No non si riallineano,so la procedura di registrazione degli iniettori col comparatore,l'ho gia fatta mentre facevo la distribuzione ed erano comunque ok.Originariamente Scritto da (marzo)
- - - Updated - - -
Escludo che portando il torsion piu vicino allo 0 non porti vantaggi ,forse solo strumentali ma li porta,e comunque non conviene tornare ad un -2 per esempio se non si notano differenze,
Io comunque sono di reggio se hai bisogno volentieri,
Ciao.
lexus is 220d + audi a3 2.0 tdi bmm 2007
nelle ferie devo fare il tagliando. E cercherò di controllare la fasatura.
Mi aiuta un amico, con esperienza, come ho già detto. Vediamo cosa mi consiglia, e che risultati otteniamo.
Se qualcosa va storto, e si rompe qualcosa, mi sentirai urlare insulti al cielo, fino a reggio...
(io sono di s.secondo, a nord di fidenza-pr).
sono veramente all'avanguardia della tecnica.... come il mio avatar: va a PELLET!!
umhh..
non sono esperto, ma quel valore dovrebbe indicare la mandata di ogni singolo iniettore a quel dato regime giusto?
e come mai sono cosi diverse se gli iniettori li hai già registrati?
prima della registrazione i valori sul vag erano comunque così discordanti?
(intendo: gli iniettroi erano già registrati giusti o hai dovuto regolarli parecchio, e cosa è cambiato nei valori vag prima e dopo tale registrazione)
No i valori sono rimasti piu o meno gli stessi.la registrazione l ho fatta come indica il manuale ho marcato i bulloni e alla fine erano allo stesso posto +o-5 gradi poca roba comunque.
Anche se leggevo su un forum dei nostri cugini usa che i valori accettabili vanno da -1 a +1 .dovrebbero comunque essere piu o meno allineati ,e non lo sono,ma sono nel range,comunque credo che nonostante vada come un orologio ha sempre i suoi 180.000 km e forse un valore un po disallineato ci sta,sono comunque mie ipotesi.
Posto questo elenco datomi dai nostri cugini usa con blocchi valori min e max ecc
Spero siano utili
The figures given here are not gospel. They are a mixture of VW specifications and personal experience.
The B6 Tdi engines are very “self aware”, especially the 2.0 tdi, so most common running faults will set a fault code.
GREEN text gives typical or expected values.
001. Injection Quantity (Not useful for diagnosis)
1. Engine Speed(G28), Idle 800 rpm +/- very little. (819 rpm for 1.9)
To check idle speed you need to log block 001 for several minutes. The idle should be stable and vary very little.
2. Injection Quantity, Idle 3.0...7.0 mg/Stroke.
3. Injection Duration,(specified), Idle 2.0...5.0 °CR
4. Coolant Temperature (G62), Hot 80.0...110.0 °C will read 90°C on dash guage
INJECTION IS MORE PRECISELY CONTROLLED IN THE 2.0 PD than in the 1.9 PD.
002. Idle Speed This block tells you very little for fault finding.
1. Engine Speed,(G28), Idle 800 rpm
2. Accelerator Pedal Position Sensor 1 (G79), Idle = 0.0 %. Maximum = 100.0 %
3. Operation Status
00000001 = Climate Control ON
00001000 = Idle Switch closed
00010000 = Kick-Down (only Automatic Transmission)
01000000 = Idle Speed raised
4. Coolant Temperature (G62), Hot 80.0…110.0 °C
003. Exhaust Gas Recirculation (EGR)
You can only test the MAF & EGR function by doing a log from idle to 3500 rpm.
1. Engine Speed,(G28),Idle 800 rpm.
2. Exhaust Gas Recirculation. (specified), Idle 300…400 mg/Stroke.
3. Exhaust Gas Recirculation. (actual), Idle 300…400 mg/Stroke.
A constant value of approx 470 mg/stroke means a failed MAF.
4. Exhaust Gas Recirculation. Duty Cycle. Idle 0.0%. Full Load 0.0 %. rest of revs 15…70 %
A constant duty cycle value means the EGR valve is stuck or the control is faulty.
Note: The Mass Air Flow (MAF) is measured by the Air Mass Meter (AMM sometimes known as MAF).
This is a measurement of the Mass of air being sucked into the engine per Stroke.
If the MAF figure is high the EGR must be low or zero (Valve shut)
(For some reason the 2.0 pd engine specifies a MAF/EGR of 1388.8 mg/stroke when at idle with the EGR shut.).
The EGR specified follows a set pattern. At idle the figure is about 350 mg/str. When the accelerator is pressed this figure rises rapidly to 800 mg/str and stays there through the rev range.
Typically the EGR actual figure follows the specified figure. It is normal for the figure to over shoot the 800 mg/str set point and have to come back down. As long as the actual figure roughly follows the specified figure, it is ok.
A constant figure of roughly 470 mg/stroke means the MAF has failed.
004. Injectors You must log this block at idle for a few minutes. A snap shot tells you nothing.
1. Engine Speed,(G28). Idle 800 rpm.
2. Injection Start,(specified), Idle 0.0 °BTDC ... 5.0 °ATDC
3. Injection Duration,(specified), Idle 2.0...4.0 °CR
4. Torsion Value, -3...+3 °CR nearer to zero figure the better.
A log of 004 at idle for a few minutes should show. All values stable with little if any variation.
Variation suggests injector or camshaft problems.
005. Start Conditions (last Engine Start) This data block is only useful if you suspect crankshaft or camshaft sensor faults)
1. Engine Speed,(G28), Idle 800
2. Start Injection Quantity, 7.0...19.0 mg/Str.
3. Start Synchronisation
The value is the Sum of the individual Values below.
001 = Self Synchronisation Camshaft active
002 = Self Synchronisation Crankshaft active
004 = Engine running
008 = Engine Synchronisation validated
016 = Engine Synchronisation successful
032 = Self Synchronisation Camshaft-Sensor successful
064 = Self Synchronisation Crankshaft-Sensor successful
128 = First valid Tooth recognized
Most successful starts register as 255. (255 = 128 + 64 + 32 etc).
A failure of crank or cam sensor will cause a total with one or more numbers missing.
4. Coolant Temperature (G62), Warm 80.0...110.0 °C.
Pre B6 engines cannot run if the cranshaft sensor fails. B6 engines can continue to run.
006. Cruise Control System (CCS) You can use these figures to check the brake and clutch switches
1. Vehicle Speed,(actual) 0.0 km/h if the car is stationary
2. Pedal Monitoring
00000001 = Brake Light Switch operated
00000010 = Brake Pedal Switch operated
00000100 = Clutch Pedal Switch operated
00001000 = CCS enabled
00010000 = ACC enabled
00100000 = Main Switch
00000000 = ACC/CCS Mode not active
10000000 = Status override
01000000 = ACC/GRA active
11000000 = ACC blocked
3. Accelerator Pedal Position Sensor 1 (G79). Idle 0.0 %
4. Switch Monitoring. Idle 0
xxxxxxx? = Stuck ON
xxxxxx?x = Pressed OFF
xxxxx?xx = Decelerate (-)
xxxx?xxx = Accelerate (+)
xxx?xxxx = Set (SET)
xx?xxxxx = Resume (RESET)
?xxxxxxx = Stuck ON (Hardware)
007. Temperatures (Fuel, Coolant & Intake air temperatures should all match Ambient temperature when starting from cold).
1. Fuel Temperature,(G81), Cold = Ambient Temperature
3. Intake Air, Temperature (G72), Cold = Ambient Temperature
4. Coolant Temperature (G62), Cold = Ambient Temperature Expect 85 °C on a hot engine.
A fault will be flagged if any of these temperatures fail to be close to Ambient temperature at a cold start up.
A fault will be flagged if the coolant temperature fails to follow the expected ecu map as the engine warms up.
Generally: Fuel temp will remain slightly cooler than coolant temp across the range.
Air intake temp should match ambient temp but is often a little higher as the intercooler is not perfect.
008. Injection Quantity Limitation I (Torque Limitation)
1. Engine Speed,(G28),Idle 800 rpm.
2. Torque Request,(Driver), Idle -5.0...0.0 Nm.
3. Torque Limitation, Idle 100.0...200.0 Nm.
4. Smoke Limitation, Idle 100.0...200.0 Nm.
009. Injection Quantity Limitation II (Torque Limitation)
1. Engine Speed,(G28), Idle 800 rpm
2. Torque Request,(Cruise Control) -985…995 Nm
3. Transmission Limitation 1024.0 Nm
4. Torque Restriction 130…145 Nm
010. Charge Pressure Control
1. Mass Air Flow,(actual), Idle 300…400.0 mg/Stroke.
2. Atmospheric Pressure. roughly 1000.0 mbar
3. Boost Pressure,(actual), Idle 1000.0 m/bar mbar (no boost). Full Load 2000.0...2500.0 mbar
4. Accelerator Pedal Position Sensor 1 (G79), Idle 0.0 % Maximum100.0 %
011. Charge Pressure Control
To test boost function you must log 011 from idle to 3500 rpm.
1. Engine Speed (G28) Idle 800 rpm
2. Boost Pressure (specified), Idle 1000.0 mbar Full Load 2100.0...2500.0 mbar
3. Boost Pressure (actual), Idle 1000.0 mbar Full Load 2000.0...2500.0 mbar
Boost actual is often higher than boost specified. If the difference is too great the turbo will be switched off by the ecu (limp mode).
4. Charge Pressure Control Duty Cycle, Idle 80.0...85.0 % Full Load 80.0...20.0 % (% should drop as rpm rise)
The charge pressure duty cycle should not go above 85%. If it does, this is over boost and will register a fault code. (The turbo vanes are stuck full open).
The full load drop down from 80% is the turbo vanes closing.
This graph is for a 1.9 tdi.
The specified boost starts from 1300 rpm and increase rapidly to 2000 rpm where it reaches 2000 mbar.
The actual boosts starts at 1300 rpm and follows the specified boost but “over shoots” to 2400 mbar at 2100 rpm. (This is normal). The “over boost” is corrected and the boost drops to remain in line with the specified boost.
The 2.0 pd engine has a similar boost graph but the boost does not start until later in the rpm band. (Approximately 2400 rpm)
012. Glow Plugs
1. Glow Status Hot engine 11111111 (OFF)
00000000 = Waiting for Coolant Temperature
00000001 = Waiting for ECO Start Request
00010000 = Pre-Glow
01010000 = No Pre-Glow
10110000 = Post-Glow
11000000 = No Post-Glow
11110000 = Interim Glow
00110000 = Readiness Glowing
01110000 = Glow Start
10110001 = Waiting for Post-Glow
11010000 = No Post-Glow
11110001 = Waiting for Interim Glow
11111111 = Glowing OFF
2. Pre-Glow Period. 0.0s
3. Supply Voltage,(Terminal 30). 13.0...15.0 V
4. Coolant Temperature (G62). Hot 80.0...110.0 °C
013. Idle Stabilization (Injection Quantity Deviation)
1. Injection Quantity Deviation Cylinder 1, Idle -1.0...+1.0 mg/Str.
2. Injection Quantity Deviation Cylinder 2, Idle -1.0...+1.0 mg/Str.
3. Injection Quantity Deviation Cylinder 3, Idle -1.0...+1.0 mg/Str.
4. Injection Quantity Deviation Cylinder 4, Idle -1.0...+1.0 mg/Str.
These figures vary very little if the injectors and cam lobes are good.
015. Fuel Consumption
1. Engine Speed,(G28), Idle 800 rpm.
2. Engine Torque, Idle 25.0...50.0 Nm
3. Fuel Consumption Idle 0.2…1.5 l/h
4. Torque Request (Driver), Idle -5.0...0.0 Nm
016. Auxiliary Heating
1. Generator Load 30.0...95.0 %
4. Supply Voltage, (Terminal 30), Specification: 13.0...15.0 V
017. Readiness Code (EOBD)
1. CARB, Mode 01 DATA A
x---0000 = No Fault Codes stored
0---xxxx = MIL OFF
1---xxxx = MIL ON
2. CARB, Mode 01 DATA B
-xxx-xx1 = Activation Misfire Recognition OIN
-xxx-x1x = Activation Fuel Supply System ON
-xxx-1xx = Activation Comprehensive Components ON
-xxx-xxx = EOBD-Test Misfire Recognition finished
-x0x-xxx = EOBD-Test Fuel Supply System finished
-0xx-xxx = EOBD-Test Comprehensive Components finished
3. CARB, Mode 01 DATA C
xx1----- = Activation Oxygen/Lambda Sensor ON
x1x----- = Activation Oxygen/Lambda Sensor Heating ON
1xx----- = Activation Exhaust Gas Recirculation (EGR) ON
4. CARB, Mode 01 DATA D
xx0----- = EOBD-Test Oxygen/Lambda Sensor finished
x0x----- = EOBD-Test Oxygen/Lambda Sensor Heating finished
0xx----- = EOBD-Test Exhaust Gas Recirculation (EGR) finished
018. Injector Status
1. Injector Status, Cylinder 1. 000
2. Injector Status, Cylinder 2. 000
3. Injector Status, Cylinder 3. 000
4. Injector Status, Cylinder 4. 000
The code is the sum of any of the fault codes below.
000 = No Faults detected
002 = Control while Starting
004 = Small Injection Quantity or Injector faulty
008 = Maximum Current reached
016 = Begin of Injection Period (BIP) out of Specification
032 = Samples too low
064 = Conversion Error
128 = Begin of Injection Period (BIP) not possible
019. Piezo Injector Voltage
1. 130 V…150 V
2. 130 V…150 V
3. 130 V…150 V
4. 130 V…150 V
These voltages don’t seem to help with diagnostics. (A faulty injector usually registers as a short to + or short to -)
020. Injection Quantity Limitation (from ABS)
1. Engine Speed,(G28), Idle 800 rpm
2. Engine Torque Idle 20.0…50.0 Nm
3. ASR Limitation Idle 1024 Nm Value high as wheels not turning
4. MSR Limitation Idle 0.0 Nm Value low as engine not reving in comparison to stationary wheels
021. CAN-Databus Status (Powertrain)
1. Engine Electronics
2. Transmission Electronics
3. Brake Electronics
4. Brake Electronics (ESP)
022. Shut-Off Status
1. Shut-Off Status, Cruise Control
2. Switch Monitoring, Cruise Control
000 = Neutral
001 = OFF (Switched)
002 = OFF (Tipped)
003 = SET (CCS ON)
004 = Tip Down
005 = Deceleration (-)
006 = RESUME/RESET
007 = Tip Up
008 = Acceleration (+)
3. Shut-Off Status, Charge Pressure
001 = Cold Start
002 = System Malfunction
004 = Control Deviation
016 = Diagnostic Interference
4. Shut-Off Status, Climate Control
001 = Launch Condition
002 = Shut-Off: Launch Condition
004 = Acceleration Condition
008 = Shut-Off: Acceleration Condition
016 = Shut-Off: Start Condition
032 = System Malfunction recognized
064 = Shut-Off: System Malfunction recognized
128 = Shut-Off: Idle Speed too Low
023. Injector Switch Time Deviation
1. Switch Time Deviation, Cylinder 1. -0.25...+0.25 ms
2. Switch Time Deviation, Cylinder 2. -0.25...+0.25 ms
3. Switch Time Deviation, Cylinder 3. -0.25...+0.25 ms
4. Switch Time Deviation, Cylinder 4. -0.25...+0.25 ms
025. Engine Speed
1. Engine Speed,(G28),Specification (Idle): 800 rpm. Full Load 3200 rpm
2. Terminal 50 status.
3. Engine status.
4. Start cancel conditions.
026. Checksum
028. Accelerator Pedal Position Sensor
1. Accelerator Pedal Position, Sensor 1 (G79), 0 % = 0.75…0.76 V. 100 % = 3.80...4.94 V
2. Accelerator Pedal Position, Sensor 2 (G185), 0 % = 0.37...0.38 V. 100 % = 1.90...2.58 V
3. Operation Status
xxxxxxx1 = Climate Control ON
xxxx1xxx = Idle Switch closed
xxx1xxxx = Kick-Down (only Automatic Transmission)
x1xxxxxx = Idle Speed raised
4. Accelerator Pedal Position Sensor 1 (G79), Idle 0.0 %. Maximum 100.0 %.
029. Temperature and Oil Level Sensor (TOG)
1. Oil Temperature. Same as coolant (roughly)
2. Oil Level 24…30 mm
3. Wear Index 0
4. Soot Index 0
051. Engine Speed Recognition
1. Engine Speed Idle 800 rpm
2. Camshaft Speed Specification: Engine Speed/2 = ± 50 rpm Expect 400 rpm roughly.
3. Start Synchronisation Normal start = 255
Value is sum of values below.
000 = Basic Initialisation
001 = Counter Reset
002 = Engine Standstill OR Malfunction
003 = Transition States
004 = Plausibility Phase
005 = Plausibility Phase
006 = Plausibility Phase
008 = Plausibility Phase
016 = Phase Determination
028 = Redundant Start
032 = Synchronisation Phase
033 = System Positioning
048 = Sequential Counter activated
064 = System waiting for Engine Standstill
128 = Dynamic Plausibility
4. Shut-Off Status, Injection Sequence 00000000.
062. Engine Cooling (Temperatures)
1. Coolant Temperature, Engine Output, Hot . 85.0 °C +
2. Coolant Temperature, Cooler Output, Hot . 85.0 °C +
3. Ambient Temperature, Range -30.0...+50.0 °C
4. Intake Air Temperature, Range 5.0...80.0 °C Expect roughly the same as the ambient temp.
The engine ecu contains a built in map for engine warm up. The engine coolant should heat up as in the graph above. Failure to follow this warm up pattern will set a fault code. When hot the coolant should be above 85 °C. (The thermostat set point is 88 °C)
The temperature MUST be above 80 °C.
If the temperature seems too high or too low it could be a faulty temperature sensor. This is not likely on a B6, as the engine ecu should spot that and flag a code.
If the temperature seems too high it could be a faulty water pump or the thermostat is not opening properly.
If the temperature is too low, the thermostat may be staying open more than it should.
063. Engine Cooling (Climate Control)
1. Refrigerant Pressure A/C. OFF = 0.00...8.00 bar. A/C ON = 5.00...30.00 bar
2. Load Torque, Specification. A/C OFF = 0 Nm. A/C ON = 2...10 Nm
3. Cooling Request. Off = 0.0 %
4. Shut-Off Status, Climate Control 00000000 means no problems assuming it is off.
001 = Launch Condition
002 = Shut-Off: Launch Condition
004 = Acceleration Condition
008 = Shut-Off: Acceleration Condition
016 = Shut-Off: Start Condition
032 = System Malfunction recognized
064 = Shut-Off: System Malfunction recognized
128 = Shut-Off: Idle Speed too Low
064. Engine Cooling
1. Coolant Temperature (G62), Hot 80.0...110.0 °C 85 °C
2. Coolant Temperature, Cooler Output, 85.0 °C
3. Coolant Fan 1, Duty Cycle, Fan. OFF = 8.0...9.0 %. Fan ON = 10.0...100.0 %
080. Advanced Control Module Identification I
081. Advanced Control Module Identification II
1. Vehicle Identification Number (VIN) This is the VIN for your car.
082. Advanced Control Module Identification III
086. EOBD
090. EOBD/OBD-2 Exhaust Gas Recirculation (EGR) I
1. Engine Speed,(G28), Idle 800 rpm.
2. Injection Quantity, Idle 3.0...7.0 mg/Stroke.
3. Exhaust Gas Recirculation. (specified.), Idle Expect 300…400 mg/Stroke.
4. Status Control Deviation No faults = 00000000
Blocks 125 – 129 are CAN communication checks.
Only control modules fitted to the car will show.
If communication with that module is ok = 1. Not ok = 0
E.g. ABS 1 means Brake electronics control module communication ok.
125. CAN-Databus Communication (Powertrain)
1. Transmission Transmission 1 for an automatic
2. Brake Electronics (J104), ABS 1
3. Instrument Cluster (J285), Instruments 1
4. Airbag (J234), Airbag 1
126. CAN-Databus Communication (Powertrain)
1. Climate Control (J255), HVAC 1
127. CAN-Databus Communication (Powertrain)
3. Electronic Ignition Lock. (J764), El.Ign.Lock 1
4. Steering Wheel, Electronics (J527), St Wheel 1
128. CAN-Databus Communication (Powertrain)
1. CAN-Gateway (J533), Gateway 1
4. Park Brake Control. (J540), Park Brake 1
Blocks 225 – 228 are communication time out checks ??????
Expect 0 from all modules present.
225. CAN-Databus Timeout (Powertrain)
1. Transmission 0
2. Brake Electronics (J104) 0
3. Instrument Cluster (J285) 0
4. Airbag (J234) 0
226. CAN-Databus Timeout (Powertrain)
1. Climate Control (J255) 0
227. CAN-Databus Timeout (Powertrain)
3. Electronic Ignition Lock. (J764) 0
4. Steering Wheel, Electronics (J527) 0
228. CAN-Databus Timeout (Powertrain)
1. CAN-Gateway (J533) 0
4. Park Brake Control. (J540), 0
GLOSSARY
Mg = milligrams.
Str = Engine Stroke
°CR = Degree Crankshaft Rotation
°C = Degree Celcius
rpm = Engine revolutions per minute
BTDC = Before Top Dead Center
ATDC = After Top Dead Center
Nm = Newton metres (Torque)
Mbar = Millibar (pressure)
V = Volts
EOBD = European On Board Diagnostics
ASR = Traction control (Anti wheel spin via ABS)
MSR = Engine Torque control (Anti wheel spin via engine ecu)
Ultima modifica di emiltec; 22-07-2015 alle 00:20
lexus is 220d + audi a3 2.0 tdi bmm 2007
ammazza che pappardella..
comunque utile.
l------
i valori in pratica non sono cambiati perchè gli iniettori erano allineati anche prima delle registrazione da quanto ho capito.
quello che è strano è che sul vag tali valori non risultino allineati nè prima nè dopo la registrazione
(io pensavo che se gli iniettori sono allineati dovevano esserlo anche i valori sul vag, ma forse non è così?
e allora a cosa serve quel blocco di misurazione?
che cose strane..
cerco di capirci di più per quando mi toccherà fare la distribuzione..
(ho una voglia...)
Mah la sistribuzione non centra con questo allineamento.questo vlocco valori ti fa capire che nonostante gli iniettori facciano la stessa escursione di pompaggio(registrazione meccanica) non sonsumano /iniettano tutti la stessa quantita' di gasolio dovuta ad usura interna o per compensare una diversa combustione nei cilindri.verificata la compressione il problema se.mai cosi si potrebbe chiamare sara' negli iniettori.se invece la compressione cilindri non e' uguale o quasi tra loro ecco che gli iniettori compensano facendo registrare valori diversi nel gruppo 13. E molto utile secondo me.prima di andare in ferie gli controllero la compressione ma sul nuovo manuale non sono piu riportati i valori di compressione min max e scostamento max tra loro. Se qualcuno li avesse mi farebbe un favore.
Grazie.
lexus is 220d + audi a3 2.0 tdi bmm 2007
interessante.
hai ragione.
l'allineamento meccanico non garantisce che i singoli iniettori eroghino la stessa quantità di carburante.
anche se non capisco come possano gli iniettori iniettare quantità di gasolio "ad hoc" in funzione del diverso RDC dei singoli cilindri.
sui due manuali che ho (uno cartaceo e uno vw su software ma di qualche anno fa ) non ho trovato nessuna indicazione utile riguardo a ciò.
(proverò a cercare se riporta almeno i valori di riferimento per la compressione. Se li porta te li comunico senz'altro)
Sono stato al telefono col tecnico che li revisiona di diesellevante.mi ha detto che i valori che si vedono nel blocco 13 sono compensazioni di portata.i valori si differenziano per cause di diversa combustione e possono essere dovute a: errata regolazione del camm.meno aria in vari cilindri per collettore/testa sporco ,diversa compressione dei cilindri, ed infine e per ultimo anomalia iniettori.la centralina compensa in questi casi.lui mi dice anche che a 180000 km da manuale e dati bosh la injection deviation non deve preoccupare fino ad un -2 o +2 fuori da questo range bisogna intervenire. Incrostazioni da egr .km .viscosita'olio.ecc ecc portano a valori del genere non allineati.
lexus is 220d + audi a3 2.0 tdi bmm 2007
capito.
Grazie.
purtroppo non ho trovato nulla relativo ai valori di compressione
(se trovo qualcosa non mancherò di comunicartelo)
ho trovato purtroppo solo quelli del 1.9 tdi
[IMG][/IMG]
ed i miei valori sono iper identici per tutti i cilindri con nessuna differenza tra loro,bisogna solo vedere se i valori del 1.9 sono uguali al 2.0
I MIEI:
[IMG][/IMG]
lexus is 220d + audi a3 2.0 tdi bmm 2007
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