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HP2-Z37 - Fast Track - Applying HP FlexNetwork Fundamentals - Dump Information

Vendor : HP
Exam Code : HP2-Z37
Exam Name : Fast Track - Applying HP FlexNetwork Fundamentals
Questions and Answers : 50 Q & A
Updated On : January 17, 2019
PDF Download Mirror : HP2-Z37 Brain Dump
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HP2-Z37 Fast Track - Applying HP FlexNetwork Fundamentals

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HP2-Z37 exam Dumps Source : Fast Track - Applying HP FlexNetwork Fundamentals

Test Code : HP2-Z37
Test Name : Fast Track - Applying HP FlexNetwork Fundamentals
Vendor Name : HP
Q&A : 50 Real Questions

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HP Fast Track - Applying

HP CloudSystem: What precisely is it? | killexams.com Real Questions and Pass4sure dumps

HP claims to have put inner most cloud, hybrid cloud and possibly public cloud in its pocket to promote to organisations and service suppliers. but CloudSystem, because it is time-honored, is rarely so an awful lot a platform as a group of intersecting HP products and roadmaps to get cloud capabilities -- elastic, self-provider provisioning, storage and metered use -- into your records center.

At heart, it be the Cloud carrier Automation software that makes or breaks the HP cloud.

there is CloudSystem Matrix, CloudSystem commercial enterprise, CloudStart solution, Cloud carrier Automation, Cloud provider delivery, CloudMaps, Cloud Matrix operating environment, CloudSystem protection, CloudAgile, and on and on. HP has a lot of stuff stamped "cloud." What's more, there is no reduce-wrap; you pick bits right here and there, and HP helps you deploy and tune it. fortunately, there may be as a minimum one illustration in the wild to look what really constitutes an "HP cloud."

"sure, they do have much to analyze," noted Christian Teeft, VP of engineering for statistics center operator and functions issuer Latisys. Teeft referred to Latisys can also well have the primary are living CloudSystem environment at an HP client. Latisys is using the system to promote cloud infrastructure features, which come in "private" and "semi-inner most" alternate options; committed clouds for clients, as it have been.

Teeft observed Latisys intentionally leaned away from startups and smaller cloud platform vendors, talking to commercial enterprise vendors and different carrier providers like NewScale, Joyent, BMC and others about automation, however HP had the country club marquee valued clientele and Teeft appreciated the combination with HP's hardware.

"There are synergies with HP around hardware blade systems and ISS," he spoke of.

industry normal Server expertise Communications (ISS technology communications) is HP's way of distributing technology publications and thoughts to users, a bit of like Microsoft's TechNet.

Teeft spoke of cloud computing for business customers was fitting a reasonably mainstream request, besides the fact that children exact usage should be would becould very well be exploratory or restricted to certain workloads, all new customers wanted to peer the potential attainable.

"it's a checkmark on loads of RFPs and RFIs at the moment," he observed.

HP also touts the means of CloudSystem to make use of exterior public cloud services. Teeft mentioned he become aware of the capacity to do hybrid clouds but that wasn't valuable to him. Latisys' cloud is unequivocally staying excessive and dry from melding with different capabilities.

"Our workload is going to live inside our four partitions for now," he talked about.

Teeft referred to CloudSystem had two different key advantages for a service issuer. it's hypervisor agnostic, which means they can serve more than just VMware users, and unlike cloud-in-a-field solutions just like the vBlock or Oracle's Exalogic or Cisco's UCS, it may possibly run off a small hardware allotment at first.

"It allowed us to do a special scale… we failed to must sink a few million greenbacks right into a vBlock or some thing," he stated.

So what exactly is CloudSystem?The relevant element of CloudSystem is the Cloud service Automation software, which is in line with Opsware. HP is promoting three core components: HP Converged Infrastructure (running something referred to as the Matrix operating environment), Cloud carrier Automation (CSA) and HP's own assist features to keep it running.

The Matrix OE is HP insight, in fact, and handles low-level provisioning, monitoring and management for actual and virtual materials. It additionally helps with community administration through hooking into HP digital connect commercial enterprise supervisor (VCEM). Cloud carrier Automation is commonly Opsware, which HP received in 2007. That offers every thing else necessary to turn your infrastructure into a cloud -- the user interfaces (and user management), provisioning equipment, configuration and workflow equipment, and management/monitoring shows -- a front-end aid manager and orchestration device. it may tap into HP's personal Infrastructure as a carrier choices when those come on-line and with other public cloud capabilities like Amazon web services, based on the literature.

HP says that HP blades and 3PAR storage are the hardware component for CloudSystem, however say most x86-based servers and SAN storage can work with the Cloud service Automation software.

"They also promote that one by one, so you can just buy the application answer and put it for your hardware," referred to Forrester analyst Lauren Nelson, who has spoken to a handful of CloudSystem early adopters.

Nelson said that the CSA cloud platform provides the entire critical add-ons to show a bunch of servers into whatever corresponding to Amazon internet services or Rackspace Cloud. The consumer interface is rarely polished, in accordance with Nelson, but the functionality is there; it is on par with products like Eucalyptus, Abiquo and Cloud.com.

"With Abiquo, that you may alternate the color of the interface heritage, I believe," talked about Nelson.

The motive HP is promoting the utility one at a time instead of an exclusive hardware/utility bundle is that it needs to thrill each side: suppliers like Latisys, and also the shoppers who are on the fence about operating their personal infrastructure or outsourcing. there is a robust impulse in firms to do something within the approach of inner most cloud this 12 months, referred to Nelson, however users are looking to start small in the event that they perhaps can.

HP abruptly has a lot of stuff stamped "cloud."

"if your infrastructure is definitely at the back of, you are going to be taking a look at a hardware/application answer or hosted inner most cloud," she pointed out. "if you're no longer reasonably as worried about the hardware, you should be would becould very well be simply the utility this yr."

HP has a few extra application enhancements for the base platform, like Tipping aspect, which offers some network security, intrusion detection and traffic administration facets. CloudMaps are templates for the platform in accordance with usual business utility stacks, HP ArcSight may also be used for compliance, HP Storage necessities and the like. Aggregation Platform for SaaS (AP4SaaS) has billing and templates for application as a service providers baked in. All of these are sideshows to the Cloud provider Automation application.

IT giants compete for cloud dominanceNelson spoke of that, at the moment, simplest HP and IBM have an entire package to present firms round private cloud, which means completely built-in hardware and software to run and help it. Dell's partnerships with Joyent and Microsoft (Hyper-V quickly song) and its own virtual Infrastructure system (VIS) weren't at the equal stage, and the pure-play cloud systems require lots of work to tune for various types of infrastructure. they are also a riskier guess, as the agencies have an uncertain future.

HP has put up a huge tent for its deepest cloud items and piled it crammed with bric-a-brac. At coronary heart, besides the fact that children, it be the Cloud carrier Automation utility that makes or breaks the HP cloud. Experimenting with and adopting cloud products in residence is right away fitting a reality for many businesses, and the large carriers are clearly making an attempt to step up to the plate. but if nothing else, here's yet a further solution to display that cloud computing is not just more of the same historical statistics core operations.

Carl Brooks is the Senior expertise creator for SearchCloudComputing.com. Contact him at cbrooks@techtarget.com.


HP Inc. Unveils business's most efficient Label Press for Converters and types | killexams.com Real Questions and Pass4sure dumps

PALO ALTO, CA--(Marketwired - Mar 29, 2016) -  HP ( NYSE : HPQ ) these days introduced the HP Indigo 8000 Digital Press, the industry's most productive digital slender net press,(1) providing conclusion-to-conclusion label creation at double the pace prior to now available.(2)

HP also announced improvements for the HP Indigo 20000 and 30000 Digital Presses in addition to new ink and substrate options, providing converters and brands unmatched software percentages at sooner speeds.

"main brands are more and more leveraging HP Indigo labels and packaging options to engage with buyers in targeted, meaningful and measurable ways," stated Alon Bar Shany, generic manager, Indigo division, HP. "With ultra-modern announcement, converters are uniquely positioned to redefine labels and packaging necessities with improved productiveness, versatility and turnaround instances for a big range of applications."

excessive-price, brilliant label functions now enabled at faster speeds setting a brand new productivity benchmark in digital slim web printing, the HP Indigo 8000 Digital Press presents excessive-extent converters end-to-end label construction at doubled speeds up to eighty meters per minute or 262 feet per minute.(2) Working in-line or off-line with an ABG fast song semi-rotary die cut unit, the click gives a good all-digital workflow as well as real-time satisfactory assurance, the usage of AVT inspection technology.

The HP Indigo 8000, WS6800 and 20000 Digital Presses aid HP Indigo ElectroInk premium White, a versatile new ink that helps converters convey a much wider latitude of opacity ranges. moreover, the HP Indigo 8000, WS6800 and 20000 Digital Presses characteristic a brand new color automation equipment that perfects color accuracy, consistency and repeatability, enabling converters to reach any company colour in minutes.

next-stage bendy packaging options open new business alternatives The HP Indigo 20000 Digital Press now features an improve kit that enables:

  • Compatibility with new substrates, corresponding to polyethylene and stretchable materials, for a much wider range of high-volume flexible packaging, cut back sleeve, and in-mould and pressure-sensitive label functions, including lids and laminated tubes.
  • New colour capabilities, permitting advanced color matching and color consistency across jobs, presses and sites.
  • sooner turnarounds than up to now possible with HP Indigo Pack ready Lamination, which eliminates treatment time, enabling instant time to market.
  • assist for the brand new HP Indigo ElectroInk top class White in excessive-concentration 20-kilogram ink pails for industrial-scale productivity.
  • additionally, optimized converting solutions from Comexi, AB pics, Karville and different companions provide sooner near-line and in-line completing in addition to reduced waste and shorter setup times.

    larger productivity and new substrates deliver superb folding carton possibilities  The HP Indigo 30000 Digital Press improve kit raises productiveness as much as 30 percent and makes it possible for dozens of folding carton jobs per day.(three) the press allows new excessive-margin opportunities with synthetic media as well as metallized boards, polyvinyl chloride, polypropylene and polyethylene terephthalate materials. The HP Indigo 30000 Digital Press also gives new and improved security facets, such as micro text and barcodes.

    Designed chiefly for in-line completing with the HP Indigo 30000 Digital Press, the TRESU iCoat 30000 now presents protective and spot varnish in one flow as well as new embellishment capabilities with gold, silver and different excessive-viscosity flexo inks. The HP Indigo 30000 Digital Press is additionally appropriate with HP companion changing solutions for inspection, creasing, folding and gluing. Integration with AVT's inline inspection gadget ensures error-free production, automatically ejecting defective sheets.

    Availability The HP Indigo 8000 Digital Press and the HP Indigo WS6800, 20000 and 30000 Digital Press upgrades might be commercially attainable in 2016. All HP Indigo digital presses offer HP PrintOS connectivity, allowing valued clientele to display screen print status remotely as well as tune and enhance creation performance over time. HP PrintOS is expected to be obtainable for shoppers on can also 31, 2016.

    HP at drupa 2016 HP will exhibit the brand new solutions might also 31 - June 10 in hall 17 at drupa 2016 in Düsseldorf, Germany. HP is additionally showcasing these solutions at Dscoop Tel Aviv and Dscoop San Antonio in April.

    considering that drupa 2012, HP shoppers have more than doubled HP Indigo WS6000 series Digital Press installations to 1,000+ contraptions and have installed more than eighty HP Indigo 20000 and 30000 Digital Presses.

    This yr promises to be essentially the most social drupa yet, with attendees, newshounds, trade experts and brands becoming a member of within the #drupa2016 conversation. Add your voice to the discussion, and share your analysis of latest HP Indigo labels and packaging solutions and their expertise for consumers by means of adding the #ReinventPossibilities hashtag.

    Story continues

    more information in regards to the newest HP Indigo labels and packaging solutions is purchasable at www.hp.com/go/labelsandpackaging. Product movies and updates are available on fb, Twitter, YouTube and LinkedIn. 

    About HP Inc. HP Inc. creates expertise that makes lifestyles enhanced for everybody, everywhere. through our portfolio of printers, PCs, cell instruments, solutions, and capabilities, we engineer experiences that amaze. more counsel about HP is purchasable at http://www.hp.com.

    (1) The HP Indigo 8000 Digital Press is the most productive digital narrow web press out there according HP inside and impartial market statistics.

    (2) in comparison to the HP Indigo WS6800 Digital Press.

    (three) based on HP inner research in addition to client validations.

    © 2016 HP Inc. The tips contained herein is discipline to alternate without note. The handiest warranties for HP items and functions are set forth in the categorical assurance statements accompanying such products and functions. Nothing herein should be construed as constituting an extra assurance. HP shall no longer be accountable for technical or editorial mistakes or omissions contained herein.


    european pushes to hasten delivery of Japan alternate deal | killexams.com Real Questions and Pass4sure dumps

    BRUSSELS (Reuters) - the eu commission put forward a proposed free-trade contract with Japan for quick-track approval on Wednesday, hoping to avoid a repeat of the public protests that well-nigh derailed a exchange pact with Canada two years ago.

    the eu Union and Japan concluded negotiations to create the realm’s greatest financial enviornment in December, signalling their rejection of the protectionist stance of U.S. President Donald Trump. Now they need to see it go into force.

    The contract would remove ecu tariffs of 10 p.c on eastern automobiles and the 3 percent fee for most automobile materials. it will also scrap jap tasks of some 30 p.c on eu cheese and 15 p.c on wines, and comfy access to big public tenders in Japan.

    The tariff reduction and removal would reduce by means of 1 billion euros (£870.eight million) the can charge of eu items exported to Japan.

    The commission, which negotiates trade agreements for the ecu, will existing its proposals to the 28 european participants, along with one other deliberate exchange settlement with Singapore. eu countries, the eu Parliament, and the eastern parliament will ought to provide their assent earlier than the alternate pact can delivery.

    The commission hopes respective leaders will sign the ecu-Japan contract at a summit in Brussels in June or July and that each offers will come into drive via the middle of 2019, an formidable cut-off date in response to previous event.

    The eu is conscious of protests against and criticism of the eu-Canada complete financial and exchange agreement (CETA) in 2016, which culminated in a vicinity of Belgium threatening to wreck the deal. It provisionally entered drive ultimate September.

    each Brussels and Tokyo need to be certain the settlement can enter drive early in 2019, ideally before Britain leaves the european on the conclusion of March. If it does, it could follow immediately to Britain during a transition length except the end of 2020. otherwise, it might no longer.

    lots of Japan’s carmakers serve the ecu from British bases, and it has spoke of having a deal in force throughout the transition would buy it extra time to establish a separate change agreement with Britain.

    European Union flags flutter outdoor the ecu commission headquarters in Brussels, Belgium, March 12, 2018. REUTERS/Yves Herman

    One rationale the Japan deal might also get quick approval is that it doesn't deal with investment insurance policy, which critics say allows multinational companies to affect public policy with the probability of criminal motion.

    The contract could then enter force after approval by using the countrywide governments and the european Parliament, in preference to additionally having to secure clearance from countrywide and even regional parliaments.

    basically, european and jap negotiators have not agreed on the manner through which foreign traders should be blanketed.

    Reporting with the aid of Philip Blenkinsop; modifying by means of Robert-Jan Bartunek, Larry King and Andrew Heavens


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    No result found, try new keyword!At the same time, our integration teams are combining systems and processes, leveraging the strengths of both organizations and applying the best of both companies ... and we are on track to deliver o...

    Top Fuel monsters put on notice: 5,000-hp electric dragster has 8 world records in its sights | killexams.com real questions and Pass4sure dumps

    An Australian company is working from scratch to build the biggest, baddest electric powertrain ever hooked up to a set of wheels. Top EV Racing is aiming to violently end the dominance of fire-breathing Top Fuel cars at the drag strip, and smash acceleration and landspeed world records to boot.

    By now, everyone's well aware of the monstrous performance potential of electric drivetrains. The first time you stomp the gas on a humble Nissan Leaf commuter is a real eye-opener – let alone the sheer force of a Zero SR, or Tesla Model S.

    Neither of those are really designed as high performance machines, either. The Lightning LS-218 electric superbike is, and that thing accelerates fast enough to scare the hairs off the stoutest scrotum.

    Electric is no joke. But there are still heights to be scaled before the battery is crowned king over the combustion engine on the racetrack. When the flag drops, the bullshit stops and results speak for themselves.

    The Ultimate Challenge

    The quarter-mile drag strip is one of the purest tests of vehicle performance, and it's still ruled by the combustion engine; specifically, the Top Fuel class.

    These giant, mutant, 10,000-horsepower fire-breathers suck down more than 20 gallons of nitromethane fuel over the course of a pass. Their ear-splitting, 150-decibel, open exhaust headers are angled upward, and they push enough gas to give the car an extra 1,100 pounds worth of downforce to help with the almost-impossible task of sticking its giant rear tires to the drag strip.

    Fearsome doesn't cover these things. Within 0.8 seconds of launch, they're doing more than 100 mph, and they run a quarter mile in 4.5 seconds, hitting up to 332 mph at the finish line. That's in Australia, which is the only place that still lets them run that far. The rest of the world decided years ago that top speeds were getting out of control, and only runs them about three quarters of that distance … keeping top speeds to a much safer 328.8 mph.

    These are among the most extreme machines on the planet, a hair's breadth from explosive destruction at any given second, and ultimately these are the Goliaths that will need to be defeated if electric is to truly take over in the pure performance stakes.

    Electric drag racing is progressing fairly well, but it's nowhere near what the Top Fuel guys are doing. According to the National Electric Drag Racing Association, the current quarter-mile record for an electric dragster is 7.274 seconds @ 185 mph, set by the Swamp Rat team in Florida three years ago. That's crazy fast to you and me, but the 2.7 seconds between that and the Top Fuel record is an ocean of time in drag racing.

    In order to cover that distance and relegate combustion to the history books, electric drag racing has to take a huge leap forward – a leap that will require the biggest, baddest, highest discharge, most powerful electric powertrain ever hooked up to a set of quivering tires.

    Meet Top EV Racing

    This Western Australian company believes it's nearly ready to take on the Top Fuel challenge – and break an armful of drag racing, land speed and Guinness world records along the way.

    Top EV Racing is the brainchild of electronic engineer Michael Fragomeni, a long time drag race enthusiast, who drove a 9-second altered race car at the tender age of 12.

    Fragomeni and his team haven't just had to build a car. Off-the-shelf electric motors, inverters and battery packs simply can't produce and handle the massive power and discharge rates this task requires. So, using cutting-edge aerospace alloys, additive manufacture and generative design, the team has spent the better part of the last seven years working on the custom powertrain engineering.

    If this car lives up to its potential, it will be a foundational revolution in the sport of drag racing. Its 1,000-volt, 5,000-odd horsepower motor might fall short of the peak power figures of the Top Fuel cars, but it'll generate more than 17,000 pound-feet (23,049 Nm) of torque from zero RPM, has more "power strokes" per revolution, and should use its muscle in a far more controllable way than the combustion cars.

    The team believes it won't take long to beat the Top Fuel cars at their own game, under their own rules, and the Australian National Drag Racing Association (ANDRA) has agreed to let the Top EV car race alongside Top Fuel cars once it's sanctioned.

    If all goes to plan and they beat the best of the combustion world, things could get really interesting. Freed from the constraints of Top Fuel regulations, the Top EV team wants to start running a host of other new technologies that could make the car significantly faster and safer.

    And while acceleration times are the clear focus here, the team is also aiming at tarmac-based land speed records as well, with a stated target of half the speed of sound, or about 612 km/h (380 mph), down an airplane runway. These are wildly dangerous endeavors, accelerating terrifying amounts of electric energy to speeds that test the outer limits of control.

    We spoke with Top EV's director, electro-motive engineer and eventual driver Michael Fragomeni. A transcript follows:

    Loz: What's your timeline looking like right now?

    Fragomeni: We are about 12 months away from our debut run. When we debut the car we have to license both the car and me as a driver. We will need to complete a burnout, show we can launch the car and complete the quarter and half tracks.

    So we're going to be building the car up slowly. But we hope we can set a world record on our first day out, and then we've got another several to achieve after that as we continue to step the car up and learn the car.

    We're custom building the entire driveline, you can't buy this stuff off a shelf, and that's great part of what's taking time. In top fuel and like most motorsport racing, you can buy all of the engine and driveline parts from suppliers around the world and put it together. But for us it's new technologies, it's new development.

    We are also working towards commercializing these technologies. The components are scalable and can be used in other forms of motorsport including drag racing, but we are also eagerly exploring other industries and applications.

    If it was just about a race car, we could've built this out in the back shed, from a personal budget, and we could go fairly fast. But then it wouldn't be repeatable. This is all about building a business so we can support the car, take the race car around Australia and around the world in time, and grow to a multi-car team.

    So we've got to create a lot of new technologies, to be able to create and draw on the power that we need to achieve such.

    What kind of power are we talking about there?

    We've just been able to step up our inverter design and swing a bit more power to the motor. So we might end up close to 5,000 horsepower now. Yet we won't unleash that power straight away.

    It will probably take us 6 to 12 months from hitting the track to applying that full power because we want to be safe and repeatable, and keep the car off the walls. We're talking about 4,000-plus amps of current, so it's a considerable amount of energy. You approach it carefully and learn the car as we go. We're bound to find improvements along the way and implement those.

    We wear two hats really; we're racing competitively and going out there to put on an exciting exhibition. Really big burnouts and really show the crowd some exciting passes. But we're also developing the technologies and bettering that through constant research and development.

    Let's talk a bit about the records you're hoping to set.

    We're hoping to achieve drag racing records, and also land speed. On the drag strip, we want the Elapsed Time and Top Speed records for both the quarter and eighth mile. We want the Guinness World Records for fastest accelerating electric vehicle, and fastest accelerating wheel-driven vehicle outright. And we want land speed elapsed time and top speed records as well.

    We'd like to do land speed not only on the quarter mile, but also on asphalt. We're not really looking to hit the salt. The car is designed for an awful lot of launch energy. We really want the traction, so we would like to stay on asphalt.

    Zero to 200 km/h (124 mph) in 0.8 seconds over the first 20 meters, hitting over 7G's is the goal, and drag strips are prepared with sticky rubbery glue all down it. We're able to apply energy and get that launch. When we go to an aircraft runway, even though it's asphalt, it doesn't have that sticky preparation on it. So we're not going to be able to achieve the same launch forces on a long runway, we'll instead have a more consistent acceleration off the line, and hold it for a lot longer over the measured mile.

    Our top speed goal is half the speed of sound, 612 km/h (380 mph). That's more than enough for us now. The limit for rubber tires is about 800 km/h (497 mph). They just fly apart after that from the centrifugal force and dynamic loads. But we'll cross that bridge when we come to it.

    What kinds of tech are you developing to get there?

    Batteries, inverters, motors. There's also data acquisition, safety intervention, and active aerodynamics systems.

    How about traction control, will you be using anything like that?

    I'll have the feature to be able to completely "manual-ise" the car and it's all just up to me as a driver. Or I can turn on our closed-loop control systems.

    The Australian National Drag Racing Association will class us in Exhibition class, and that means we can pretty much do what we want, within safety regulations. But we do what to be able to compete fairly against the Top Fuel cars in time. We're trying to keep everything as Top Fuel sanctioned as possible so it's apples for apples, apart from the obvious driveline differences.

    So, the same minimum weight, the same chassis parameters, the same aerodynamics, but you can't have any closed loop controls, you can't have any real-time performance intervention. It can be pre-set before the run, but you drive the car essentially manually.

    We want to be able to do that, get as fast as we can under all the Top Fuel regulations, and ANDRA has said they'll let us race side by side with Top Fuel cars once we've had a few meetings under our belt and we can show we're safe and consistent. The ultimate goal over the next two or three years is to reach those cars' speeds and then beat them.

    Once we're at that point, we can start using higher technologies that aren't really allowed in drag racing, to go faster. So once we match them with their regulations, we can start doing some very different things to the car.

    That'll bring us to our version 2 car, and it'll have very different aerodynamics and not worrying about minimum weights, and hopefully we'll go a fair bit faster in time. That's our long term goal. We're already planning version 2 and version 3, so we know where we're headed with things.

    So as you go down a drag strip side by side with a Top Fuel car, where will your advantages be?

    We feel we're going to have an amazing advantage all the way to half track. That's for a couple of very obvious reasons; electric motors make all their torque from zero RPM, so we've got more launch force. In Top Fuel drag racing, these guys are slipping their clutches all the way to half track or more, so they're not using anywhere near the full power their engines are able to make until about half track.

    Our limiting factor is tires and grip, just like theirs is. But the difference, I believe, is that we're applying our power and torque much more precisely and more controllably. Those cars are subject to clutch behavior changes. And the air pressure, humidity and temperature change, which affects the power of the motor, and the ignition timing is critical as those variables change and the applied load varies. They have a lot of factors changing dynamically that are very hard to master.

    We believe we can be a lot more precise and measured, with a lot more control. We hope to achieve more launch force and take advantage of our launch force more linearly up to half track.

    Now, electric motors do roll off torque with higher RPM, and that's something we'll have to monitor with data acquisition to work out those characteristics and how to better them over time, yet it's not overly different to an internal combustion engine rolling off power and torque at high-RPM too.

    But we by no means think we're going to hit the track and do a 4-second pass. This is going to require development, and the evolution of the car, the technology, and us as a team.

    There's nothing off-the-shelf to run these kinds of power, so it's been about seven years of specific development to date, specifically on this project. I've been an electro-tech my entire career, working on electro-magnetic drives, switch-mode inverters and all sorts of things over my 30-odd years of practical career time, so a lot of the fundamentals are well-exercised.

    What are the biggest challenges for you guys at the moment?

    Our biggest challenge is developing motorsport sponsorship partners. This venture of ours is understandably not a cheap exercise by any means, what with engineering, materials, parts, exhibition assets, and a lot of time. We've been actively working with sponsors to build up this race team, which is the approach for many global motorsport categories. That takes a lot of time in itself, to generate those relationships and see what sponsors want out of the project, and incorporate their insight.

    We have many great companies on-board, and with their support our team and program is growing exponentially. Our debut naming-rights partnership is currently open to be established. If any of your readers here have an interest in getting on-board, please go to our website, have a look through our dedicated sponsorship partners, and please drop us a line.

    So developing the right professional networks and the right sponsors over time is a large chunk of the admin side of the business, aside from all the time we spend on developing the engineering and components. We don't want to be a one-hit wonder, and then park the car away. There's a lot to achieve, to learn, to address.

    Then there's the constant advances in component-level technologies. Battery management systems, data acquisition, nano-tech coatings, and the like. Battery cell chemistries are constantly evolving. Discrete components in electronics such as high-output transistors, everything's constantly evolving.

    It's a double-edged sword. We want to hit the track yesterday, yet some of the extra time we've spent is because there are different components becoming available at a rudimentary level that we can use. It seems the longer we take to get to the racetrack is good, because we'll have newer tech and improved safety margins in devices that we can utilize.

    Are you aware of anyone else trying to do something like this?

    There doesn't seem to be anyone doing this at such an advanced and scientific level. There's a couple of electric drag racers with fast cars, that have almost hit 200 mph. And they're very close to doing just that. It's an exciting space, and a healthy rivalry nevertheless. Top EV is a whole other level, different driveline approaches and new technologies, with our power levels a hell of a lot more difficult to achieve safely.

    We're talking about enough potential power, mounted within a foot behind my head, to run a whole suburb of houses with lights and appliances switched on. The electro-chemical energy density of the battery pack is equivalent to more than 18 kilos of TNT. If that's to short circuit and dissipate all the energy in the power pack, you're dealing with 18 kilos of TNT essentially, plus high speed and stability at those high speed you're pressing the boundary of.

    So you can start to work out that safety systems are paramount in this kind of race car. Certainly for me as a driver. But not just that, for the team and track safety crew as well. They need to know that the car's safe if they need to extract me out, and that the car's chassis is not live for example. They can't use their standard fire extinguishers on things either. So there's a lot of electronic safety systems, technical considerations and personnel training for all involved.

    We've spent a lot of time on this project, and we're in for the long haul, because we want to do this right, we want to do this safely and we want to promote the sport, so that in time, Top EV becomes the name of the class we'd like to see come about. You've got Top Fuel, Top Alcohol, Top Doorslammer, Top Bike, as class naming conventions, and now Top EV–Top Electric Vehicle.

    To get that going, you'll need serious competition.

    And we'd love to see other cars preparing to compete. We imagine over the next few years you'll start to see a complete field. Wouldn't that be exciting?

    I've worked a lot in high-end competition-level car audio for about 20 years of my life. I've set seven world and Australian records. Without sounding too arrogant, every competition we'd go to, we'd win. I got about 90 trophies in that time, plus those of my clients. It's a bit lonely at the top. It can be quite unsatisfying not to have someone next to you that you're really edging to beat. That lack of competition.

    The same thing will happen in this sport. If it's just us out there setting speed records and whatnot, well, that'll be awesome for the first year or two. But as much as we think we're addressing all the challenges and all the hurdles and going fast, there's other people with different minds that can do things differently.

    Certainly, we hope to dominate the field once there is a field, but it'd be great to have that competition next to us doing their own things as well, and raising the bar with collective development. I guess we're looking at the 3, 4, 5 year mark for that.

    I just can't wait to be strapped in and put my foot down. It'll be a great reward for all, with the time and effort inputted and with the great people involved.

    I understand you're working on being able to show some telemetry visually on the car, and via an app to fans in the stands. Can you talk us through that?

    Exactly right. We have the technology to monitor the vehicle in a number of ways and share this with the audience. Fourteen inbuilt cameras will help us to monitor various components in the vehicle with four of these available for streaming to the public. It is an exciting novelty, and just another way we can engage our audience, both locally and globally.

    You mentioned active aerodynamics; what are you planning to do with that?

    Front and rear active aero. It's been designed and developed, and now we're starting to fit it to the race car, and that's going to give us a lot more control and stability down the course.

    Now, in order to be apples for apples when we race against other classes, we won't use it. We'll set things up manually. But once we're free to use our own systems and controls that are not sanctioned … Look, active aero's nothing new, you see it in many forms of motorsport and exotic cars. But not in drag racing, it's not used. We've never seen it used once. I hope when we hit the track with ours, it'll be the first time that's been seen in use, and always the most advanced.

    There's a lot to develop there, that'll give us a lot of efficiency down the run, and certainly stability control. It also gives us the ability to brake the car aerodynamically if we have an issue. So I'm able to hit my abort button that'll intervene in many systems and bring all the wings up at a high angle of attack and slow the car down.

    If you have a static wing position, then your drag and downforce are generally proportional – they both increase with speed. You want downforce, you don't want drag. In the case of active aero, you're able to launch with a lot of angle for increased downforce at low speed, and then as our speed increases we can take the angle of attack out and thus drag away. So downforce becomes a consistent force, instead of one that linearly increases with speed. That'll help us to get faster in the second half of the track especially.

    What sort of battery do you need for this kind of work?

    It's centered around very high discharge ability. One advantageous consequence of that is fast charging ability too, but that's not a big practical consideration for us, because we have about two hours to turn the car around between competition runs, and we'll only need a few minutes to charge up if we need to push it. We'll have plenty of time to maintain and check over the rest of the car as we essentially trickle charge the thing back up.

    But yes, very high electrical discharge. It's drag racing, so 4-5 seconds of full throttle, and we're dissipating a hell of a lot of energy throughout those 5 seconds. So the internals are designed for very high current discharge, very high thermal stability, high-voltage isolation, and safety in the case of internal explosion, and safety in the case of high-speed impact.

    Even though the specifications of our battery packs are designed for drag racing initially, we see a lot of potential uses in other high energy discharge situations as well. These driveline technologies can go into aircraft, or flying cars, boats, hyperloops, and similar.

    We're set for killer power, but this can be scaled down for other applications. The race car, for us, is effectively a dyno machine for our ongoing research and development. To the motorsport fans it's a new race car spectacle, and we'll do great burnouts, we'll set great elapsed times and speeds, we'll achieve our performance goals, and we have a lot to show and a lot to prove.

    When was the last time there was a real technological revolution in drag racing, a new class, something like what you're doing now?

    That's a really good question. Before electric? I'll try not to offend the petrolheads out there, and I'm a revhead too! But what we've seen with the internal combustion engine, both in motorsport and in day-to-day transport is improvements in materials, improvements in the tolerances of machining by CNC essentially, and improvements in data acquisition and therefore tuneability.

    They're very small increments. So you've seen a lot of drag racing classes, and speedway, NASCAR and Formula 1 for example, slowly implementing electronic fuel injection, electronic ignition mapping, variable intake runners and variable cam timing from a better understanding of port flows and fluid dynamics inside ports … You've seen a lot of improvements over time, but it's still the same basic technology.

    We're using the latest cutting-edge aerospace materials on the car, and adopting additive manufacture. Certain parts are 3D printed. We don't know of any drag racing teams that have used any form of 3D metal printing for any part for their car, let alone made with the best aerospace alloys on the planet. We've partnered with Airbus on that and we're using its Scalmalloy.

    When we went to additive manufacture, we had to take another look at our designs, because they were all ready for CNC machining. But now we can make shapes that aren't limited by CNC machining tool paths, and we're using a material as strong as Titanium yet as light as aluminum, so we can really reduce our wall thicknesses and make components that are much lighter but just as strong. That's taking advantage of the pure material science and additive manufacturing advances.

    Hopefully when we hit the track and debut with all this stuff, we can be the first to do it. And that'll be a testament to our partners, our sponsors, our team, our forethought, and we're grateful for access to these technologies from around the world.

    We look forward to following Top EV Racing's journey going forward.

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    The most reliable cars of 2018 | killexams.com real questions and Pass4sure dumps

    Here’s a little secret other sites won’t tell you: These days, it’s difficult to find a truly “bad” new car. Why? Manufacturing processes, build materials, quality assessment, distribution — basically every element of automotive construction — has improved dramatically in the last two decades, meaning the vehicles on sale today are the most reliable cars in history.

    With few exceptions, anyone can walk onto a lot, pick out a new car, and wind up with a reasonably trouble-free product for the first several years of ownership. Yet automakers do still define themselves by how long their new products act like new products.

    More commonly, we call these vehicles “reliable.” There are more than a few organizations that make it their business to weed out the reliable from the maintenance disasters, but for our purposes of choosing today’s most worry-free vehicles, we’ll refer to a mix of Consumer Reports, J.D. Power, and our own hands-on assessments.

    Here are our top picks for the most reliable cars on sale today.

    Why should you buy this? Fewer fill-ups, fewer repairs.

    It may not be the most exciting car, but the Toyota Prius is as efficient and dependable as it gets.

    Who’s it for? High-mileage commuters.

    Despite its mildly complicated powertrain (when compared to an internal combustion engine), the Toyota Prius is as basic a form of transportation as it gets. The Prius is appealing for several reasons, but its highlights include an affordable starting price, excellent gas mileage, and hybrid class-leading reliability.

    Toyota recently updated the Prius with a stiffer platform, wild styling, improved battery technology, and a more efficient four-cylinder engine. The tweaks make the Prius a better value proposition than ever before. It also received an interior makeover which classes up the cabin considerably to accommodate those that spend hours each week behind the wheel.

    For a small premium over the standard hybrid, the plug-in Prius Prime provides 25 miles of pure electric range, 55 city/53 highway/54 combined mpg, and 640 total miles of driving range. An electric motor and a battery add components that will need to be replaced after several years, but the added efficiency more than justifies the Prius as a great buy for those in search of a reliable commuter companion.

    Why should you buy this: It’s cheap to buy, and cheap to own.

    The most reliable compact car

    2019 Hyundai Elantra

    The Elantra upholds Hyundai’s reputation for good value, while offering more.

    $18,100.00 from Hyundai

    Who’s it for: People on a budget.

    How much will it cost: $18,100+

    Why we picked the Hyundai Elantra:

    Hyundai’s rival to the Honda Civic and Toyota Corolla used to be a good value and nothing else, but over the years the Elantra has evolved into a well-rounded compact car. The Elantra is still a good value today, but it’s also got other redeeming qualities, and the reliability to keep ownership costs low over the lifetime of the car.

    Like most compact cars today, bargain-basement status doesn’t stop the Elantra from offering a decent array of tech features. An 8-inch touchscreen, Apple CarPlay and Android Auto compatibility, and wireless phone charging are all available, although you’ll have to upgrade from the base model to get them.

    Most Elantra models get a 2.0-liter four-cylinder engine, which sends 147 hp and 132 lb-ft of torque to the front wheels. But Hyundai also offers Eco and Sport models that offer a bit more efficiency and performance, respectively. The Eco gets a smaller 1.4-liter turbocharged four-cylinder engine (generating 128 hp and 156 lb-ft) and achieves an EPA rated 35 mpg combined. The Elantra Sport spices things up a bit with a 201-hp 1.6-liter turbo four.

    Lexus GS The most reliable luxury car

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    Bradley Iger/Digital Trends

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    Why should you buy this? The Lexus GS is one of the most reliable luxury cars you can buy.

    The most reliable luxury car

    2018 Lexus GS

    The Lexus GS showcases supreme comfort and excellent build quality.

    $46,610.00 from Lexus

    Who’s it for? Those who like a mix of style and comfort.

    How much will it cost? $46,610+

    Why we picked the Lexus GS:

    Lexus may be taking a risk with its latest design language, but that doesn’t mean owners should have any concerns about reliability. Beneath its spindle grille and sweeping bodywork, the modern Lexus GS is every bit as dependable a luxury car as previous generations. While some competitors sufffer from electrical issues or mechanical failures, the GS offers class-leading comfort with the peace of mind that comes from a Toyota product.

    The base Lexus GS won’t win any drag races if stacked against BMW’s 5 Series or Mercedes-Benz’s E-Class, but if it’s an endurance battle covering hundreds of thousands of miles, Lexus GS drivers can relax in their plush leather cabins while parts start failing on the competition. Additionally, if you really need to move quickly, the GS F offers a 5.0-liter V8 with 467 hp and 369 lb-ft.

    More important to most luxury car buyers, however, is ride quality. Here, the GS jumps to the front of the pack, with one of the most compliant, well-dampened rides you can find — at any price point. Inside, the GS is a mix of analog and digital, with a contemporary driver display next to a more lackluster infotainment system. Tech aside, the GS boasts a clean, sharp interior design.

    Audi Q3 The most reliable crossover

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    Most Reliable Cars 2016 Audi Q3

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    Why should you buy this? The Q3 adds a touch of utility to the entry-luxury segment.

    The most reliable crossover

    2018 Audi Q3

    The Audi Q3 is elegantly simple and priced within reach.

    $32,900.00 from Audi

    Who’s it for? Would-be luxury hatchback shoppers who caught crossover fever.

    How much will it cost? $32,900+

    Why we picked the Audi Q3:

    Audi’s Q5 and Q7 SUVs offer sophisticated driving dynamics, clean interiors, and sleek styling, but their prices transcend mass-market affordability. With the introduction of the Q3, Audi delivers that same blend of refinement, styling, and performance in a smaller, more affordable package. The Q3 is still a luxury vehicle, but drivers will experience the meaning of the word in how the car looks and feels more than how it’s priced.

    With 200 hp available via a 2.0-liter turbocharged four-cylinder, power won’t blow anyone away, but with broad application of this engine throughout Audi’s stable, it has proven reliable and fun. Front-wheel drive comes standard, along with HID headlights, LED taillights, heated power leather seats, MMI infotainment, and a panoramic sunroof. Quattro all-wheel drive is also available.

    Interior volume is limited in the Q3, but it’s still possible to pack five passengers and a few suitcases inside. We predict its top-notch build quality, proven engine, and clean design will stand the test of time well.

    Toyota 4Runner The most reliable SUV

    best off-road vehicles 2019 Toyota 4Runner

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    Why should you buy this? If you need versatility, dependability, and off-road capability, look no further.

    The most reliable SUV

    2019 Toyota 4Runner

    The Toyota 4Runner can tackle just about any obstacle, whether it’s off-road or in a shopping mall parking lot.

    $34,910.00 from Toyota

    Who’s it for? Adventure-hungry drivers who double as sophisticated suburbanites.

    How much will it cost? $34,910+

    Why we picked the Toyota 4Runner:

    In truth, Toyota could fill this entire roster of reliable vehicles, but its purpose-built models are most impressive. The 4Runner SUV has always been a dependable off-roader with incredible versatility, but these days, it’s become a dual-purpose machine. The rugged potential remains (and has even increased), but the move upmarket also introduces the 4Runner to upper middle class errand runs and dinner dates.

    Styling hasn’t changed much in the last three decades. The masculine, boxy design remains, but refinements to body moldings, trim, wheel designs, and fascias make the 4Runner look appropriate in any setting. Power comes exclusively from a 4.0-liter V6 that serves up 270 hp and 278 lb-ft via a five-speed automatic. Rear wheel drive is standard on entry-level models, but all-wheel drive with advanced off-road hardware is available.

    It may not be fast, and the interior may feel dated, but the 4Runner can always be counted on to get you to, up, down, and from the mountain in quiet comfort. With a durable truck platform, high resale value, and generations of 4Runners to prove its dependability, buyers won’t regret choosing it.

    Honda Civic Si The most reliable performance car

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    Most Reliable Cars 2017 Honda Civic Si Coupe

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    Why should you buy this? It’s a great blend of performance and practicality.

    The most reliable performance car:

    2018 Honda Civic Si

    The Civic Si is a practical, dependable compact car that won’t put you to sleep.

    $24,300.00 from Honda

    Who’s it for? People who need a fun car that still works as a daily driver.

    How much will it cost? $24,300+

    Why we picked the Honda Civic Si:

    The Civic Si has been a staple of the sport compact scene for decades, offering buyers an affordable performance car with the same reliability as the standard Civic. The Si was redesigned for the 2017 model year, moving onto the new 10th-generation Civic platform. It’s currently available as a coupe or sedan.

    The new chassis is both lighter and more rigid than the previous generation, which should help to improve performance. Honda also gave the Civic Si its first turbocharged engine, which is an evolution of the 1.5-liter four-cylinder used in the standard Civic. It produces a healthy 205 hp and 192 lb-ft, which is sent to the front wheels through a six-speed manual transmission.

    The Civic Si also looks the part, thanks to more expressive styling than previous generations. A revised front fascia, 18-inch wheels, a rear spoiler, and a polygonal exhaust outlet set the Si apart from other Civic models. On the inside, the Si and other current-gen Civics are remarkably roomy, and can sport quite an array of features when all of the option boxes are ticked.

    Toyota Sienna The most reliable minivan

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    Why should you buy this? It’s a dependable family hauler.

    The most reliable minivan

    2019 Toyota Sienna

    The Toyota Sienna is a durable tool for family hauling.

    $31,115.00 from Toyota

    Who’s it for? Parents who don’t have time for breakdowns.

    How much will it cost? $31,115+

    Why we picked the Toyota Sienna:

    Not surprisingly for a Toyota product, the Sienna is among the most reliable minivans available. In fact, Consumer Reports named it the most reliable vehicle of its type. If a nuclear war occurs and cockroaches become the only remaining life on Earth, they’ll hop in the Sienna to take their kids to soccer practice.

    The Sienna has other good qualities besides reliability, though. It’s the only minivan currently offered with all-wheel drive (front-wheel drive is standard), making it the best option for buyers who live in snowy climates. The sole available engine is a 3.5-liter V6 that provides a healthy 296 hp and 263 lb-ft, which is sent to the wheels through an eight-speed automatic transmission.

    While the basic design itself has been around for a few years, Toyota has continually updated the Sienna to keep it fresh and competitive with the handful of other minivans currently on sale. For the 2018 model year, Toyota added an array of standard safety features, including a pre-collision system, adaptive cruise control, lane departure alert with steering assist, and automatic high beams. A built-in 4G LTE connection can provide Wi-Fi connectivity for up to five devices, too, helping to pacify kids.

    Ford Fusion The most reliable family sedan

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    most reliable cars 2019 Ford Fusion Energi

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    Why should you buy this: It’s a solid sedan that will stand the test of time.

    The most reliable family sedan

    2019 Ford Fusion

    Ford may be giving up on cars, but the Fusion is still a strong contender.

    $22,840.00 from Ford Fusion

    Who’s it for: Anyone who wants a stylish sedan.

    How much will it cost: $22,840+

    Why we picked the Ford Fusion:

    At 7 years old, the current-generation Ford Fusion is quite old by industry standards. Ford has lost interest in the Fusion and other cars as it continues to focus on trucks and SUVs, but the Fusion remains a solid midsize sedan with a decent track record for reliability.

    It starts with the styling. The Fusion remains a cut above most other mainstream cars when it comes to design, with a distinctive look that transcends its family-sedan status. Ford also offers tech features like Amazon Alexa and Waze connectivity, Apple CarPlay and Android Auto, and a built-in Wi-Fi hotspot that can handle up to 10 devices.

    The Fusion is also one of the last mainstream cars to offer a truly wide variety of powertrain options. It’s available with three different four-cylinder engines, as well as hybrid and plug-in hybrid powertrains. A Fusion V6 Sport model brings 325 hp and 380 lb-ft of torque to the party. The Fusion is also available with all-wheel drive, making it a credible alternative to SUVs in snowy climates.

    Toyota Tundra The most reliable truck

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    most reliable cars 2019 Toyota Tundra TRD Pro

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    Why should you buy this: It can survive anything.

    The most reliable truck

    2018 Toyota Tundra

    The Tundra carries on the tradition of indestructible Toyota trucks.

    $31,420.00 from Toyota

    Who’s it for: Survivalists.

    How much will it cost: $31,420+

    Why we picked the Toyota Tundra:

    Toyota has a strong reputation for reliability, but the Japanese automaker’s pickup trucks, in particular, are known to be virtually indestructible. Whether it’s logging more than a million miles or surviving California wildfires, the current Tundra full-size pickup upholds that reputation.

    But the flip side of a truck that can stand the test of time like the Great Pyramids is that the Tundra feels almost as old. The current-gen Tundra launched more than a decade ago, although it has been updated several times in the intervening years. The Tundra now touts Toyota’s Safety Sense-P suite of safety equipment, for example, which includes features like adaptive cruise control and autonomous emergency braking. Still, if you want the latest and greatest tech, you’ll have to look elsewhere.

    Nonetheless, the Tundra still has the fundamentals covered. The Toyota’s maximum towing capacity of 10,200 pounds is far from class-leading, but it is respectable. The Tundra TRD Pro model also offers genuine off-road capability. If you want a non-nonsense truck, it’s hard to beat a Tundra.

    How we test

    The Digital Trends automotive team scrutinizes vehicles on the road through a comprehensive testing process. We examine the qualities of the exterior and interior and judge them based on our expertise and experience in the context of the vehicle’s category and price range. Entertainment technology is thoroughly tested, as well as most safety features that can be tested in controlled environments.

    Test drivers spend extensive time behind the wheel of the vehicles, conducting real-world testing, driving them on highways, back roads, as well as off-road and race tracks when applicable.

    Helpful advice

    It’s always a bit of a reliability gamble when it comes to newly introduced models. First generation cars are likely pioneering technology and manufacturing practices for an automaker, and the results could be great or woeful. Fortunately, auto brands don’t build new vehicles on a whim — the average development cycle for a new model is three to five years.

    In that time, automakers research the competition, secure partners, develop internals, choose construction materials, assemble prototypes, and put hundreds of thousands of miles on pre-production test mules. If a modern car is discovered to have a fault after it goes on sale, chances are, it’s a quick fix that is facilitated through a recall at your local dealer. Additionally, as the automotive industry relies more heavily on vehicle software, updates will be made via the cloud, while your car sits in the garage.

    New car tech, of course, introduces the potential for new reliability issues, but diagnosing problems and testing scenarios for potential failures will be easier than ever. In short, cars have never been more reliable, so choosing your next vehicle can be more about aesthetic preference, driving dynamics, fuel economy, and safety and less about maintenance concerns.



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