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Date: Tue, 6 May 1997 08:56:24 -0400 (EDT)
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Subject: fordtrucks-digest Digest V97 #95
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Content-Type: text/plain

fordtrucks-digest Digest Volume 97 : Issue 95

Today's Topics:

Re: F150 Hesitation ?? [JIM HURD ]
Re: Unidentified subject! [JIM HURD ]
Re: Badge wars, honey homily [JRFiero aol.com ]
Re: '77 F-150 gear ratio [sdelanty sonoma.net ]
Pigeon Forge show coming up [Ken Payne ]
Re: 56 F100 power steering [Dan Wentz ]
Re: Survey results ["Jim" ]
RE: Getting better gas mileage PCV ( [Eric Houkal ]
RE: Badge wars, honey homily [Eric Houkal ]
sdelanty sonoma.net [ ]
RE: DRL module ["Jesse Marcellus"
Re: Getting better gas mileage PCV ( [Chris North ]
Re: 454 in an Econoline????? [Chris North ]
RE: DRL module [doggfarm erols.com ]
Axle Tag Numbers [Kevin Lindstedt
Re: Axle Tag Numbers ["Jim" ]
Re: Axle Tag Numbers [Kevin Lindstedt
Re: Axle Tag Numbers ["Jim" ]
Re: DRL module ["Henry Van Dyke"

Administrivia:

____________________________________________________________________
Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
For help send mail with subject "HELP" to:fordtrucks-digest-request lofcom.com
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____________________________________________________________________


------------------------------

Date: Mon, 05 May 1997 21:35:46 -0500 (EST)
From: JIM HURD
To: fordtrucks lofcom.com
Subject: Re: F150 Hesitation ??
Message-id:
Content-type: TEXT/PLAIN; CHARSET=US-ASCII
Content-transfer-encoding: 7BIT

Phil,
You can use the diagnostic capabilities of the EEV-IV to help you
identify the part that is causing the problem so you can "swap it out"
if that is necessary.

For a basic diagnostic check I don't *think* you need any special
instrumentation. At least I don't on the '92 Topaz. I just connect a
jumper wire between the SRP (Signal return pin) and the STI (Self-test
input) terminal of the EEC-IV connector. With this connection, the MIL
(Malfunction Indicator Light - better know as the "check engine light")
will flash the trouble codes when you run the KOEO (key-on, engine-off)
diagnostic routine.

When you run the KOEO test, you will hear the EEC-IV cycle the cooling
fan, click numerous selinoids, check various sensors, and then the MIL
will flash a code for any thing that it finds out of spec. If you get a
flash-flash-flash (code 111) it passed all the tests.

After a pause, it will then flash any "continuous memory" codes. These
are codes of any problem(s) that the EEC-IV had found in the past while
you were driving the vehicle. Again, if you get the flash-flash-flash
(code 111), it didn't have any stored codes. The EEC-IV is pretty smart
too, cause if it stores a continuous memory code and it doesn't find
that problem again after 80 start cycles (you start the engine 80 times)
it will clear the code from continuous memory.

There is an ER (engine Running) set of tests where the EEC-IV will
shut down each fuel injector and measure the rpm drop to identify any
cylinder that is not up to snuff. (In the old days, we used to call this
a cylinder balance test). It will also ramp the injectors way rich and
way lean to check your O2 (Oxygen sensor) to see if it is responding
correctly. But now I am getting carried away. Just start off with the
KOEO test and see what the EEC-IV tells you.

Jim in Central NY
'79 F-150 (302!)
'92 Topaz (3.0l)

------------------------------

Date: Mon, 05 May 1997 22:00:47 -0500 (EST)
From: JIM HURD
To: fordtrucks lofcom.com
Subject: Re: Unidentified subject!
Message-id:
Content-type: TEXT/PLAIN; CHARSET=US-ASCII
Content-transfer-encoding: 7BIT

Douglas,

The Holly 0-1850 is a model 4160, non-emissions, universal calibration
(1964 & earlier), manual choke, single feed/side hung float bowls, vacuum
secondaries, 600CFM.

Jim in Central NY
'79 F-150 (302!)
'92 TOpaz (3.0l)

------------------------------

Date: Mon, 5 May 1997 22:05:16 -0400 (EDT)
From: JRFiero aol.com
To: fordtrucks lofcom.com
Subject: Re: Badge wars, honey homily
Message-ID:

I think Ann Landers used to say you could catch more flies with honey than
with vinegar, which I intuitively believed. I'm not sure about your 'honey
than sh*t,' though. But, I haven't tried it. Better ask Harry.

------------------------------

Date: Mon, 5 May 1997 19:15:25 -0700
From: sdelanty sonoma.net
To: FORDTRUCKS lofcom.com
Subject: Re: '77 F-150 gear ratio
Message-Id:
Content-Type: text/plain; charset="us-ascii"

>
>We received our Ford build sheet today and it said our truck came with a
>3.50 conventional rear axle. We are still not very well educated on axle
>ratios so could someone explain what this means and if it is considered
>high or low?

It takes 3.50 turns of the driveshaft to cause one full turn of the wheel.
Rear wheel torque is also multiplied by 3.50 (vs. driveshaft torque)
conventional rear axle means it's not traction lock.

As far as high or low, 3.50 is kind of middle of the road.

>Also, we use this truck as a daily driver and light off road. What would
>be a better ratio to have?

It's all a big trade-off between engine rpm and rear wheel torque.
Ideal ratio can depend on *so* many variables, including engine torque
curve, vehicle weight, tire size, intended vehicle use, driver preference,
phase of the moon, etc.

A higher numerical ratio gearset (say 3.73) will usually increase
acceleration, and may give better #'s in the 1/4 mile and get You on the
freeway faster.
It will give You more torque to pull a trailer or heavy loads.
It will also make the motor spin faster for a given freeway speed, and may
kill some fuel economy and motor longevity. It may also make long trips more
obnoxious with the motor spun up faster.

A lower numerical ratio (3.25) will do the opposite, slowing down the motor
for a given road speed, maybe gaining economy/longevity/long drive comfort
in trade for acceleration and pulling power.

I rather like the 3.50's in my '71 F100 w/FE390 and T-18 trans.
I thought a little about trying some 3.25's to get the RPM's down a little
more at freeway speed, and too be able to use 3rd gear to a little higher
MPH, but some taller tires helped some in that respect and I lost the urge.

Do You feel some need for change?
What would You like to accomplish by changing gearsets?

Happy motoring,

Steve Delanty (sdelanty sonoma.net)

------------------------------

Date: Mon, 05 May 1997 22:46:50 -0400
From: Ken Payne
To: fordtrucks lofcom.com
Subject: Pigeon Forge show coming up
Message-Id:
Content-Type: text/plain; charset="us-ascii"

Someone requested this info:

F-100 Nationals in Pigeon Forge, Tennessee
This is a fairly large show. Last year over 700 trucks were on display.
Many vendors attended the show. The 1997 F-100 Nationals will be held
on May 15-17 at the Grand Hotel in Pigeon Forge, Tennessee. For reservations
call 1-800-362-1188. Lots of fun and Pigeon Forge is not an expensive town
to lodge in. Recommended. I wish I could go this year but my 8 month
pregnant wife would not be happy if she had to waddle around the show.

-Ken Payne
1967 Ford F100 Custom Cab, 390 FE V8
List maintainer, send me comments and suggestions.
Visit the Ford Truck Enthusiast List Web Page (unsubscribe
form is there): http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.mindspring.com/~fordtrucks

------------------------------

Date: Mon, 05 May 1997 19:33:54 -0700
From: Dan Wentz
To: FORDTRUCKS lofcom.com
Subject: Re: 56 F100 power steering
Message-Id:
Content-Type: text/plain; charset="us-ascii"

>What are my chances of finding the right stuff to convert my 56F100
>to power steering?

Chances are very good actually :)

> I'm just not
>certain where I'd find steering boxes and pumps and brackets,
>etc.

How about "in a junkyard"? ;) Seriously though, I know of 2 ways to do
power steering on your truck (apart from an IFS setup). On my 50 F1 I'm in
the middle of installing a GM setup (65-75 Saiganaw box). It's a little
problematic, and I think if I had to do it over I'd use a Toyota 4x4 box.
I have details on both of these setups on my webpage (see sig.)

~Dan

1992 Ford Mustang LX
1950 Ford F1, 351C-2V
Check out my F1 page: http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.GeoCities.com/MotorCity/3623

------------------------------

Date: Mon, 5 May 1997 19:26:32 -0700
From: "Jim"
To:
Subject: Re: Survey results
Message-ID:
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

What ones have the original engines? Oh, is this to much to
ask? Will just take a min. wouldn't it? Just Kidding! Thanks
for the info!




Jim Strigas jstrigas worldnet.att.net
'73 Ford F100 (302 2bbl C4 Auto Ford 9" 3.25. Daily
driver)
'83 Yamaha XJ900RK (Best Gift of my life! From my best
friends! RSCL)
'86 Honda GoldWing GL1200 (OK, this part goes here, and
this... this... I think goes on the
truck.)
'77 Buick EstateWagon (Beast of Immense Magnitude!)

These are "The Good Old Days"!
Be Cool Daddy-O B-)>

------------------------------

Date: Mon, 5 May 1997 21:48:04 -0500
From: Eric Houkal
To: "'fordtrucks lofcom.com'"
Subject: RE: Getting better gas mileage PCV (The Right Stuff!)
Message-ID:
Content-Type: multipart/mixed; boundary="---- =_NextPart_000_01BC599F.E7B80440"

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----------
From: Harry Jennings[SMTP:hjennings hotmail.com]
Sent: Monday, May 05, 1997 6:24 PM
To: FORDTRUCKS lofcom.com
Subject: Re: Getting better gas mileage PCV (The Right Stuff!)



>
A felony is anything that is punishable for more than one year in prison. It is
NOT a felony to 'tamper' with emissions! No I am not that familiar with FEDERAL
laws, only STATE laws. Were I live we have no inspections.

Harry.

I see. So if you don't get caught it's not a crime. Why does this not surprise me?
____________________________________________________________________



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Date: Mon, 5 May 1997 22:00:17 -0500
From: Eric Houkal
To: "'fordtrucks lofcom.com'"
Subject: RE: Badge wars, honey homily
Message-ID:
Content-Type: multipart/mixed; boundary="---- =_NextPart_000_01BC599F.EE6E2800"

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----------
From: JRFiero aol.com[SMTP:JRFiero aol.com]
Sent: Monday, May 05, 1997 5:05 PM
To: fordtrucks lofcom.com
Subject: Re: Badge wars, honey homily

I think Ann Landers used to say you could catch more flies with honey than
with vinegar, which I intuitively believed. I'm not sure about your 'honey
than sh*t,' though. But, I haven't tried it. Better ask Harry.
Yes, but Woody Boyd said if you really wanna catch flies nothin' beats dead squirrels

____________________________________________________________________
Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
Comments and suggestions are welcome, use: kpayne mindspring.com




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Date: Mon, 5 May 1997 20:23:00 -0700
From: sdelanty sonoma.net
To: FORDTRUCKS lofcom.com
Subject:
Message-Id:
Content-Type: text/plain; charset="us-ascii"

>Hey Steve,
>
>Isn't all this reasoning and logic stuff just great!

Err, I dunno. it... makes my brain hurt.

>Sure the HiPer ignition might work a *little* better, but you can upgrade the
>stock ignition a little at a time and still save money. It is just SO EAST and
>CHEAP. I think that was your point, I know it was mine!

Yes cheap, easy and functional is often good. At the time, *CHEAP* and
functional was very important. Easy was a fringe benefit, I hadn't expected
it to be quite *that* easy. Adding an MSD6 box to it later was a breeze also.

>That rebuild has
>about 80,000 mi on it now and still gets GREAT mileage. (And still no oil
leaks
>from that disconnected PCV valve, but thats a whole 'nother story).

Yes, I've heard.
But I like having a functional PCV system. If everything else is working
correctly, it shouldn't have any adverse effect on performance/economy.
In addition to reducing the amount of hydrocarbons in the air we breathe,
and reducing the possibility of oil leaks from engine seals, it also
drastically reduces the amount of cumbustion byproducts/blowby that combine
with the oil in the crankcase. Many of these byproducts combine with
moisture (both from the atmoshere and from combustion) to form acids that
attack bearings, degrade Your oils lubricating qualities, and cause sludge.
A *good working* PCV helps keep Your motor clean and healthy.

My FE and I love our PCV, but I'm glad Your system works for You too...

Happy motoring,

Steve Delanty (sdelanty sonoma.net)

------------------------------

Date: Tue, 6 May 97 04:02:22 UT
From: "Jesse Marcellus"
To: fordtrucks lofcom.com
Subject: RE: DRL module
Message-Id:

Hi John! I live up here in Canada and called a dealer with a 24 hour parts
department. There is only one day time running light module and it has the
eight female connections. I'm not sure what would plug in to that harness but
if it is for DRL could it be for a different year truck like a 92 or 94. Does
it serve any other purpose on your truck right now or is that it's sole
purpose?

Kristen
66 Ford F100 Custom Cab
P.S. - Everyone should move up here! I run straight pipes and glass packs and
only need to have my truck inspected once and I can drive it for life!!

------------------------------

Date: Tue, 6 May 1997 01:59:46 -0500 (CDT)
From: Chris North
To: fordtrucks lofcom.com
Subject: Re: Getting better gas mileage PCV (The Right Stuff!)-long
Message-Id:
Content-Type: text/plain; charset="us-ascii"

I am suprised that all this discussion on the PCV system has not discussed
the 'REAL' purpose of the PCV system. (I'm a little behind in my mail!)

The blowby produced in an internal combustion engine contains many gasses,
particularly water vapor and oxides of nitrogen (NOx). When NOx and H2O
mix, you form acids (nitric, nitrous, etc...) With 'Passive' crankcase
ventilation, *some* of these gasses will pass through the vent, but others
will build up in the motor oil, producing sludge and corrosive acids,
neither of which does any particular good for the internals of your motor.
With 'Positive' crackcase ventilation, the crankcase is constantly swept
with fresh air (while the oil is hot), greatly reducing the sludge and acid
buildup in the engine oil.

Some marine internal combustion engines, which do not have to meet as
strict emissions standards vent the crankcase into the exhaust. This
produces sufficient flow through the crankcase at high rpm. At low rpm
(idle), it does not do as well, but marine engines don't typically idle
much.

With a strong engine that has good rings, the amount of blowby should be
minimal compared to the amount of fresh air running through the system.
And much of the blowby occurs on the compression stroke, before combustion,
and more before combustion is complete (very little occurs during the
exhaust stroke), so Yes, it does burn.

In short, disabling the PCV system is a very bad thing (tm) for several
reasons:

1) It's against the law
2) It supports the Eco-nazis claim that automotive enthusiasts are bad
polluters
3) If it improves your MPG, then your engine is not operating efficiently
anyway (most likely, rings shot and/or carb jetted wrong) and you will get
even better milage by fixing your motor, and
4) your oil wears out much faster, futher contributing to the deterioration
of the motor (downward spiral)

With all you collage students, I am suprised you haven't read up on the
workings of an internal combustion motor. The above discussion is covered
in just about *every* Chilton's manual. Maybe todays colleges don't teach
things like reading and comprehending anymore. Things must have changed
since I was a student.

Chris North | I always think I'm right although I know that |
Metallurgist | I must be wrong sometimes, I think. |

------------------------------

Date: Tue, 6 May 1997 02:15:44 -0500 (CDT)
From: Chris North
To: fordtrucks lofcom.com
Subject: Re: 454 in an Econoline?????
Message-Id:
Content-Type: text/plain; charset="us-ascii"

I worte:
>>I could very well be wrong, but I don't think Ford put a 351M in any E-150,
>>250, or 350 Vans in 1978. Small block 302 and 351W. Large block, what, a
>>454?
>>
Then John Strauss wrote:
>Arrrrrrrrrrrgggggggggghhhhhhhhhh!!!!!!!!! A 454 is a CHEVY damnit!!! I am
>losing my mind and my patience with you people! 460. 460. 460. 460.
>460. 460!
>
>OK, rant over. Happy, happy. Joy, joy.
>

I *did* say that I could very well be wrong ;^)

One thousand apologies. I'm basically a MoPar man, so I don't know my Ford
engines as well as I should. When I think of big blocks, I usually think
of the 440 six pack or 426 (twin 4 bbl) HEMI. (ducking and running!)

chris north

------------------------------

Date: Tue, 6 May 1997 06:20:54 -0500
From: doggfarm erols.com
To: fordtrucks lofcom.com
Cc: "Jesse Marcellus"
Subject: RE: DRL module
Message-Id:
Content-Type: text/plain; charset="us-ascii"

>Hi John! I live up here in Canada and called a dealer with a 24 hour parts
>department.

A 24 hour parts department? That's pretty cool.

>There is only one day time running light module and it has the
>eight female connections. I'm not sure what would plug in to that harness
>but
>if it is for DRL could it be for a different year truck like a 92 or 94.
>Does
>it serve any other purpose on your truck right now or is that it's sole
>purpose?

Thanks for calling your parts person...this is just the sort of response
that makes this list so good.:-)

The plug terminates just above the driver's side headlight and is plugged
in to a plastic "dead man" receptacles that is held on to the radiator
support by two screws. The idea is that the deadman is removed and the DRL
module attaches in the same place. One then plugs the harness in to the
module. According to everything I've read/heard there is only *one* module
made (applicable to all models and years) and one type of wiring harness
plug.

I'm hoping that I'm not looking at the DRL plug as I believe and that it
may be located somewhere else but everything I've read says *that* is where
it should be....I'm not really sure what is going on.

Where's the factory tech person when you need them?

John

------------------------------

Date: Tue, 06 May 1997 06:35:34 -0500
From: Kevin Lindstedt
To: fordtrucks lofcom.com
Subject: Axle Tag Numbers
Message-Id:
Content-Type: text/plain; charset="us-ascii"

Attention all you number decoders - ;^)

I finally crawled under my truck to read the tag on the rear axle and wrote
down the following:

WDM-BR 86B
2 75 9 385B

I figure the "2 75" is the ratio (good thing too - I got a thirsty 460) but
can anyone tell me what the other numbers mean? Do they describe
positraction or other such options? Thanks.

Kevin Lindstedt
1978 F150 460/C6 Ranger Lariat

------------------------------

Date: Tue, 6 May 1997 05:00:11 -0700
From: "Jim"
To:
Subject: Re: Axle Tag Numbers
Message-ID:
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

Are you sure that wasn't 3.75?




Jim Strigas jstrigas worldnet.att.net
'73 Ford F100 (302 2bbl C4 Auto Ford 9" 3.25. Daily
driver)
'83 Yamaha XJ900RK (Best Gift of my life! From my best
friends! RSCL)
'77 Buick EstateWagon (Beast of Immense Magnitude!)

These are "The Good Old Days"!
Be Cool Daddy-O B-)>


----------
> From: Kevin Lindstedt
> To: fordtrucks lofcom.com
> Subject: Axle Tag Numbers
> Date: Tuesday, May 06, 1997 4:35 AM
>
> Attention all you number decoders - ;^)
>
> I finally crawled under my truck to read the tag on the
rear axle and wrote
> down the following:
>
> WDM-BR 86B
> 2 75 9 385B
>
> I figure the "2 75" is the ratio (good thing too - I got a
thirsty 460) but
> can anyone tell me what the other numbers mean? Do they
describe
> positraction or other such options? Thanks.
>
> Kevin Lindstedt
> 1978 F150 460/C6 Ranger Lariat
>
>
>
_____________________________________________________________
_______
> Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
> For help send mail with subject "HELP"
to:fordtrucks-request lofcom.com
> Comments and suggestions are welcome, use:
kpayne mindspring.com

------------------------------

Date: Tue, 06 May 1997 07:06:42 -0500
From: Kevin Lindstedt
To: fordtrucks lofcom.com
Subject: Re: Axle Tag Numbers
Message-Id:
Content-Type: text/plain; charset="us-ascii"

At 05:00 AM 5/6/97 -0700, you wrote:
>Are you sure that wasn't 3.75?
>
Yeah, pretty sure, had to scrape off a lot of grease and gunk, but it sure
looked like a 2!

>
>
>Jim Strigas jstrigas worldnet.att.net
>'73 Ford F100 (302 2bbl C4 Auto Ford 9" 3.25. Daily
>driver)
>'83 Yamaha XJ900RK (Best Gift of my life! From my best
>friends! RSCL)
> '77 Buick EstateWagon (Beast of Immense Magnitude!)
>
>These are "The Good Old Days"!
> Be Cool Daddy-O B-)>
>

------------------------------

Date: Tue, 6 May 1997 05:27:20 -0700
From: "Jim"
To:
Subject: Re: Axle Tag Numbers
Message-ID:
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

My Chilton shows the following for 1978 Rear axle codes and
ratios. You can find the plate on your drivers door. The 9
means you have a 9" inch you should be vary happy! I see if
I can find the rest!

C8 3.73
D7 4.10
23 331
24 4.10
38 3.73
H4 3.25
H9 4.11



Jim Strigas jstrigas worldnet.att.net
'73 Ford F100 (302 2bbl C4 Auto Ford 9" 3.25. Daily
driver)
'83 Yamaha XJ900RK (Best Gift of my life! From my best
friends! RSCL)
'77 Buick EstateWagon (Beast of Immense Magnitude!)

These are "The Good Old Days"!
Be Cool Daddy-O B-)>


----------
> From: Kevin Lindstedt
> To: fordtrucks lofcom.com
> Subject: Re: Axle Tag Numbers
> Date: Tuesday, May 06, 1997 5:06 AM
>
> At 05:00 AM 5/6/97 -0700, you wrote:
> >Are you sure that wasn't 3.75?
> >
> Yeah, pretty sure, had to scrape off a lot of grease and
gunk, but it sure
> looked like a 2!
>
> >
> >
> >Jim Strigas jstrigas worldnet.att.net
> >'73 Ford F100 (302 2bbl C4 Auto Ford 9" 3.25. Daily
> >driver)
> >'83 Yamaha XJ900RK (Best Gift of my life! From my best
> >friends! RSCL)
> > '77 Buick EstateWagon (Beast of Immense Magnitude!)
> >
> >These are "The Good Old Days"!

> > Be Cool Daddy-O B-)>
> >
>
>
>
_____________________________________________________________
_______
> Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
> For help send mail with subject "HELP"
to:fordtrucks-request lofcom.com
> Comments and suggestions are welcome, use:
kpayne mindspring.com

------------------------------

Date: Tue, 6 May 1997 08:40:37 -0400
From: "Henry Van Dyke"
To:
Cc: "Jesse Marcellus"
Subject: Re: DRL module
Message-Id:
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

On the '94 F-series the connector for the DRL is on the radiator support
below the headlight assembly on the driverside. There is a shorting plug
which needs to be removed and the module plugs directly in. The DRL module
is available a select FORD dealers (near the canadian boarder). I tried to
obtain the part here in NJ and had no luck, even with giving them the part
number. LOU FUSZ 800-533-2175 carried the module, which cost around $35
plus shipping. Mention that you saw their ad in Car&Driver for the 25%....


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