure," Sen. Jeff Sessions, R-Ala., said about the training. "I wish it weren't so, but that's the fact." Austin told committee members that the U.S. was looking at better ways to deploy the Syrian forces, but he admitted the U.S. was not even close to reaching its goal of training 5,000-plus in the near term. He predicted it would take years to defeat IS and to restore stability in Iraq and Syria. "OK. So we're counting on our fingers and toes at this point when we had envisioned 5,400 by the end of the year," lamented Sen. Claire McCaskill, D-Mo. Austin maintained the operation was making progress and said the military had always insisted the campaign would take time. The Pentagon also made it clear that U.S. military troops have done no training in Syria. Instead, U.S. special operations forces work with Syrian troops outside the country, including across the border in Iraq. "We should expect that there will be occasional setbacks along the way, particularly in the early stages," he said. "And our partners, not us, are in the lead. It is taking a bit longer to get things done, but it must be this way if we are to achieve lasting and positive effects." White House press secretary Josh Earnest said it's easy for critics to "play Monday morning quarterback" on the training program's slow progress. He said the president believed the training program could be a chance to expand the number of Syrian fighters who could cooperate with the U.S., but "thus far, that's not been the result." He said the Pentagon was working to make changes to get a better result. Sen. John McCain, R-Ariz., chairman of the committee, called the program a failure, outlined his vision of a U.S. strategy to fight IS and suggested that more American servicemen and women might eventually be needed. "We need to help establish safe zones inside Syria where refugees and displaced people can be secure," McCain said. "We need forward air controllers to add precision and lethality to our air campaign. ... While no one believes that we need to invade Iraq or Syria, the fact is that we will likely need additional U.S. special forces and military advisers to be successful." Austin said he would not recommend a buffer zone at this time. Christine Wormuth, undersecretary of defense for policy, told senators that the U.S. was looking at how to speed up the recruiting and screening processes. It has taken months to identify and screen Syrian rebels, and many who are willing to fight are under 18 or have medical issues. "While not 10 feet tall, ISIL remains a thinking enemy that adapts to evolving conditions on the battlefield," Wormuth said. "In Iraq the pace of our program has moved more slowly than we'd like, and in Syria, the stringent vetting criteria we're using at the outset of the program has contributed to smaller numbers than we'd hoped for." On another issue, Austin said he would take "appropriate actions" if an investigation by the Defense Department's inspector general finds that senior defense officials altered intelligence to exaggerate progress being made against IS and other militants in Syria.

Joe Isuzu - The best sales marketing in the history of the automobile business. https://www.youtube.com/watch?v=-o8DSxl4oic https://www.youtube.com/watch?v=oDK8BYS2d9s https://www.youtube.com/watch?v=SNOvNrZ6S_E https://www.youtube.com/watch?v=RPxIhJN1cB0 https://www.youtube.com/watch?v=A0bJ5iB_DqQ&list=PLCRkFWhvWGbwC8KyTL8ZgmEMnAcPQmQP5&index=7 https://www.youtube.com/watch?v=nJMq_7alQpU https://www.youtube.com/watch?v=snzyJ2ymgOE&list=PLCRkFWhvWGbwC8KyTL8ZgmEMnAcPQmQP5&index=15 https://www.youtube.com/watch?v=Hn1ya_qTGZY&index=5&list=PLCRkFWhvWGbwC8KyTL8ZgmEMnAcPQmQP5&t=4s https://www.youtube.com/watch?v=e_azX7exAZs https://www.youtube.com/watch?v=VgqNeazfe2I https://www.youtube.com/watch?v=hcMJT30SGV4 https://www.youtube.com/watch?v=J5IgatESU9A https://www.youtube.com/watch?v=lc6IyxC5tp4 https://www.youtube.com/watch?v=R_56s80s3Ds

Your answer lies here. https://www.donaldson.com/en/catalogs/engine/033614.pdf https://www.donaldson.com/en/engine/filters/air-intake/cleaners.html

Chris Christie on Obama decision – Extradite Maikshilo Associated Press / September 16, 2015 2016 GOP presidential candidate Chris Christie believes that Obama’s decision to block the extradition of an American to New Zealand and face industrial espionage charges, despite what he terms “indisputable evidence”, could prove immensely damaging to U.S. policy in the region, referring to the president’s s decision four years ago to begin a U.S. military and diplomatic “pivot” or “rebalancing” toward Asia. In a letter to the president that was issued on Friday and released publicly on Monday, the New Jersey governor made his feelings clear that the United States should not and can not obstruct the process of law and justice, as such action only serves to endanger defense relationships in the region, referring to the trilateral defense agreement between the United States, New Zealand and Australia. Chris Christie’s letter to Obama indicated “profound disagreement” with the president’s decision to block the extradition of American Timothy Maikshilo. “New Zealand is a friend of America, and a country that practices the rule of law,” said Christie. The New Jersey governor also pointed out in his letter that New Zealand does not have a death penalty. Wellington Police Chief Tim Barfield said Tuesday that Interpol’s New Zealand National Central Bureau (NCB), having reviewed the evidence, is supporting Maikshilo’s extradition to New Zealand for prosecution. Maikshilo is charged with the theft of inside information relating to the manufacture of “Marmite” brand food spread from New Zealand’s Sanitarium Health and Wellbeing Company. It is alleged that Maikshilo plans to replicate and sell the product in the United States. .

https://www.youtube.com/watch?v=MgnJEu5Oa2o https://www.youtube.com/watch?v=y4ZXr4oC4gw

https://www.youtube.com/watch?v=RHhbgxp9lZM

https://www.youtube.com/watch?v=9TBNnxy-X7M

Transporte Mundial / July 14 15, 2015 Unlike what usually happens in the United States, whose greatest preference is for simpler trucks with manual transmissions, here in Brazil sophistication has gained more and more prominence. To give you an idea, the number of tractors in recent years sold with intelligent automated manual transmissions (AMTs) has increased so much that most manufacturers now offer them as standard equipment. The International 9800i is no exception. Though having an abundance of North American DNA, the specifications of the 9800i have been adapted to meet the demands of Brazilian operators. Chief among them is the transmission Eaton UltraShift Plus AMT transmission, the only in the domestic market with 18 gears. Intelligent shift selection software uses changes in grade, weight and throttle to calculate the most efficient and effective shift points. An Eaton FTSL-20112 fully synchronized 13-speed transmission (with 3 reverse gears) is available as an option. The truck has a 6x2 configuration with ABS and traction control. The engine is the traditional 10.8-liter 1,900 rpm 420 horsepower Cummins ISM. SCR technology (Selective Catalytic Reduction) is utilized to meet our P7 (Euro-5) emissions requirements. A two-stage Jacobs engine brake provides up to 395 braking horsepower, eliminating the need for a hydraulic retarder. Aboard ship If there is anything to report regarding the International 9800i, it is the greatness of the cab. Certainly in terms of space, the truckmaker chose to have the interior remain true to its American roots. Not endowed with the finesse of European brands, the 9800i is simpler, without so many embellishments, however, it is practical and functional, and provides the driver with a good working environment. The 9800i has a high ceiling, and the bunk area has a full-size matteress. What makes the 9800i unique amongst COEs is the cab’s aluminum construction, resulting in a lighter weight truck. https://www.youtube.com/watch?v=Oa5Qll2Ez-k

Scania Press Release / September 15, 2015 In the 1940s, Scania design engineers relied on drawing boards to design the company’s products. Today, cutting-edge 3D printing technology is allowing their modern counterparts to quickly and simply test prototypes and new solutions. Behind the glass in something that looks a little like a pizza oven, a receptacle is sweeping back and forth over a flat surface distributing thin layers of fine-grained plastic powder. As each new layer is deposited, a laser passes over the powder bed, seemingly cutting tracks in the material. We’re in a basement at Scania’s Research and Development division, where two large “printers” are working at capacity to supply the company’s diverse range of research development projects with three-dimensional models and prototypes. The technique is called additive manufacturing and it’s the industrial equivalent of the 3D printers that are now starting to appear in consumer electronics stores. Back in the 1940s, things were done very differently. In those days, the engineers working in Scania’s engineering department would stand bent over their drawing boards, which were the most important tools within product development. As a Scania newsreel from the 1940s put it, “You can safely say that there is no detail in a Scania Vabis product that is left to chance. It is thought through, even experienced, on the drawing board.” New opportunities for “experiencing the product” were created by the computer revolution of the 1980s. Design engineers were able to use CAD programs as a tool for producing drawings, developing products and designing in a three-dimensional space. CAD programs are still central to Scania’s operations and have been greatly refined since the 1980s. However, the design engineers now have a valuable complement to the computer: three-dimensional printouts. The basic technology for additive manufacturing has been available for almost 20 years, but now the method is really beginning to take off. Scania is increasingly using the new 3D technology to print out parts and components, and in some cases models of entire engines or cab components in plastic. Niklas Lind, is Head of the mechanical workshop at Scania. “The fact that it’s now easier than before to produce prototypes that you can pick up, twist and feel is a huge advantage,” he says. “We then use the models for things like function testing and wind tunnel testing, as well as for test mounting of new components in existing parts. And sometimes we have a purely visual focus – we need to see how a component feels and looks.” The next technological leap after plastic modelling is printing out in metal and eventually making real parts made of metal. “We’ve already produced a number of print outs in aluminium and stainless steel,” Lind says. “But we can’t yet print out large parts, and these parts can’t really replace the real parts. But the metal models are nonetheless a step towards being able to print out real components. Three-dimensional printing in metal is going to be happening more and more often.” Printouts take up to 40 hours Scania uses the Selective Laser Sintering (SLS) method of additive manufacturing. The technique involves using specialised software to build up a CAD model in layers 0.12 mm to 0.15 mm thick. A batch of parts, in which several prototypes are printed out at the same time, is 500 mm high and takes between 30 and 40 hours to complete. The steps in the process: 1. Specialised software builds up a CAD model in layers 0.12 mm to 0.15 mm thick. 2. Fine-grained powder is distributed on a platform inside the printer. 3. After every layer is deposited a laser beam passes over the powder bed. Where the laser touches it, the powder “sinters” (fuses) together. 4. When a layer is completed, the platform holding the fused-together part is lowered 0.12 mm to 0.15 mm and a re-coater travels above the surface distributing a new layer of plastic powder. The process continues until the final fused layer is completed. 5. Once the printout is completed, the prototypes must be left to slowly cool. The completed batch is then lifted out of the machine for further cooling. 6. Once complete, the individual finished prototypes are removed from the surrounding unfused material. The prototypes are cleaned, then blasted, rinsed in water and, in the case of large models, glued together. Photo gallery - http://newsroom.scania.com/en-group/2015/09/15/the-3d-revolution/

Fleet Owner / September 15, 2015 With 2015 Class 8 truck sales in North American running a strong 10% above last year, 2016 should see similar volumes, according to Richard Howard, Sr. VP of sales and marketing for Daimler Trucks North America. Barring unforeseen global economic disruptions, “directionally we expect sales to move sideways,” he said during an event showcasing the company’s autonomous demonstration truck. The company forecasts Class 8 totals will reach 313,000 trucks this year. “We already have good order intake for 2016,” Howard said, pointing out that business confidence in the U.S. is strong and expected to stay strong. The story is the same in the medium-duty market with good demand from both small businesses and large fleet customers, according to Howard. Overall, DTNA forecasts NAFTA Class 6-8 sales will reach 435,000 this year and run at a similar rate in 2016, which is a substantial increase from 384,000 units in 2014. In the U.S. DTNA market share in Classes 6-8 is up 1.1% YTD at 39.6%, approaching the company’s high of 40.2% in 2013, Howard reported. DTNA’s push to expand component sales is also gaining traction with the new Detroit DT12 automated mechanical transmission selling 39,000 units this year and reaching 42% penetration in the Freightliner Cascadia, according to Howard. “We could have sold more if we had them,” he said. “I expect [to sell] 60,000 next year and surpass the 50% mark in Cascadias.” As part of the press event, DTNA brought the Freightliner Inspiration, the first autonomous commercial truck licensed to operate on U.S. open highways, back to Nevada where it had its debut back in May at the Hoover Dam. This time the company put journalists through the certification program required by Nevada for any CDL holder operating the advanced demonstration truck. Stressing that the Inspiration is not a prototype, Diane Hames, DTNA’s GM of marketing and strategy said it was intended as “a technology showcase of what’s possible when you combine the building blocks [of advanced safety systems] already available.” Calling the various systems integrated into the truck “bionics for the driver,” Hames said the goal is not to replace drivers, but rather “to advance and extend their capabilities.” For example, its radar and camera systems offer drivers visibility well beyond the capability of the human eye, she said, and the truck’s sensors can react to situations far faster than typical human reaction times. Integrating these building blocks will create new opportunities as trucks move beyond current passive and active safety systems to what Hames calls interactive safety. “Combining technology and big data, interactive safety will bring the next radical advances in truck safety,” she predicted. “You can expect to hear a lot more about this in the next few years.”