5.1 The oil in a two-stroke-cycle gasoline engine is either mixed with the fuel prior to use or is metered into the fuel supply at, or at some point prior to, its passage into the engine crankcase. The possibility of the amount of oil actually present in the engine being less than optimum always exists. Also, with some oil metering systems short periods of operation with less oil than desirable can occur when the power is increased suddenly. It has also been found that the incidence of piston scuff early in the life of the engine might be related to the lubricity of the oil used as defined by test procedures of this type.1.1 This test method2 evaluates the ability of lubricants to minimize piston and bore scuffing in two-stroke-cycle spark-ignition gasoline engines.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

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This test method provides data for comparison of the evaporation rate of lubricants used in unshielded bearings in the space environment.1.1 This test method covers the determination of the rates of volatilization of lubricants in a thermal-vacuum environment at pressures and temperatures necessary to obtain a measurable rate of evaporation, or evidence of decomposition.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

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5.1 The PAI is representative of the quantity of all the compounds containing a carbonyl function that have formed by the oxidation of the lubricant (aldehydes, ketones, carboxylic acids, esters, anhydrides, etc.). The PAI gives representative information on the chemical degradation of the lubricant which has been caused by oxidation.5.2 This test method was developed for transmission oils and is used in the CEC L-48-A-00 test (Oxidation Stability of Lubricating Oils Used in Automotive Transmissions by Artificial Aging) as a parameter for the end of test evaluation.1.1 This test method covers the determination of the oxidation of used lubricants by FT-IR (Fourier Transform Infrared Spectroscopy). It measures the concentration change of constituents containing a carbonyl function that have formed during the oxidation of the lubricant.1.2 This test method may be used to indicate relative changes that occur in an oil under oxidizing conditions. The test method is not intended to measure an absolute oxidation property that can be used to predict performance of an oil in service.1.3 This test method was developed for transmission oils which have been degraded either in service, or in a laboratory test, for example a bulk oxidation test. It may be used for other in-service oils, but the stated precision may not apply.1.4 The results of this test method may be affected by the presence of other components with an absorbance band in the zone of 1600 cm-1 to 1800 cm-1. Low PAI values may be difficult to determine in those cases. Section 6 describes these possible interferences in more detail.1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 Explosive reactivity has resulted when parts made from some light alloys, typically high in aluminum and magnesium, are loaded under shear conditions while in contact with certain lubricants. A typical example is a threaded part, lubricated with a chlorofluorocarbon grease, pulled up normally tight.1.1 This test method is used to evaluate for explosive reactivity of various lubricants in the presence of aerospace alloys under high shear conditions.1.2 The values stated in SI units are to be regarded as the standard. In cases where materials, products, or equipment are available in inch-pound units only, SI units are omitted.1.3 This standard is used to measure and describe the response of materials, products, or assemblies to heat and flame under controlled conditions, but does not by itself incorporate all factors required for fire hazard or fire risk assessment of the materials, products, or assemblies under actual fire conditions.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

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5.1 This test method is primarily intended for the evaluation of lubricants for use in two-stroke-cycle engines of high specific output.Note 1—If the test method is being used to satisfy a portion of Specification D4859, refer to the specification for the pass-fail criteria.1.1 This test method2 evaluates the performance of lubricants intended for use in two-stroke-cycle spark-ignition gasoline engines that are particularly prone to ring sticking. Piston varnish and spark plug fouling are also evaluated.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

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5.1 Two-stroke-cycle gasoline engines are generally more prone to preignition than are four-stroke-cycle engines due to the absence of the internal cooling that takes place during the induction stroke of the four-stroke-cycle engines. Preignition can lead to major piston damage, either directly due to localized overheating or as the result of preignition-induced detonation. Some lubricant additives that are widely used in four-stroke-cycle gasoline engine oils are known to increase the probability of preignition in gasoline two-stroke-cycle engines. This procedure is used to determine the tendency of an oil to induce preignition in both water-cooled and air-cooled two-stroke-cycle gasoline engines.1.1 This test method2 evaluates the performance of lubricants intended for use in two-stroke-cycle spark-ignition gasoline engines that are prone to preignition.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

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5.1 Precision equipment and high pressure hydraulic machinery require filtered lubricants and fluids to prevent damage from the circulation of hard particulate contaminants. Three types of particulate contaminants are present in lubricants and hydraulic fluids: built in contaminants from the machinery assembly process, generated contaminants from equipment wear, and contaminants that enter from external sources.5.2 The ability of lubricants and hydraulic fluids to retain their filterability is critical for efficient and reliable machine performance. Normally, the pressure differential across a filter will increase gradually as the filter accumulates dirt, sludge, and wear debris. In order to prevent the filter from collapsing, bypass valves in the filter assembly open when the differential pressure gets too high. If a filter becomes blocked by precipitating additives or other contaminants, the bypass valve will open. This can lead to an equipment shutdown or circulation of damaging particles throughout the machine.1.1 This test method covers determination of the dry filterability of lubricants and hydraulic fluids based upon mass flow rate measurements through a 0.8 µm membrane after ageing (Note 1). The procedure applies to lubricants and hydraulic fluids that are formulated with American Petroleum Institute (API) Group I, II, III, IV, and certain V base stocks. Products formulated with water or base stocks that are heavier than water are out of scope.NOTE 1: This test method is similar to ISO 13357 but differs from the ISO method in the manner by which filterability is assessed. In ISO 13357, volume flow rates are used to determine filterability. In this test method, mass flow rates are used. Measurements of filterability based on mass flow rates facilitate automation and can be less susceptible to operator error.NOTE 2: Residual water due to atmospheric conditions or contaminants is in scope for these samples and it is typically low for most in process samples.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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4.1 The purpose of this guide is to report on the testing of, to discuss and compare the properties of, and to provide guidelines for the choice of lubricants for precision rolling element bearings (PREB). The PREB are, for the purposes of this guide, meant to include bearings of ABEC 5 quality and above. This guide limits its scope to oils used in PREB and is to be followed by a similar document to encompass greases used in PREB.4.2 The number of lubricants, both oils and greases, used in PREB increased dramatically from the early 1940s to the mid 1990s. In the beginning of this period, petroleum products were the only widely available base stocks. Later, synthetic lubricants became available including synthetic hydrocarbons, esters, silicones, and fluorinated materials, including perfluorinated ethers and the fluorosilicones. This broad spectrum of lubricant choices has led to the use of a large number of different lubricants in PREB applications. The U.S. Department of Defense, as a user of many PREB, has seen a significant increase in the logistics effort required to support the procurement and distribution of these items. In addition, as time has passed some of the lubricants used in certain PREB are no longer available. The SRG Series, LSO-26, and Teresso V-78 are examples of such lubricants. This implies that replacement lubricants must be found as, in this era of extending the lifetime of DoD assets, stockpiles of replacement parts become depleted.4.3 One of the primary goals of this study was to take a broad spectrum of the lubricants used in PREB and do a comprehensive series of tests on them in order that their properties could be compared and, if necessary, potential replacement lubricants identified. This study is also meant to be a design guide for choosing lubricants for PREB applications. This guide represents a collective effort of many members of this community who span the spectrum from bearing manufacturers, original equipment manufactures (OEMs), lubricant manufacturers and suppliers, procurement specialists, and quality assurance representatives (QARs) from DoD and end users both inside and outside DoD.1.1 This guide is a tool to aid in the choice of an oil for precision rolling element bearing applications. There are two areas where this guide should have the greatest impact: (1) when a lubricant is being chosen for a new bearing application and (2) when a lubricant for a bearing has to be replaced because the original lubricant specified for the bearing can no longer be obtained. The Report (Section 5) contains a series of tests performed by the same laboratory on a wide variety of oils commonly used in bearing applications to allow comparisons of those properties of the oil that the committee thought to be most important when making a choice of lubricant. This guide contains a listing of the properties of oils by chemical type, that is, ester, silicone, and so forth. This organization is necessary since the operational requirements in a particular bearing application may limit the choice of lubricant to a particular chemical type due to its temperature stability, viscosity index or temperature-vapor pressure characteristics, and so forth. The Report includes the results of tests on the oils included in this study. The Report recommends replacement lubricants for those oils tested that are no longer available. The Report also includes a glossary of terms used in describing/discussing the lubrication of precision and instrument bearings. The Report presents a discussion of elastohydrodynamic lubrication as applied to rolling element bearings.1.2 Although other compendia of lubricant properties have been published, for example, the Barden Product Standard, Lubricants2 and the NASA Lubricant Handbook for the Space Industry3, none have centered their attention on lubricants commonly used in precision rolling element bearings (PREB). The PREB put a host of unique requirements upon a lubricant. The lubricant must operate at both high and low temperatures. The lubricant must provide lubrication for months, if not years, without replenishment. The lubricant must be able to support high loads but cannot be so viscous that it will interfere with the operation of the bearing at very high speeds or low temperatures, or both. The lubricant must provide boundary lubrication during low-speed or intermittent operation of the bearing. And, in many applications, its vapor pressure must be low enough under operating conditions that evaporative losses do not lead to lubricant depletion or contamination of nearby components. These and other considerations dictated the series of tests that were performed on each lubricant included in this study.1.3 Another important consideration was encompassed in this study. Almost all of the testing was performed by the same laboratory, The Petroleum Products Research Department of the Southwest Research Institute in San Antonio, Texas, using ASTM procedures. This continuity of testing should form a solid basis for comparing the properties of the multitude of lubricants tested by avoiding some of the variability introduced when lubricants are tested by different laboratories using different or even the “same” procedures.1.4 It should be noted that no functional tests (that is, bearing tests) were performed. The results of the four-ball wear test give some comparison, “a figure of merit,” of the lubrication properties of the oils under the condition of this test. But experience has shown that testing the lubricant in running bearings is the best means of determining lubricant performance.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 Knowledge of the water content is important in lubrication, as large amounts of water can cause corrosion fatigue in steel bearings, and the complete absence of water can cause metal scuffing.5.2 High water content has an accelerating effect on oxidation of lubricants, and can also contribute to foaming, especially at high altitude or temperature, or both.1.1 This test method covers a procedure for estimating the equilibrium solubility of water and its vapor in hydrocarbon and aliphatic ester lubricants, at temperatures between 277 K and 373 K. The test method is limited to liquids of low to moderate polarity and hydrogen bonding, with predicted solubilities not over 1000 ppm by weight in hydrocarbons, or 30 000 ppm by weight in oxygenated compounds, at 298 K.1.2 Specifically excluded are olefins, nitriles, nitro compounds, and alcohols.1.3 This test method is recommended only for liquids not containing widely different chemical species. This excludes blends of esters with hydrocarbons, and lubricants containing detergents, dispersants, rust preventives, or load carrying additives.1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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4.1 Accurate elemental analysis of petroleum products and lubricants is necessary for the determination of chemical properties, which are used to establish compliance with commercial and regulatory specifications.4.2 Inductively coupled plasma-atomic emission spectrometry is one of the more widely used analytical techniques in the oil industry for multi-element analysis as evident from at least twelve standard test methods (for example, Test Methods C1111, D1976, D4951, D5184, D5185, D5600, D5708, D6130, D6349, D6357, D7040, D7111, D7303, and D7691) published for the analysis of fossil fuels and related materials. These have been briefly summarized by Nadkarni (1).54.2.1 Determination of mercury and trace metals in crude oils using atomic spectroscopic methods is discussed in Guide D8056.4.3 The advantages of using an ICP-AES analysis include high sensitivity for many elements of interest in the oil industry, relative freedom from interferences, linear calibration over a wide dynamic concentration range, single or multi-element capability, and ability to calibrate the instrument based on elemental standards irrespective of their elemental chemical forms, within limits described below such as solubility and volatility assuming direct liquid aspiration. Thus, the technique has become a method of choice in most of the oil industry laboratories for metal analyses of petroleum products and lubricants.4.4 In addition to the ICP-AES standards listed in 2.2, a new ICP-MS standard, Test Method D8110, has been issued for analysis of distillate products for multi-element determination of Al, Ca, Cu, Fe, Pb, Mg, and K.1.1 This practice covers information on the calibration and operational guidance for the multi-element measurements using inductively coupled plasma-atomic emission spectrometry (ICP-AES).1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 Thermal stability characterizes physical and chemical property changes which may adversely affect an oil's lubricating performance. This test method evaluates the thermal stability of a way lubricant in the presence of copper and steel rods at 100 °C. Deposits and rod colors are the evaluation criteria. No correlation of the test to field service has been made.5.2 This test method is intended for use in qualifying a way lubricant, rather than for quality control or condition monitoring purposes.1.1 This test method covers the evaluation of the thermal stability of hydrocarbon-based way lubricants, although oxidation may occur during the test.1.2 The values stated in SI units are to be regarded as standard.1.2.1 Exception—The values given in parentheses are for information only.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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4.1 The purpose of this guide is to report on the testing of, to discuss and compare the properties of, and to provide guidelines for the choice of lubricating greases for precision rolling element bearings (PREB). The PREB are, for the purposes of this guide, meant to include bearings of Annular Bearing Engineer's Committee (ABEC) 5 quality and above. This guide limits its scope to lubricating greases used in PREB.4.2 The number of lubricating greases used in PREB increased dramatically from the early 1940s to the mid 1990s. In the beginning of this period, petroleum products were the only widely available base stocks. Later, synthetic base oils became available. They included synthetic hydrocarbons, esters, silicones, multiply alkylated cyclopentanes (MAC) and fluorinated materials, including perfluorinated ethers and the fluorosilicones. This broad spectrum of lubricant choices has led to the use of a large number of different lubricants in PREB applications. The U.S. Department of Defense, as a user of many PREB, has seen a significant increase in the logistics effort required to support the procurement and distribution of these items. In addition, as time has passed, some of the greases used in certain PREB are no longer available or require improved performances due to advanced bearing technology/requirements. This implies that replacement lubricating greases must be found, especially in this era of extending the lifetime of DoD assets, with the consequent and unprojected demand for sources of replacement parts.4.3 One of the primary goals of this study was to take a broad spectrum of the lubricating greases used in PREB and do a comprehensive series of tests on them in order that their properties could be compared and, if necessary, potential replacement greases be identified. This study is also meant to be a design guide for choosing lubricating greases for future PREB applications. This guide represents a collective effort of many members of this community who span the spectrum from bearing manufacturers, original equipment manufactures (OEMs), grease manufacturers and suppliers, procurement specialists, and quality assurance representatives (QARs) from DoD and end users both inside and outside DoD.4.4 It is strongly recommend that, prior to replacing a grease in a PREB, all of the existing grease should be removed from the bearing. Reactions may occur between incompatible greases resulting in severely degraded performance. When users have more than one type of grease in service, maintenance practices must be in place to avoid accidental mixing of greases. In addition, all fluids used specifically to prolong storage life of PREBs (preservatives) should be removed prior to lubricating the bearings. Reactions may occur which would degrade the grease.4.5 The base oils, thickeners, and additives dictates grease performances. The properties of many base oils can be found in the previous study (Guide F2161). This study included a discussion of elastohydrodynamic lubrication theory.1.1 This guide is a tool to aid in the choice of lubricating grease for precision rolling element bearing applications. The recommendations in this guide are not intended for general purpose bearing applications There are two areas where this guide should have the greatest impact: (1) when lubricating grease is being chosen for a new bearing application and (2) when grease for a bearing has to be replaced because the original grease specified for the bearing can no longer be obtained. The Report (see Section 5) contains a series of tests on a wide variety of greases commonly used in bearing applications to allow comparisons of those properties of the grease that the committee thought to be most important when making a choice of lubricating grease. Each test was performed by the same laboratory. This guide contains a listing of the properties of greases by base oil type, that is, ester, perfluoropolyether (PFPE), polyalphaolefin (PAO), and so forth. This organization is necessary since the operational requirements in a particular bearing application may limit the choice of grease to a particular base oil type and thickener due to its temperature stability, viscosity index or temperature-vapor pressure characteristics, etc. The guide provides data to assist the user in selecting replacement greases for those greases tested that are no longer available. The guide also includes a glossary of terms used in describing/discussing the lubrication of precision and instrument bearings.1.2 The lubricating greases presented in this guide are commonly used in precision rolling element bearings (PREB). These greases were selected for the testing based on the grease survey obtained from DoD, OEM and grease manufactures and evaluated according to the test protocol that was designed by Subcommittee F34 on Tribology. This test protocol covers the essential requirements identified for precision bearing greases. The performance requirements of these greases are very unique. They are dictated by the performance expectations of precision bearings including high speed, low noise, extended life, and no contamination of surrounding components by the bearing’s lubricant system. To increase the reliability of test data, all tests were performed by a DoD laboratory and three independent testing laboratories. There were no grease manufacturer’s data imported except for base oil viscosity. Most of tests were performed by U.S. Army Tank–Automotive Research, Development and Engineering Center (TARDEC) and three independent laboratories, and the results were monitored by the Naval Research Laboratory (NRL). This continuity of testing should form a solid basis for comparing the properties of the multitude of lubricating greases tested by avoiding some of the variability introduced when greases are tested by different laboratories using different or even the “same” procedures. Additional test data will be considered for inclusion, provided the defined protocol is followed and the tests are performed by independent laboratories.1.3 This study was a part of DoD Aging Aircraft Replacement Program and supported by Defense Logistic Agent (DLA) and Defense Supply Center Richmond (DSCR).21.4 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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4.1 This test method simulates the environment encountered by fully formulated lubricating fluids in actual service and uses an accelerated oxidation rate to permit measurable results to be obtained in a reasonable time. The use of metals provides catalytic reactive surfaces of those materials commonly found in real systems. The high temperature and air agitation help accelerate the oxidation reactions that are expected to occur. Moisture in the air adds another realistic condition that encourages oil breakdown by facilitating acid formation.4.2 Interpretation of results should be done by comparison with data from oils of known field performance. The accelerated conditions likely will cause one or more of the following measurable effects: mass change and corroded appearance of some metals; change of viscosity; increase in acid number; measurable reaction products in the form of sludge; and mass loss of oil due to evaporation.4.3 This test method is most suitable for oils containing oxidation and corrosion inhibitors. Without such ingredient(s), the severe test conditions will yield rather drastic changes to the oil.1.1 This test method covers the testing of hydraulic oils, aircraft turbine engine lubricants, and other highly refined oils to determine their resistance to oxidation and corrosion degradation and their tendency to corrode various metals. Petroleum and synthetic fluids may be evaluated using moist or dry air with or without metal test specimens.1.2 This test method consists of a standard test procedure, an alternative Procedure 1, and an alternative Procedure 2. As there are variations possible with this test method, it will be up to the particular specification to establish the conditions required. In addition to temperature, the variables to specify if other than those of the standard procedure or alternative Procedure 1 or 2 are: test time, air flow and humidity, sample frequency, test fluid quantity, and metal specimen(s).1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3.1 Exception—The values in parentheses in some of the figures are provided for information only for those using old equipment based on non-SI units.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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