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Default JB4 single turbo setup & notes - 07-10-2013, 02:15 PM

Hey guys,

This is the thread for all information related to a JB4 to control your N54 single turbo kit. We'll use this thread as a place to keep firmware, notes, and settings.

BMS Single Turbo Silicon Filter: http://www.burgertuning.com/single_t...er_by_BMS.html

JB4 setup notes:

1) A MAC solenoid is required for single turbo boost control. Some kits include this and others don't. The part number is 35A-AAA-DDBA-1BA. We offer a plug and play version of the solenoid here:
http://www.burgertuning.com/N54_JB4_upgrades.html. Note that we suggest using hard lines for the solenoids as rubber lines tend to deteriorate over time and can cause major over boosting if they start leaking.

2) Special JB4 firmware is required to run this solenoid and is at the bottom of this post.

3) We suggest a 3.5 or 4bar TMAP sensor as the factory sensor can only read up to ~20psi. You can order the 3.5 or 4bar adapterst here: http://www.burgertuning.com/N54_JB4_upgrades.html

4) Single turbos require a special JB4 back end flash map. JB4 single turbo back end flash maps are posted in the open flash and MHD threads. Since a BEF is presumed there is no menu 4/2 or 4/3 setting required for single turbo firmware.

5) With the MAC solenoid in theory the JB4 can control up to 4x the wastegate spring but in practice smaller twin scroll turbos tend to be closer to 2.5x the wastegate spring. We suggest going 40% of your desired maximum boost target. So for a 30psi maximum target around a 12psi spring. Going too high on the spring will sacrifice partial throttle boost control and smoothness. Going too low will prevent you from hitting higher boost targets at higher RPM.

6) With single turbo firmware FF and dutybias are saved on a per map basis. As a starting point for any given map set dutybias all to 50 (level), FF relatively low, and let it learn itself up. Since there is such a wide variation of turbos, manifolds, etc, used we anticipate each setup will require some fine tuning for perfect boost control. Note to enable duty cycle by map settings dutybias 1500rpm must always be set to 50. This tells the JB4 to use your dutybias 2000rpm+ settings.

7) The JB4 single turbo firmware has a unique map set as noted below. Note map1 is the WG spring & safety map. Map0 disables the JB4 all together with boost running at the WG spring.

8) DWP (Default Wastegate Position) represents the JB4 single turbo spool mode setting 0-100%. A value of 75, the suggested starting point, will hold dutycycle to the MAC solenoid at 100% until boost is within 75% of its intended target. Holding dutycycle at 100% during spool improves turbo spool speed but holding it too long may result in boost jumping over target post spool. See this in action here: http://www.n54tech.com/forums/showpo...postcount=2607

9) Getting started: Always start your new turbo setup with map1 and do a quick log to ensure there are no boost leaks, out of control boost, and that the solenoid has been plumbed in properly. If boost goes over the WG spring rating on map 1 then something is wrong with your install. Fix it. Once you're comfortable the car is running OK on the WG spring map1 then move up to map2, set dutybias all to 50 (default), FF relatively low like 20, and evaluate it.

Note with single turbo firmware IAVG represents bank2 fuel trims. If bank1 trims and bank2 trims deviate by more than around 20% the JB4 will throw a WG spring safety with last safety mode = 5.

JB4 Single Turbo FAQ:

What fuel upgrades are suggested?

As with a hybrid turbo setup the fueling upgrades are largely a factor of what fuel you intend to use (e.g. pump gas, E85, or mixtures of E85), and how much power you intend to make. The following are some rough guidelines to get you in the ballpark for what you might require:

Pump fuel or unleaded race gas up to 500whp: There is a good chance your factory fuel system will support this.
Pump fuel or unleaded race gas up to 600whp: A good low pressure fuel pump upgrade is required like the Fuel-IT Stage2 or Stage3 drop in replacement.
E85 mixtures of 40% up to 550whp: A good low pressure fuel pump upgrade is required like the Fuel-IT Stage2 or Stage3 drop in replacement.
Straight E85 up to 700whp: Fuel-IT Stage3 low pressure, JB4 integrated port injection.
Straight E85 up to 900whp: Fuel-IT Stage4 with return line kit, JB4 integrated port injection.

Also note that adding in JB4 integrated water/meth injection can raise the power ceiling 50-75whp depending on nozzles used.

What are the benefits of running a JB4 rather than flash only for single turbo use?

While it's possible to tune a single turbo without a JB4 doing so comes with many disadvantages.

1) The JB4 includes more robust safety systems than are possible via flash only. Starting with fundamental safety systems like dropping to WG spring pressure if boost exceeds a user defined value, if the air/fuel ratio in either bank turns dangerously lean, or if fuel pressure drops below a safe level. While you might think the DME alone can handle these basic safety systems surprisingly it's not the case. The DME will happily let you run along at full power and a 18:1 AFR, with boost pegged if a WG line drops off, and the only fuel pressure safety provided is when fuel pressure drops down so low fuel injection itself has to be suspended. In addition to these basic safety systems the JB4 offers layered advanced safety systems. For example it monitors fuel trims bank to bank and reverts to safety if they exceed more than a 15% variance indicating a possible fuel distribution or o2 sensor issue. Common with single turbos. Port injection and WMI add extra failure points and the JB4 control provides advanced advanced safety systems for them as well. The port injection FAQ covers the basics.. The JB4 is also configured to allow the factory throttle blade safety system to remain functional in the event of a serious overboost where a line pops off a WG or similar.

2) The JB4 boost control system is programmed as absolute meaning you'll always target a specific boost level. Unlike the DME which naturally implements a LOAD control system where boost levels go down when it's cold and go up when its warm. The opposite of what you generally want for turbocharged performance. In addition the JB4 single turbo setup is quick and easily adaptable to a wide range of setups eliminating the need for expensive custom boost tuning and the risks that come with repeated logs on systems that are not yet setup. It's not uncommon for engine damage to occur while a new setup is initially being dialed in. In addition the pedal to boost mapping, spool aggression, boost by gear, and other critical factors can be easily adjusted in dash on the fly to suit the needs for the particular track or racing situation. Automatic compensation for o2 sensors under exhaust back pressure is also managed by the JB4. The JB4 automatically builds a base dutycycle curve for each map ensuring consistent performance across a wide range of racing conditions.

3) On the fly changes. Whether it's changing the boost/power level, boost by gear setting (including being able to disable it on the fly for burn outs or if traction turns out to be better than expected), pedal input, 2STEP RPM, or what gauges are shown in dash, the JB4 allows a wide range of user adjustment real time from the drivers seat without having to use a 3rd party device or risk programming the DME between runs.

4) The JB4 allows for much better real time feedback to the driver. User adjustable in dash gauges allow you to keep a constant eye on boost, timing, knock, meth flow, and/or AFR, all selectable and changeable on the fly from the drivers seat. A user adjustable shift light can be triggered making rowing through the gears easier. JB4 Mobile allows wireless bluetooth logging via your Android or Apple phone without a cable locked in your OBDII port.. In addition you can select map0 on the fly to allow OBDII port logging and diagnostics when needed for vehicle service. The JB4 default logging set includes all relevant data required for tuning including boost, timing cylinders 1-6, AFR and fuel trims in both banks, high and low fuel pressure, load, calculated torque, trans temperature, and many other parameters. The JB4 provides a simple to use but incredibly robust data logging system eliminating the need to select what parameters to record before each run and providing instant on the fly charting without the need of 3rd party internet programs. We routinely add parameters to the JB4 logging set based on customer feedback and evolving tuning requirements.

5) Integrated JB4 features such as no lift shift, 2step, anti-lag, port injection control, flex fuel sensor, and progressive water/meth (WMI) control eliminate the need for independent add on boxes that are more difficult to install and technically unable to communicate with each other. Integration allows these extra features to share information for a smooth and cohesive tuning solution. For example with the JB4 NLS and JB4 port injection control when you press the clutch in for NLS your port injection flow is momentarily suspended to avoid huge backfires that have been known to blow out o2 sensors and in extreme cases blow up intake manifolds. When the DME requests a torque drop due to traction or stability control the JB4, WMI, and PI systems all respond accordingly. JB4 anti-lag has a dedicated user adjustable boost limiter to avoid unnecessary engine stress while engaged. WMI integration is able to hold boost levels low UNTIL fluid is flowing adequately to prevent spool up and transitional knock, adjust your boost target if the fluid being injected turns out not to be as potent as was expected or required to prevent knock, and in the event of a fail-safe depending on the severity of the situation either lower your boost target partially OR instantly dump boost out the diverters/close the throttle/cut timing. These are just some of the many examples of why having add on boxes an features all integrated through a single system is advantageous.

6) The JB4 is widely used and widely supported including free unlocked back end flash maps and custom mapping support from BMS via the n54tech support forum. BMS sponsors and attends several 1/4 mile and 1/2 mile races per year continuously improving the JB4 base maps and features based on real world experience and feedback. These updates are provided free of charge to JB4 customers via n54tech firmware posts.


JB4 Single Turbo Map Guide:

Map 0: Disables JB4. Required for any flashing or OBDII diagnostics.
Map 1: Wastegate spring, throttle closure over 17psi (also safety map)
Map 2: 17psi
Map 3: 20psi
Map 4: 23psi
Map 5: 26psi (31psi with 4bar TMAP)
Map 6: User definable map
Map 7: 28psi (33psi with 4bar TMAP)
Map 8: Progressive WMI map with integrated safety adjustable from 17psi to 33psi


Quote:
************************************************** ************************
*FUD N54 Single Turbo Firmware Options:
************************************************** ************************

bit0 - Disable steering wheel controls.
bit1 - Disable wastegate adaption.
bit2 - Enable E85 cold start fuel enrichment
bit3 -
bit4 - Enable meth input Aquamist algorithm where 0-100% flow = .5v - 4.5v input.
bit5 - Block anti-lag from engaging off brake pedal. Use only volume down button.
bit6 - Disable o2 pressure correction.
bit7 - Disable lambda adaption reset each startup.

FUA Single Turbo Firmware Options:

0-50 - Lock in a differential between DME target and ECU PSI to reduce the throttle safety. 0 = default operation. 26 units per PSI. e.g. a value of 26 would dampen throttle safety an addl psi. This value will also reduce effective load reported back to the DME by that amount. For diagnostic purposes only.

51 - Output clutch position under low fuel pressure. For troubleshooting NLS.
52 - Output o2 pressure sensor compensation under low fuel pressure.
56 - Output road speed instead of low fuel pressure.
57 - Output 4BAR learned adaption value instead of low fuel pressure.
58 - Change DB25#2 from methanol output to E85 analyzer input.

1st/2nd/3rd gear traction control. When enabled, hold volume up or channel down if you need to disable (for doing a burn out, etc).
v13_3 firmware

1) Revised virtual flex fuel sensor logic to support KLINE models. After loading new firmware DME has to be reset before you'll get any sort of virtual reading. Lock doors and wait 5 min if you want to test it right away.
2) Those with PortInjection should set "meth scaling" to 99, which tells the JB4 you are running a BMS PI controller and formats the PI input as needed. Soon we'll be adding additional PI safety systems that require this setting to be enabled.
3) Minor adjustment to PI scaling as a function of E85 reading, if enabled.

v13_2 firmware

1) Changes to support interface update described here: http://www.n54tech.com/forums/showthread.php?t=49376
2) Moved tuning adaption resets (octane, lambda, knock, afr) to 1/4 in dash, leaving only battery adaption reset on 1/7.
T1) Fixed possible port injection bug where a "too high" calculated injector dutycycle could overflow.
T2) Fixed bug with bank2 fuel trim logging.

v13_1 firmware

1) Various changes to port injection control logic.
2) Added support for virtual flex fuel sensor and related integration to bring up to spec with latest twin turbo firmware.
T16) Fixed bug with spool up mode not resetting after first spool up.

v13_0 firmware

1) Partial throttle mapping changes that when combined with the 3/15/17 ST BEF maps provide much smoother and more predictable partial throttle boost control.
2) Enabled menu11 for boost target to pedal aggression mapping. A value of 0 matches the previous setting and is the minimum value.
3) Added FUA=60 logic for WMI PWM control consistent with twin turbo notes.
4) Increased I factor slightly to improve PID targeting.

v12_9 firmware

1) Revised port injection control to reduce manual trans backfires during shifts.
2) Added fuel trim variance safety. If banks are more than 15% apart or either bank is in open loop for more than a second safety will trigger.

v12_8 firmware

1) Additional tweak to TMAP=2 4bar logic.
2) Adjustments to the 2STEP logic.

v12_7 firmware

1) Update to 4bar logic (TMAP=2) setting to correct false alarm 2ABD startup code
2) Added trans temp logging for automatics
3) Adjusted boost by gear settings such that any wheel control input disables the by gear boost setting. e.g. volume up or down, station up or down, or talk button. If equipped with anti-lag then volume down still triggers anti-lag and the anti-lag specific boost cap.

v12_6 firmware

1) Added tip-in fuel enrichment logic for JB4 port injection control to help reduce fuel pressure drops during sudden boost transitions.
2) Revised engine speed, IAT, and low fuel pressure port injection mapping
3) Changed DWP to represent spool mode behavior. This value now represents the % of boost target before the JB4 comes out of PWM=100 spool mode. 0=0% of boost target (fully disable) and 100=100% of boost target (over-shoot city). A value of 85% is suggested as a starting point.
4) Changed cold-start E85 logic so that it only triggers if FutureUseD bit2 is enabled.
5) Corrected bug in 2STEP logic

JB4 Single Turbo Back End Flash Maps are posted here: http://www.n54tech.com/forums/showpo...94&postcount=1

Required MAC solenoid with plug and play adapter:


Random old dyno threads:
Precision 5862 .84 vs. Comp 6465 .84 dyno comparison: http://www.n54tech.com/forums/showpo...&postcount=616
VM 6465 Twin Scroll Top Mount: http://www.n54tech.com/forums/showthread.php?t=27029
FFTEC 6266 Build: http://www.n54tech.com/forums/showthread.php?t=27819
MOTIV 750 Testing: http://www.n54tech.com/forums/showthread.php?t=31065
800whp VM Kit Testing: http://www.n54tech.com/forums/showthread.php?t=35069
Attached Images
  
Attached Files
File Type: txt jb4_n54_notes.txt (27.3 KB, 1190 views)
File Type: hex N54_G5_MAC_132_T2.hex (81.4 KB, 153 views)
File Type: hex N54_G5_MAC_133.hex (79.3 KB, 114 views)


Burger Motorsports
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It is the sole responsibility of the purchaser and installer of any BMS part to employ the correct installation techniques required to ensure the proper operation of BMS parts, and BMS disclaims any and all liability for any part failure due to improper installation or use. It is the sole responsibility of the customer to verify that the use of their vehicle and items purchased comply with federal, state and local regulations. BMS claims no legal federal, state or local certification concerning pollution controlled motor vehicles or mandated emissions requirements. BMS products labeled for use only in competition racing vehicles may only be used on competition racing vehicles operated exclusively on a closed course in conjunction with a sanctioned racing event, in accordance with all federal and state laws, and may never be operated on public roads/highways. Please click here for more information on legal requirements related to use of BMS parts.
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Default 07-10-2013, 04:31 PM

Could this work with single and dual waste gate setups?


Always listen to experts. They'll tell you what can't be done and why. Then do it.
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illrider illrider is offline
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Default 08-28-2013, 08:22 AM

Terry,

How well is the factory solenoid working with the external wastegate? I thought I remember reading somewhere that right now there is some overboost happening when boost is below the wastegate spring psi, but workingly properly at higher psi. Is this correct? Any progress on being able to control the solenoid properly all throughout the psi range?
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Default 08-28-2013, 08:26 AM

I know of 3 cars running now in this configuration and they report they are running well. You still have to tune it, of course. But the control system seems fine. Where you may run in to headaches is with trying to control boost levels lower than the wastegate spring. But on the piggyback end we can handle that.


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Default 08-28-2013, 09:37 AM

Quote:
Originally Posted by Terry @ BMS
I know of 3 cars running now in this configuration and they report they are running well. You still have to tune it, of course. But the control system seems fine. Where you may run in to headaches is with trying to control boost levels lower than the wastegate spring. But on the piggyback end we can handle that.
So would you recommend having a lower spring rate spring for the wastegate?
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Default 08-28-2013, 10:36 AM

I'd run a ~12psi spring to start. Later you may need to change that to a ~15psi.


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aflatau aflatau is offline
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Default 09-20-2013, 06:34 PM

Terry,

Which boost solenoid do we use for this? There is two of them.. does it matter which one we use? And also what do we do w the other one?
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Default 09-20-2013, 09:51 PM

Pick one at random. Put the other in your tool box as a spare.


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Default 10-10-2013, 08:01 PM

Our FFTEC kit should be installed shortly and we'll get to work on formal JB4 single turbo software. But, it looks like ISO27 firmware is working pretty damn well out of the box. Here is a customer single turbo log with a 14.5psi target dialed in against a 8psi wastegate spring. Boost is right on target!

I'm not sure what his hardware is exactly but looks like full boost by ~3500rpm!
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Default 10-11-2013, 08:23 PM

Hey T, any new AT solutions for higher hp/tq cars?


JB+RB=
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Default 10-11-2013, 08:41 PM

Nothing new on that front. Once it finally gives out I'll just have to try various rebuild options.


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Default 10-15-2013, 08:47 AM

Added a few notes to the first post. I'll add more as we go along.


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Default 10-15-2013, 04:57 PM

Quote:
Originally Posted by Terry @ BMS
Added a few notes to the first post. I'll add more as we go along.
Good info, does this mean you have your single turbo up and running?
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Default 10-15-2013, 05:11 PM

It lives!

Will start tuning it later this week.
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Default 10-21-2013, 08:38 PM

Added a photo above showing the solenoid mount.


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Default 10-21-2013, 08:56 PM

Holy sh&t!!!!!!!!!!!!!!!!
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Default 10-21-2013, 10:14 PM

Very very good. Race to 700? Tick tock
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Default 10-22-2013, 04:59 AM

I have been waiting for a long time for terry to come into the big turbo game! Can't wait to copy everything he does lol


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Default 10-22-2013, 05:20 AM

What kit is this or is this a home made kit?!?! Looks pretty awesome.
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Default 10-22-2013, 07:36 AM

Quote:
Originally Posted by josh135
What kit is this or is this a home made kit?!?! Looks pretty awesome.
It's the FFTEC 6466 kit.


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Default 10-22-2013, 08:59 AM

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Originally Posted by Terry @ BMS
It's the FFTEC 6466 kit.
It's about time that you go make some jawbreaking records
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Default 10-22-2013, 09:28 AM

Terry, are you planning to adapt the twin-turbo firmware to work with the single turbos as well (maybe have a toggle in the interface)? Or are you going to develop specific firmware for the single? Honestly, the twin-turbo firmware doesn't seem that far off.




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Default 10-22-2013, 09:55 AM

Bottom mount . I want to see that beautiful turbo.


Burger Motorsports
Home of the Worlds fastest N20s, N54s, N55s, S55s, N63s, and S63s!

It is the sole responsibility of the purchaser and installer of any BMS part to employ the correct installation techniques required to ensure the proper operation of BMS parts, and BMS disclaims any and all liability for any part failure due to improper installation or use. It is the sole responsibility of the customer to verify that the use of their vehicle and items purchased comply with federal, state and local regulations. BMS claims no legal federal, state or local certification concerning pollution controlled motor vehicles or mandated emissions requirements. BMS products labeled for use only in competition racing vehicles may only be used on competition racing vehicles operated exclusively on a closed course in conjunction with a sanctioned racing event, in accordance with all federal and state laws, and may never be operated on public roads/highways. Please click here for more information on legal requirements related to use of BMS parts.
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Default 10-22-2013, 10:17 AM

Quote:
Originally Posted by Eleventeen
Terry, are you planning to adapt the twin-turbo firmware to work with the single turbos as well (maybe have a toggle in the interface)? Or are you going to develop specific firmware for the single? Honestly, the twin-turbo firmware doesn't seem that far off.
On the JB4 end we'll keep it in one firmware. So far, no major changes have been needed but we'll have to keep an eye on it. Likely what we'll do is assume anyone using a 3.5 bar TMAP sensor is running a single or large twin turbo.

There will be a single turbo specific flash though. Working on that now. Here is a NLS log from this morning.
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Burger Motorsports
Home of the Worlds fastest N20s, N54s, N55s, S55s, N63s, and S63s!

It is the sole responsibility of the purchaser and installer of any BMS part to employ the correct installation techniques required to ensure the proper operation of BMS parts, and BMS disclaims any and all liability for any part failure due to improper installation or use. It is the sole responsibility of the customer to verify that the use of their vehicle and items purchased comply with federal, state and local regulations. BMS claims no legal federal, state or local certification concerning pollution controlled motor vehicles or mandated emissions requirements. BMS products labeled for use only in competition racing vehicles may only be used on competition racing vehicles operated exclusively on a closed course in conjunction with a sanctioned racing event, in accordance with all federal and state laws, and may never be operated on public roads/highways. Please click here for more information on legal requirements related to use of BMS parts.
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Default 10-22-2013, 10:33 AM

Quote:
Originally Posted by FastGti69
Bottom mount . I want to see that beautiful turbo.
Our 135i was dropped off at FFTEC this morning for top mount treatment.


Burger Motorsports
Home of the Worlds fastest N20s, N54s, N55s, S55s, N63s, and S63s!

It is the sole responsibility of the purchaser and installer of any BMS part to employ the correct installation techniques required to ensure the proper operation of BMS parts, and BMS disclaims any and all liability for any part failure due to improper installation or use. It is the sole responsibility of the customer to verify that the use of their vehicle and items purchased comply with federal, state and local regulations. BMS claims no legal federal, state or local certification concerning pollution controlled motor vehicles or mandated emissions requirements. BMS products labeled for use only in competition racing vehicles may only be used on competition racing vehicles operated exclusively on a closed course in conjunction with a sanctioned racing event, in accordance with all federal and state laws, and may never be operated on public roads/highways. Please click here for more information on legal requirements related to use of BMS parts.
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