SETUP TROUBLESHOOTING

 

                   Learning to Troubleshoot yor Setup

Chassis adjustments & possible causes
This section will list excessive chassis adjustments & what there effect on the chassis & or handling of the car will be. Please use this section only as a general guide. You may not see the same exact results as mentioned below. Other component settings may mask changes made in different areas. Adjustments in other areas may be needed first before you see some of the changes indicated below in certain areas. All troubleshooting answers assume the rest of the chassis is already set correctly or close to being correct.

CAMBER

Too much negative RF camber:

  • Inside of tire excessively hot.

  • Car turns into a corner too quickly or becomes loose.

Too much negative LF camber:

  • Inside of tire excessively hot.

  • Reduced pull to the left entering a corner.

  • Chassis will tighten up from the middle out.

Too much negative RR camber:

  • Inside of tire excessively hot.

  • Tight condition from the middle out.

Too much negative LR camber:

  • Inside of tire excessively hot.

  • Loose condition entering a corner.

Too much positive RF camber:

  • Outside of tire excessively hot.

  • Car turns into a corner too slowly & feels tight.

Too much positive LF camber:

  • Outside of tire excessively hot.

  • Increased pull to the left entering a corner.

  • Chassis will loosen up from the middle out.

Too much positive RR camber:

  • Outside of tire excessively hot.

  • Loose condition from the middle out.

Too much positive LR camber:

  • Outside of tire excessively hot.

  • Tight condition entering a corner.

CASTER

Too much caster:

  • Car is more difficult to steer, more effort is required. (more noticeable with a force feedback wheel)

  • Car will tend to loosen up the more the wheel is turned.

Not enough caster:

  • Car too sensitive, steering becomes twitchy.

  • Very little steering feel, less effort is required to turn. (more noticeable with a force feedback wheel)

Excessive caster stagger:

  • Harder to steer in one direction than the other.

  • Car will pull towards the side with less caster.

  • Car will feel loose entering a corner.

DIFFERENTIAL RATIO

Too high a ratio:

  • High rpms, potential for a blown engine.

  • Loss of traction or wheel spin when accelerating.

  • Loss of top speed at the end of a straight-away.

Too low a ratio:

  • Low rpms.

  • Car feels sluggish upon acceleration.

  • Car feels under powered.

FRONT BIAS

Too much front bias:

  • Will cause car to push.

Not enough front bias:

  • Will cause car to be loose.

FRONT BRAKE BIAS

Too much front brake bias:

  • Will cause car to push while braking.

Not enough front brake bias:

  • Will cause car to become loose while braking.

FRONT SWAY BAR

Too large a bar:

  • Car feels stiff, unstable & does not roll while cornering.

  • Car pushes through the corners.

  • Front may tend to slide & not take set.

  • Car may get tighter as you progress through turn.

Too small a bar:

  • Car rolls excessively while cornering & could bottom out on the RF.

  • Back of the car is hard to control & feels real loose.

  • Car is slow to respond when changing directions.

FRONT TOE OUT

Too much toe out:

  • Car feels difficult to turn into corner.

  • Car may not take set in the corner.

  • Car will want to push.

  • Car may wander under heavy braking.

Too much toe in:

  • Car turns into a corner quicker than it should with very little wheel movement.

  • Car will feel loose upon entry into a corner & is generally unstable.

GRILL TAPE

Too much tape:

  • Water temperature will rise. Potential engine damage.

  • Increased speeds

  • Front end will stick extremely well causing a loose condition.

Not enough tape:

  • Cool engine temperatures.

  • Slower top speeds.

  • Little or no front downforce will cause the car to push.

LEFT BIAS

Too much left bias:

  • Will cause car to pull to the left.

  • Car will turn left much easier than right.

  • Car will loosen itself up when negotiating left hand turns.

Not enough left bias:

  • Car will not turn left into a turn as easy.

  • Car will turn right much more easier.

  • Car will feel tight when negotiating left hand turns.

REAR SWAY BAR

Too large a rear sway bar:

  • Car will feel loose

  • May feel excessive wheel spin on exit.

Too small a rear sway bar:

  • Car will feel tight.

RIDE HEIGHT

Too low a ride height:

  • Car will bottom out.

  • On the RF,LF, & RR the car will feel loose.

  • On the rear will increase straightaway speeds.

Too high a ride height:

  • On the LR will loosen the chassis.

  • On the LR may cause the RF to bottom out.

  • On the RF will tighten the chassis.

  • On the rear will increase rear traction & bite.

SHOCKS

Front shocks too stiff:

  • Car will push entering the corner while braking.

  • Car will also push while accelerating exiting a corner.

Front shocks too weak:

  • Car will be loose entering a corner while braking.

  • Car will also feel loose exiting a corner while under acceleration.

Rear shocks too stiff:

  • Car will be loose entering a corner while braking.

  • Car will also feel loose exiting a corner while under acceleration.

Rear shocks too weak:

  • Car will push entering the corner while braking.

  • Car will also push while accelerating exiting a corner.

SPOILER

Too high a spoiler:

  • You'll notice slower straight-away speeds.

  • Chassis will feel tight while cornering.

Too low a spoiler:

  • Quicker straight-away speeds.

  • Chassis will feel loose while cornering.

SPRINGS

Front springs too stiff:

  • Car will Understeer.

  • Car feels stiff & unresponsive.

Front springs too weak:

  • Car will Understeer.

  • Front of car will dive entering a corner & may bottom out while braking.

  • Excessive body roll.

  • Mid turn push.

Rear springs too stiff:

  • Car will Oversteer when accelerating.

  • Excessive wheelspin.

Rear springs too weak:

  • Car will Understeer.

  • Excessive rear squat when accelerating possibly bottoming out.

  • Car will roll over onto the RR.

  • Car may be slow to take a set.

RF too stiff:

  • Car will push or Understeer.

RF too weak:

  • Car will be loose or Understeer.

LF too stiff:

  • Car will be loose or Understeer.

LF too weak:

  • Car will push or Understeer.

RR too stiff:

  • Car will be loose or Understeer.

RR too weak:

  • Car will push or Understeer.

LR too stiff:

  • Car will push or Understeer.

LR too weak:

  • Car will be loose or Understeer.

STEERING RATIO

Too high a ratio:

  • Slow steering response.

  • More steering required to negotiate a corner.

Too low a ratio:

  • Quick steering response.

  • Very little steering needed to negotiate a corner.

  • Car feels sensitive or twitchy.

TIRE PRESSURE

Front pressure too low:

  • Excessive heat in tire.

  • Car will Understeer.

Front pressure too high:

  • Cooler tire temperatures.

  • Higher temp. in the middle of the tire.

Rear pressure too low:

  • Excessive heat in tire.

  • Car will Oversteer.

Rear pressure too high:

  • Cooler tire temperatures.

  • Higher temp. in the middle of the tire.

RF too high:

  • Car will feel loose.

RF too low:

  • Car will feel tight.

RR too high:

  • Car will feel loose.

RR too low:

  • Car will feel tight.

LR too high:

  • Car will feel tight from the middle out.

LR too low:

  • Car will feel loose from the middle out.

LF too high:

  • Car will feel tight.

LF too low:

  • Car will feel loose.

TRACK BAR

Too low:

  • Car will roll less.

  • Car will Understeer or feel tight.

Too high:

  • Car will roll more.

  • Car will Oversteer or feel loose.

Right side too low:

  • Car will feel loose entering a corner while braking.

  • Car will push exiting a corner while accelerating.

Right side too high:

  • Car will push entering a corner while braking.

  • Car will feel loose exiting a corner while accelerating.

TRANSMISSION RATIO

Too high a ratio:

  • High rpms, potential for a blown engine.

  • Loss of traction or wheel spin when accelerating.

  • Loss of top speed at the end of a straight-away in 4th gear.

Too low a ratio:

  • Low rpms.

  • Car feels sluggish upon acceleration in 4th gear.

  • Car feels under powered.

WEDGE

Too much:

  • Car will push.

  • Prematurely worn RF & LR tires.

Not enough:

  • Car will be loose.

  • RF & LR tires not carrying there fair share of the load.


Handling problems & possible causes

This section will list various handling problems & what might be causing those handling problems. Please use this section only as a general guide. You may not see the same exact results as mentioned below. Other component settings may mask changes made in different areas. Adjustments in other areas may be needed first before you see some of the changes indicated below in certain areas. All troubleshooting answers assume the rest of the chassis is already set correctly or close to being correct.

CAR FEELS UNSTABLE

  • Excessive front toe.

  • Too soft a shock.

  • Too much camber stagger.

  • Excessive front or rear bias.

  • Not enough caster

  • Excessive caster stagger.

  • Front sway bar too stiff.

  • Excessive front or rear brake bias.

  • Fuel load had changed.

  • Too much grill tape.

  • Too low a ride height

  • Spoiler too low.

  • Wrong spring.

  • Steering ratio too low.

  • Steering linearity too high.

  • Tire psi. too low.

CAR FEELS UNRESPONSIVE

  • Tire psi too low.

  • Springs too soft.

  • Shocks too soft.

  • Front sway bar to small.

  • Track bar too high.

  • Too much caster

CAR FEELS OVER RESPONSIVE

  • Tire psi too high.

  • Springs too stiff.

  • Shocks too soft.

  • Front sway bar to large.

  • Track bar too low.

CAR IS LOOSE ENTERING CORNER

  • Too much stagger.

  • Not enough toe out.

  • Too much negative RF camber.

  • Too much positive LF camber.

  • RR camber too high.

  • Too much caster stagger.

  • RF caster too high.

  • Not enough front brake bias.

  • Not enough front bias.

  • Front sway bar too small.

  • Too much grill tape.

  • Too large a rear sway bar.

  • LR ride height too high.

  • LR shock rebound too stiff.

  • LF shock compression too soft.

  • RR shock rebound too stiff.

  • Front shock compression too soft.

  • Rear shock rebound too stiff.

  • Spoiler angle too low.

  • Front springs too weak.

  • Front spring stagger to high.

  • Rear springs too stiff.

  • RF spring too soft.

  • RR spring too stiff.

  • Front spring stagger too high.

  • Steering ratio too high.

  • RF tire psi. too high.

  • RR tire psi. too high.

  • LF tire psi. too low.

  • RF caster too high.

  • Track bar too high.

  • Right side track bar too low.

  • Wedge too low.

  • Too much trail braking.

  • Driver error. (erratic throttle & steering inputs)

CAR IS LOOSE IN THE MIDDLE OF A CORNER

  • Wedge too low.

  • RF spring too soft.

  • RR spring too stiff.

  • Too much rear spring stagger.

  • Front sway bar too soft.

  • RR psi. too high.

  • Stagger too high.

  • Track bar too high.

  • Front tire psi. too high.

  • LR tire psi. too low.

  • Excessive front toe (in or out)

  • Improper camber settings.

  • Not enough negative LF camber.

  • Excessive positive camber in the RR.

  • Too much positive caster.

  • Too high a differential ratio causing wheel spin.

  • LF shock compression too low.

  • LR shock rebound too high.

  • RR shock compression too high.

  • Right side track bar too high. (too much split on banked tracks)

  • Left side track bar too high, (Not enough split on flat tracks)

  • Not enough front bias.

  • Spoiler too low.

  • Driver error. Compensating for a corner entry push.

CAR IS LOOSE EXITING A CORNER

  • Too much stagger.

  • Wedge too low.

  • LF caster too low.

  • Too much positive LF camber.

  • LR spring too soft.

  • RR spring too stiff.

  • Decrease rear spring stagger.

  • RR tire psi. too high.

  • LR tire psi. too low.

  • Too high a differential ratio causing wheel spin.

  • Not enough front bias.

  • Too small a front sway bar.

  • Excessive front toe (in or out).

  • Too much grill tape.

  • Too large a rear sway bar.

  • LR ride height too high.

  • Rear shock compression too stiff.

  • Front shock rebound too soft.

  • Spoiler too low.

  • Rear spring stagger too high.

  • Front springs too weak.

  • Rear springs too stiff.

  • Track bar too high.

  • Track bar on right side is too high.

  • Driver error. (erratic throttle & steering inputs)

CAR PUSHES ENTERING CORNER

  • Not enough stagger.

  • Too much toe out.

  • Not enough negative RF camber.

  • Not enough positive LF camber.

  • Not enough caster stagger.

  • Too much front brake bias.

  • Too much front bias.

  • Front sway bar too large.

  • Not enough grill tape.

  • Too small a rear sway bar.

  • LR ride height too low.

  • LR shock rebound too weak.

  • Front shock compression too stiff.

  • Rear shock rebound too weak.

  • Spoiler angle too high.

  • Front springs too stiff.

  • Front spring stagger to low.

  • Rear springs too weak.

  • RF spring too stiff.

  • RR spring too soft.

  • Front spring stagger too low.

  • Steering ratio too low.

  • RF tire psi. too low.

  • RR tire psi. too low.

  • LF tire psi. too high.

  • RF caster too low.

  • Track bar too low.

  • Right side track bar too high.

  • Wedge too high.

  • Driver error.

CAR IS TIGHT IN THE MIDDLE OF A CORNER

  • Wedge too high.

  • RF spring too stiff.

  • RR spring too soft.

  • Not enough rear spring stagger.

  • Front sway bar too stiff.

  • RR psi. too low.

  • Stagger too low.

  • Track bar too low.

  • Front tire psi. too low.

  • LR tire psi. too high.

  • Excessive front toe (in or out)

  • Improper camber settings.

  • Too much negative LF camber.

  • Not enough positive camber in the RR.

  • Not enough positive caster.

  • Too low a differential ratio.

  • LF shock compression too high.

  • LR shock rebound too low.

  • RR shock compression too low.

  • Right side track bar too low. (not enough split)

  • Too much front bias.

  • Spoiler too high.

  • Driver error. Compensating for corner entry looseness.

CAR PUSHES EXITING A CORNER

  • Not enough stagger.

  • Wedge too high.

  • LR spring too stiff.

  • RR spring too soft.

  • RR tire psi. too low.

  • LR tire psi. too high.

  • Too low a differential ratio.

  • Too much front bias.

  • Too large a front sway bar.

  • Excessive front toe (in or out).

  • Not enough grill tape.

  • Not enough positive LF camber.

  • Too small a rear sway bar.

  • LR ride height too low.

  • Rear shock compression too soft.

  • Front shock rebound too stiff.

  • RR shock compression too low.

  • Spoiler too high.

  • Rear spring stagger too low.

  • Front springs too stiff.

  • Rear springs too soft.

  • Track bar too low.

  • Track bar on right side is too low. (not enough split)

On track adjustments
This section will discuss the adjustment options we have available to us during a race while pitting.

Once the race begins, were limited as to what we can adjust to help improve our chassis. The following is a list of options we can change during a pit stop:

  • Fuel

  • Tires/psi.

  • Wedge

  • Track Bar

  • Grill Tape

Increasing wedge (higher %) will tighten the chassis. Decreasing wedge (lower%) will loosen the chassis.

The important thing to remember when adjusting the track bar during a pit stop, is that your raising or lower the RIGHT side ONLY. In the garage were allowed adjustments on both sides. Because were only adjusting the right or frame side of the track bar, we are adding rear steer to the chassis. Therefore raising the the track bar during a pit stop will make the car looser under acceleration while at the same time tighten you up under braking. Lowering the right side of the track bar will have the opposite effect & will make the car tighter under acceleration & loosen you up while braking. The more you raise or lower the bar, the greater the effect on the chassis.

Adding grill tape reduces drag & increases speed. Adding tape also places more down force on the front end & can be used to loosen the car up through the corners. Be sure to keep an eye on your gauges. Too much tape will raise your water temperature & overheat your engine, you might be forced to make an extra pit stop to remove the tape to help cool the engine.

As you can see, the number of adjustments we have available to us during a race, are far less than we have in the garage. Because of this it is important to have your setup close before entering a race. Use the above adjustments to fine tune the chassis for the various weather conditions & to readjust your chassis as a race progresses.


Troubleshooting by component

This section will discuss each adjustable chassis component & there effect on the handling of the car. Please use this section only as a general guide. You may not get the same exact results as mentioned below. Other component settings may mask changes made in different areas. Adjustments in other areas may be needed first before you see some of the changes indicated below in certain areas. All troubleshooting answers assume the rest of the chassis is already set correctly or close to being correct.

Camber

  • More negative RF camber allows the car to turn into a corner quicker & will loosen up the chassis.

  • Less negative RF camber takes away some of the pull to the left. The car won't turn in as quicker into a corner & will tend to tighten the chassis.

  • More negative LF camber will reduce the pull to the left while tightening the chassis from the middle out.

  • More positive LF camber will increase the pull to the left & allow the car to turn into a corner quicker loosening the chassis.

  • More positive camber in the RR will loosen the car from the middle out.

  • More negative camber in the LR will loosen the chassis entering a corner.

Caster

  • More positive caster will loosen the chassis the more the wheel is turned through a corner.

  • Caster adjustments are better felt through a force feedback wheel.

  • The car will pull to the side with the lower amount of positive caster.

  • The higher the caster stagger, the easier the car will turn into a corner.

  • The higher the caster stagger, the less steering effort required. This will tend to give you a loose feeling upon corner entry.

Differential Ratio

  • The higher the ratio/number (6.56) the higher the rpms. Provides quicker acceleration, but slower top speeds.

  • The lower the ratio/number (2.86) the lower the rpms. Provides slower acceleration, but higher top speeds.

Final Drive Ratios

  • The higher the ratio/number the higher the rpms. Provides quicker acceleration, but slower top speeds.

  • The lower the ratio/number the lower the rpms. Provides slower acceleration, but higher top speeds.

Front Bias

  • More front bias will tighten the chassis.

  • Less front bias will loosen the chassis.

Front Brake Bias

  • More front brake bias will tighten the chassis entering a corner under braking.

  • Less front brake bias will loosen the chassis entering a corner under braking.

Front Sway Bar

  • The larger the bar the tighter the chassis.

  • The smaller the bar the looser the chassis.

Front Toe Out

  • Excessive front toe out will make a car turn slower into a corner, & cause a tight condition.

  • Excessive front toe in will make a car turn into a corner quicker, & may create a loose condition.

Fuel Level

  • Less fuel equals faster speeds.

  • The less fuel in the tank the tighter the chassis will become.

  • Splash = 2-3 gallons, 1/2 can = 5-6 gallons, 1 can = 11-12 gallons, 1 1/2 cans = 17-18 gallons, 2 cans = full tank.

Grill Tape

  • Higher tape % will increase speeds.

  • Higher tape % equals higher water temperatures.

  • Higher tape % will loosen the chassis.

Left Bias

  • Higher left side bias will help turn the car left into a corner & loosen a chassis when making left hand turns.

  • Higher right side bias will cause the car to Understeer when making a left hand turn.

Rear Sway Bar

  • The larger the bar the looser the chassis.

  • The smaller the bar the tighter the chassis.

Ride Height

  • Too low a ride height could cause the car to bottom out.

  • The higher the RF ride height the tighter the car will be.

  • The higher the REAR ride heights, the more drag on the straight-aways, but the better the rear will stick in the corners.

  • A higher LF will tighten the chassis.

  • A higher LR will loosen the chassis.

  • A higher RR will tighten the chassis.

Shocks

LF

  • Higher compression will tighten the chassis entering a corner.

  • Lower compression will loosen the chassis entering a corner.

  • Higher rebound will tighten the chassis accelerating out of a corner.

  • Lower rebound will loosen the chassis accelerating out of a corner.

RF

  • Higher compression will tighten the chassis entering a corner.

  • Lower compression will loosen the chassis entering a corner.

  • Higher rebound will tighten the chassis accelerating out of a corner.

  • Lower rebound will loosen the chassis accelerating out of a corner.

LR

  • Higher compression will loosen the chassis accelerating out of a corner.

  • Lower compression will tighten the chassis accelerating out of a corner.

  • Higher rebound will loosen the chassis entering a corner.

  • Lower rebound will tighten the chassis entering a corner.

RR

  • Higher compression will loosen the chassis accelerating out of a corner.

  • Lower compression will tighten the chassis accelerating out of a corner.

  • Higher rebound will loosen the chassis entering a corner.

  • Lower rebound will tighten the chassis entering a corner.

Asymmetrical changes:

  • The stiffer the shock, the less grip that tire will have.

  • Stiffer rebound on the left shocks will help the car turn in by slowing weight transfer to the right.

  • Stiffer compression on the right shocks will help the car turn in by also slowing weight transfer to the right.

  • Softer rebound on the front shocks will loosen the chassis exiting the corner.

  • Softer compression on the rear shocks will tighten the chassis exiting the corner.

  • Doing just the opposite mentioned above, on either compression or rebound will produce just the opposite results.

  • Asymmetrical changes seem to have a greater influence than individual shock changes.

The Basics In General:

  • Use the above info as a guideline only. Changing just one shock may not give you the exact results mentioned above. Other factors must be considered. Other shocks & settings as well as asymmetrical changes will produce different results with varying degrees of chassis changes or feelings based on other components & driving style.

Spoiler

  • The higher the angle the slower your straight-away speeds.

  • The lower the angle the faster your straight-away speeds.

  • The lower the angle the looser the chassis.

  • The higher the angle the tighter the chassis.

Springs

  • Weaker LF will make the car tight.

  • Weaker RR will make the car tight.

  • Weaker RF will make the car loose.

  • Weaker LR will make the car loose.

  • Stiffer RF will make the car tight.

  • Stiffer LR will make the car tight.

  • Stiffer LF will make the car loose.

  • Stiffer RR will make the car loose.

  • Overall stiffer front springs will make the car tight.

  • Overall stiffer back springs will make the car loose.

  • Overall weaker front springs will make the car loose.

  • Overall weaker back springs will make the car tight.

  • Increasing front spring stagger will tighten the car under acceleration & loosen it under braking.

  • Increasing rear spring stagger will loosen the car under acceleration & tighten it under braking.

Steering Ratio

  • The lower the ratio the quicker the steering response.

  • The higher the ratio the slower the steering response.

  • Lower ratios require less turning of the wheel to negotiate a corner.

  • Higher ratios require more turning of the wheel to negotiate a corner.

Tire Pressure

  • Higher psi in RF will loosen the car.

  • Lower psi in the RF will tighten the car.

  • Higher psi in RR will loosen the car.

  • Lower psi in the RR will tighten the car.

  • Higher psi in the LR will tighten the car from the middle out.

  • Lower psi in the LR will loosen the car from the middle out.

  • Higher psi in the LF will tighten the car.

  • Lower psi in the LF will loosen the car.

  • The lower the psi in a tire the hotter it will run.

  • The higher the psi in a tire the colder it will run.

  • Excessively low front tire psi will create a push.

  • Excessively low rear tire psi will create a loose condition.

  • Increasing the split (more RR psi than LR) increases stagger, helping the car to turn in the middle of a corner.

  • Increasing the split of the left & right side psi (more psi on the right) increases the pull to the left.

Tire Temperatures

  • Optimal temp range is between 190-240 degrees.

  • The hotter the tire the quicker it will wear.

  • The hottest tire on the car is the tire that is being worked the most. The coolest tire is the least worked.

  • Work on the corner of the chassis that is either the most overworked or least worked 1st.

  • A tire with too much NEGATIVE camber will show an excessively higher temperature at the INSIDE edges.

  • A tire with too much POSITIVE camber will show an excessively higher temperature at the OUTSIDE edges.

  • A tire that is OVER inflated will have a higher middle temperature than the inside & outside edges.

  • A tire that is UNDER inflated will have a lower middle temperature than the inside & outside edges.

  • A car with too much toe OUT will show higher temperatures on both INSIDE edges of the front tires.

  • A car with too much toe IN will show higher temperatures on both OUTSIDE edges of the front tires.

  • A RF tire that is HOTTER by more than 10 degrees over the RR indicates a tight condition.

  • A RF tire that is COLDER by more than 10 degrees over the RR indicates a loose condition.

  • A tire with the HIGHEST average temperature is the corner of the car that is being most worked.

  • A tire with the LOWEST average temperature is the corner of the car that is being least worked.

  • A RF & LR diagonal average that is the same or higher than the front & right side average indicates too much wedge.

  • A RF & LR diagonal average that is more than 10 degrees lower than the front & right side average indicates not enough wedge.

Track Bar

  • Raising the bar on both ends loosens the chassis.

  • Lowering the bar on both ends tightens the chassis.

  • Raising the right side of the bar loosens the car under acceleration, & tightens the chassis under braking.

  • Lowering the right side of the bar tightens the car under acceleration, & loosens the chassis while braking.

Transmission Ratios

  • The higher the ratio/number (6.56) the higher the rpms. Provides quicker acceleration, but slower top speeds.

  • The lower the ratio/number (2.86) the lower the rpms. Provides slower acceleration, but higher top speeds.

Wedge

  • Increasing wedge tightens the chassis.

  • Decreasing wedge loosens the chassis.

 

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