As for finding a use for the LS, give them to all of the schools throughout Canada and use them for training only. Operationally, i cant see anything good about them unless your just running around the FOB. I worked on and drove all 3 of the trucks you mentioned LR, and I can say with a great deal of experience that the LS is a POS. I liked my M113 Fitter better than my LS, now thats saying something, us in the Regs never got the CUCV, that was given to the reserves only, the only imporvement I can see in changing from the 5/4 to the LS is that the LS is diesel. The CUCV was great for about 250 000km, then the blocks would crack and the crankshaft would snap in two. The hummer is a good solid truck with the 6.5L diesel and a 2.5 ton payload (not the earlier 6.2, same engine as the CUCV), not to mention the parts are easy to get, the $73 000 dollar price tag on the LS included spare parts for each truck, by the way . As far as an ML frame, forget it. The ML was underpowered from day 1 the 8.2 fuel pincher just does not have enough snot to get it moving, although i must admit that i have never changed many of them. Wook, your right about the brakes too, DOT has not let prime movers on the road with air over hydraulic single cyl master cylinders brake systems since the late 60's but they are still legal on trailers. In short, we really have no operational need for an LSVW, as log as we have the "G" for a whistle head runner and maybe an ML type veh(oshkosh or FMTV) as a tpt/cargo truck. I think that we can all agree that force protection is paramount and hopefully we don't see CSS guys doing anything in an LS operationally. I still remember how gutless my LS up armored MRT w/nonworking airconditioner was going round trip to Bihac, after that one trip it stayed on camp and i used the Bison!