PART 2 of Jim McLennan; a Photo Flashback




The year was 1985 and the glorious achievements of Jim McLennan, that multi-tasking businessman, drag racer, and promoter, now seemed a distant memory. Champion Speed Shop, his storied emporium for high performance racing equipment on Mission Road, had been sold. Half Moon Bay and Cotati drag strips were gone as was Champion Speedway in Brisbane. Jim still held the master lease on Baylands Raceway (Fremont), but had sublet it to the Terry Ness group and kept only the food rights. Visions of Sammy Hale wheeling Jim's wicked little small block Chevy dragster down the Half Moon Bay tarmac also had dimmed and faded away. When Jim sold his Kent Fuller rail to Sid Masters and Rick Richter in 1963, no longer would the naughty chant of his potent nitro motors echo down the drag strips of Northern California. South San Francisco, long the hub of drag racing in the Bay Area, seemed about as peaceful as the many cemeteries that dot the landscape there. Then, a rumble was heard. At first, it was faint, barely measurable. But, it continued and appeared to be centered in the 'South City'. The "McLennan fault", long dormant and inert, was active again. Those seismic shocks continue today and there is no indication the jolts will stop reverberating across the drag racing landscape any time soon. Bobby and Mike McLennan, Jim's two sons, have carried on the McLennan legacy in the sport of drag racing. Mike is the current driver for Mike Fuller's nostalgia top fuel dragster, and Bobby campaigns both a Chevy car under the Champion Speed Shop name and a Chrysler-powered front engine top fuel dragster under the RB Entertainment banner. Both of Bobby's race cars have unmatched funding from Brian Van Dyke's RB Entertainment enterprises.

This rumbling all started when some of the old dragster guys decided to dust off their front engine slingshots and fire them up. One thing led to another and soon there were organized events where old timers gathered to share stories and run their rails. At the forefront of this movement was Bay Area hot rodders Tom Prufer and Brian Burnett. They started hosting "nostalgia" drags at Baylands in 1984. Burnett, who owned Los Gatos Ferrari, was buddies with Roy Brizio, son of the "Rodfather" Andy Brizio. Roy got a bad case of the nostalgia bug and came up with this idea of building a replica of Jim's red Scotty Fenn dragster and present it to him as a present. The intermediary for all this activity would be Jim's oldest son, Bobby.

Bobby: I had not been to a drag race in probably ten years and had not even kept up with the sport. I had a degree in economics from the University of California at Riverside and, at the time, heavily involved with real estate development and athletic clubs. I funded the project and Roy built the entire race car from a set of plans he got from a friend. We used Bruno Gianoli's blown (4:71) Chevy street rod engine and mated it to some Hilborn injectors we got from Micky Thompson. On the night of the surprise party, a Thursday before the nostalgia race, we closed down Mission Rd. With Bud Barnett behind the wheel, I pushed him from the top of Mission and we fired it up right in front of Malloy's Tavern; dad was deliriously thrilled!

It's probably safe to say that 1984 through 1989 were the formative years of the so-called "nostalgia" drag racing movement. Like Bobby, most of the racers were reliving the past with race cars that were originally constructed back in the 1960s and 1970s. At first, there was an absence of rules. But, as its popularity grew, there was a clamor to establish some guidelines for the racers to follow.

Champion Speed Shop was back: several shots taken in 1986 at Fremont; from any angle, the dragster is an faithful rendition of the late 1950s slingshot with its short wheelbase, bicycle tires, and Hilborn injectors.


Note the NDRA (Nostalgia Drag Racing Association) decal on the back of the fuel tank.


Jim, Bobby, Paul "180" Wirth, Joel (master machinist friend of Sammy), Becky Hale, and Sammy Hale (in seat).


Jim, Sammy, and Bobby at Baylands with Roy Brizio's re-creation of the Jim's Scotty Fenn car.


Sammy way out on Louie Poole and the Magi-Car; Louie was the one that initially restored this infamous "legs under" Fuller dragster. Louie worked for Roy Brizio at the time and now assists John Cox with his nostalgia top fuel dragster.


Bobby: Initially, it was kind of like "run whatcha brung"with few rules. Gradually rules were put in place for the sake of safety and fair play. The ANRA under the direction of Frank Fedak established common rules for blower overdrive, fuel-pump size, and tires. Still, our Chassis Research car with its small block Chevy was no match against more powerful cars like Jim Davis' hemi. Once we went back to Tulsa (Oklahoma) for Brian Burnett's World Drag Racing Series and got walloped by Davis. Fed up, we decided to build a new car.

The frame for the new Champion Speed Shop dragster would be a chassis purchased from a friend of Sammy Hale. Coincidentally, instead of putting the venerable Chassis Research car out to pasture, Jim had Rob Stirling lengthen it and then rebuilt it as a replica of the twin-engine blown Chevy AA/GD he raced briefly in 1961.This was also about the time the Goodguys Rod and Custom Association started to host vintage drag racing events. The Goodguys took nostalgia drag racing to a next level. They started with a single event at Sears Point Raceway (now Infineon Raceway) and gradually added events at tracks like Bakersfield, Sacramento, and Pomona.

Bobby: The big issue at the time was the rule that one had to use an iron engine block. But, getting a 392 cid hemi block in good condition was becoming more and more difficult. Not only were they old to begin with, but many were diseased from the inside with rust. Guys were blowing up engines left and right and that made the show less than desirable. We, on the other hand, were kicking ass. The Chevy guys had nickel high dollar NASCAR blocks and we could put the coals to them without worrying about splitting the block. I knew that if The Goodguys approved the use of aftermarket engine blocks, the competition would catch up. They did, and we found ourselves going from the top of the class to about two tenths behind the leaders in the matter of a few months.


Jim McLennan and the red Fuller car at Half Moon Bay in 1962.


The re-creation of Jim's Kent Fuller car had a long and storied career. It was twice lengthened, eventually to 170". Here's Sammy smoking the hides in its original rendition at Baylands in 1987.


Top row: Chet Thomas, Tom Homer, Tony Bernardini, Roberto, Tom McLennan, Mike McLennan, Bob McLennan, Mark Gavron deceased), Ronnie Capps, and Jim McLennan. Bottom row: Bob Gavron, Harry Devack, Cathy Devack, Roy Brizio, and Sammy Hale (in car).


Ron Burch's shot of the 'Red Car' ( i.e. the Fulller look alike) after it had been lengthened to 170" (June 1990).


CSS racing Don Argee's fuel roadster at Sacramento (1990).


Sammy and the 'Red Car' at Sears Point in April of 1990.


Sammy, Tom, and Tony


With the approval for the use of aluminum blocks, nostalgia top fuel dragsters saw their elapsed times drop from the high to the mid six second range. WW2 Racing, Fuller-Dunlap, Dan Horan, and others upped the performance standard significantly with their 398 and 417 cid Donovan aluminum blocks. In 1992, Sammy Hale ran a best of 6.505-232.55, but by the next year, Ted Taylor, driver for WW2 Racing, had recorded a 6.263 with a 398 cid Donovan engine.

Bobby: After the 1992 season, Sammy decided to retire in order to spend more time on his crankshaft business. We got Harry "High Speed" Hoffman to drive in Sammy's place. Harry was a very talented record-holding Bonneville racer. In addition to driving the car, he did a lot of work on the chassis to make it competitive again. To keep pace with the hemis, we really started leaning on the engine. We were blowing up stuff right and left, and Harry eventually left the team. Scott Hesselgrave and Gary Read (of Grounshakers fame) drove for us after Hoffman, but 1993 through 1995 were not particularly good years for Champion Speed Shop.


Harry Hoffman at Famoso Raceway.


Scott Hesselgrave at Sears Point.


By 1996, nostalgia top fuel racing had gotten serious. The Goodguys had their championship series firmly in place, and the top runners had started to tickle the sub-six second zone. So-called nostalgia drag racing had matured far beyond its friendly, folksy roots, into a year long highly competitive program of races complete with points, standings, and prestige-nostalgia had become newstalgia. It was also a turning point for Jim, Bobby, Tony and the Champion Speed Shop team. They brought in the highly esteemed and talented Ronnie Capps as consultant, and had Robert Stirling front half the chassis.

Bobby: Quit? No way was that going to happen. Over a period of time we made several changes to the engine combination that was not popular with the competition. First, we replaced the cast Hilborn fuel pump with a Waterman 7.50 billet pump. Because of the shape of the Chevy wedge head, we needed a pump that could provide gobs of pressure to atomize the fuel, something the Hilborn was unable to do. That required jettisoning the Mallory points magneto with one of MSD's 44 AMP 'flamethrowers'; we also added an onboard computer to gather run data for us. At the time, there were no restrictions on either of these components, but it unleashed a huge furor among the teams. Nonetheless, it transformed our 6.50 car into one capable of running in the 'teens'. Not long after that at a race at Sears Point where everything just fell into place. Sammy was back behind the wheel and he qualified us at 6.21. We beat Denver Schutz (Ground Zero) in E1, Ted Taylor (WW2 Racing) in E2, before losing an odd final to Bob Hallock caused by oil on the track.


Sammy on a hard launch at Sears Point - just the way he liked it.


The time had come to retire what Sammy Hale referred to as the "red car"-it had been back halved, front halved, and simply was no longer suitable for what the team wanted to do. They purchased a new Robert Stirling car and that started a brand new chapter in the history of dragsters with the Champion Speed Shop name.

Bobby: Sammy wanted a no frills dragster with nothing on it that wasn't needed to go fast. At first it had a 'shorty' aluminum body, but quickly replaced it with a carbon fiber body. From day one, this car just hauled ass! Goodguys allowed us to use Brodex aluminum heads, and because we were pushing the envelope, could always set low e.t. In 1999, we ran 5.875-239.22, but consistency eluded us and that kept us from winning the big race. Even at that, we won a lot of rounds because I had the best driver in the business. Sammy was sorely missed when he decided to get out of the seat for good at the end of 1999.

The first time out at Sears Point with the Stirling car; sporting an aluminum "shorty" body (the only time) as it was soon outfitted with the carbon fiber shell.


March Meet 1999 at Famoso Raceway: in the final session of qualifying Sammy ran the quickest pass in history by a front engine car--a stunning 5.87! Shutting off was another story. Sammy got oiled in and both he and Howard Haight did a masterful job of avoiding each other.



At the 1998 Pomona Goodguys event, a vortex in the fuel tank was causing the motor to go lean and burn up. The car was so dominant, Sammy could click the engine at 1100' and still defeat his opponent.

Final round against Steiner-Berger at Pomona (1998); that weekend CSS had .5s on the field, and despite blowing off the fuel line at 1000', they won the event.


Indy 1998: another good race for CSS, making it all the way to the final before losing to Lee Jennings Sr.


After Sammy retired, the team hired Rance McDaniel to replace him. Champion Speed Shop would enjoy their greatest success in 2001 when they won the Goodguys championship, eventually running a best of 5.854-239.40 with the 400 cid Chevy engine prepared by Bobby and Tony Bernardini.


Bobby: We were still having problems hanging intake valves with the Brodex heads. Alan Johnson had some symmetrical aluminum heads he manufactured for the pro stock truck series that bolted perfectly onto a small block Chevy. We got a verbal agreement from the Goodguys to use them, and proceeded to order (3) sets of heads and (2) manifolds. Then, we were told that it was permission to use aluminum heads, but not billet aluminum heads; they would have to come off. We had a significant amount of money invested in these parts and appealed the ruling. In the end, the Goodguys allowed it. But, when word got out that we had AJ heads on the car, the uproar was unbelievable -- people were very upset, accusing us of ruining the sport.


In 2001, after much ado, CSS replaced the Brodex heads with those of Alan Johnson. The AJ heads were symmetrical and the configuration of the intake and exhaust valves (EI, EI, EI, EI instead of EI, IE, EI, IE) eliminated major cylinder head heat issues.


The Champion Speed Shop 'brain trust': Tony, Bobby, and Alan Johnson.


A racing accident in 2002 and the subsequent controversy concerning that incident halted any ambitious racing for the Champion Speed Shop team for the next few years. Other than a brief stint with Kent Terry's Thrash Racing in 2003, there wasn't a lot of racing activity until 2005 when Jim teamed up with Brian VanDyke and his RB Entertainment team.


2003 March Meet found Bobby's "mouse" motor in Kent Terry's Top Fuel car.

Bobby: Brian asked me if I would give them a hand tuning their top fuel dragster. He had a '01 Uyehara top fuel dragster that he had been racing since 2003 with driver Jeff 'Surfer' Diehl. Our arrangement was only supposed to last a year, but over time evolved into a partnership whereby the Champion Speed Shop crew came on board, too. When Jeff left the team in 2006 to go IHRA funny car racing, we had to find a new driver. Adam Sorokin became available when John Blanchard decided to park his car. We were very lucky to acquire the services of such a talented driver. At the time, I was also building a new Champion Speed Shop Chevy top fuel dragster, but progress had been going slowly. After the 2008 season, Brian retired the Uyehara car in favor of a brand new Neil-Parks car. I finally completed the CSS 'canopy' car in time for the 2009 March Meet. It is a Stirling car that I purchased from Dan Horan Jr. when he decided to go funny car racing instead. Brian has agreed to sponsor (RB Entertainment) both the Chevy and Chrysler dragsters and Adam will drive both of them although not at the same race.


In November 2006 at the Goodguys Finals at Bakersfield, Adam Sorokin and the RB Entertainment slingshot would run the quickest time ever for a front engine dragster - 5.703. At the end of 2008, this mighty car was finally retired after six years of service; a new Neil-Parks rail was ordered and currently sits ready for battle in 2010.

Champion Speed Shop and Chevy "fever" is back at last-fondly coined the Batmobile, it ran 240 mph the first time out at the '09 March Meet. Just two months later, Adam Sorokin slipped the comely little streamliner into the 5s with a 5.96 clocking at The Dragfest at Famoso.


Adam Sorokin, son of Mike Sorokin (of "The Surfers" dragster fame) will handle the driving chores for both the Champion Speed Shop Chevy dragster and the RB Entertainment 392 cid Rodeck Hemi rail.


Reflections on the McLennan Legacy


"… was never a matter of could I do it. I was Jim McLennan's son; I had to do it. Fortunately, I was blessed with my dad's mechanical aptitude and the help of some extremely talented individuals like Bruno Gianoli, Tony Bernardini, Kenny Crawford, and Sammy Hale. I went to my first race in 1985 with nothing more than a fancy little briefcase of tools, so one can see that it has been a long and arduous learning curve for me. But, with dad's genes and the exceptional resources available to me, I figured it out. I wish I could say that I was so astute I didn't need to consult other people, but just the opposite has been true. There are still individuals I call today like Sammy and Ray Zeller when I want to toss around a new hypothesis or rethink an idea. Yes, the heritage and history of Champion Speed Shop and its success racing the small block Chevy engine weighed on me many times-there was a lot of pressure to succeed with this endeavor."


The Small Block Chevy

"…..I'm sure there have been stories about us being reckless because we ran a small block Chevy and it was nothing more than a grenade. At times that reputation might have been deserved because we raced hard and were out there to win. But, I had Sammy Hale in the cockpit and he was anything but reckless as a driver. I also had the confidence of knowing Sammy had a great "feel" for what was happening during a run and would not do anything imprudent. He never turned the car over except once when we were just starting out in the '80s when the chute did not open during a run at Fremont."



To Drive or Not to Drive

"…..when I was growing up it seemed someone was getting burned or seriously hurt every week. I witnessed Bud Barnett's engine explosion and fire at Half Moon Bay, a horrific accident still indelibly imprinted in my mind to this day. Dad told me that I did not have to drive and go fast, so I heeded his advice. I did make a run at Bakersfield one time and I think I ran about 160 mph; it was OK. But, I'm much more comfortable working on a race car rather than driving one. Michael (McLennan), on the other hand, is a whole different story. Mike wants to go fast and will drive anything. He was driving long before I got back into drag racing. Dad wanted him to drive for us once Sammy retired, but I was unequivocally against it. We had some pretty heated family discussions over the question of Mike driving for us, but it's no longer an issue. When we went with the replica of the Kent Fuller car, we had Stirling lengthen Roy's version of the Scotty Fenn car to accommodate dual engines. We wanted it to be a duplicate of the AA/GD Dad raced briefly in 1961. We raced it as an exhibition car as a way to get Mike into our family racing; he has been the only person ever to drive "The Twin." I have my concerns about Mike driving a nitro car, but he's doing something that he truly loves. Michael is a good pilot; he's very consistent and should there be trouble, say an "oil-in", knows how to keep a race car off the wall and away from the other driver. Sammy says he's good; one can't get a better endorsement than that!


The Mike McLennan File


Mike McLennan has been the only person ever to drive "The Twin". Currently, plans are being made to restore it to look exactly as the way it did in 1961: Algon Injectors with a 6:71 supercharger in back and a 4:71 in front.


Two shots of "The Twin at Sacramento Raceway (June 1990)



Mike at Sears Point in 1993.


Mike and the crew pushing "The Twin" off the track at Famoso after it blew a left rear tire during the 1995 CHRR.


Mike McLennan driving the Smith- Allred-Maher T/F at the 2000 March Meet. Mike drove the Smith-Wulf-Maher and Smith-Allred-McLennan dragsters from 1996 through 2002.


Sacramento Raceway April 21, 2007-Mike McLennan's very first run behind the wheel of Mike Fuller's nostalgia top fuel dragster. Less than a month later, the team won the 37th Annual Ignitor event in Boise Idaho.



2009 featured a new car with a new paint scheme... a real beauty.



The Champion Speed Shop story would never be complete without hearing from the one person who has been such an integral part of the Champion Speed Shop legacy for so many years. Sammy Hale was that hot, young "shoe" Jim McLennan put in the seat of his new Kent Fuller car when Jim decided to hang up the helmet in 1962. It was Sammy that Roy Brizio called in 1985 to entice him back into the cockpit. Now retired and living on his ranch in southern Arizona (Rio Rico), Sammy still finds time to consult with Bobby on tuning strategies and other technical issues that relate to running The Champion Speed Shop top fuel dragsters.


Sammy Hale ….. "The point of drag racing is this: go as many rounds as you can and try and beat everyone. People don't recall what's written on the side of your dragster, but they do remember who won the race! "


"Don't go to war without a rifle". - Sammy Hale

"…..Roy called me back in '85 to see if I was interested in driving again, I was so far removed from the drag racing scene I did not even own a driving suit. On the contrary, I was heavily involved in riding road bikes and I don't mean the kind with engines. Going for long rides throughout Marin County was a lot of fun and I really enjoyed it. Initially, I told Roy I would think it over, but I did not give it a lot of thought. He called again a few days later and I agreed to drive it for one nostalgia race at Fremont. Roy had built this dragster that was a copy of a Chassis Research design and Bruno (Gianoli) had dropped a street rod motor in it. It didn't even have aluminum racing pistons and the blower was driven by V-belts. I thought I was driving a Datsun pick up truck and knew this combination would never work. I told Bobby that I would donate a stroker crank if he would buy new rods and pistons. We eventually got the car into the high 7s, but even then, were outclassed by lighter and more powerful dragsters. This fact was made painfully clear at a race in Tulsa in the late 1980s. We made it to the final and had to race Jim Davis. Here we were with our small block Chevy in a short rail and Davis with a late model hemi in a car of his design. We were totally overmatched, and even with the holeshot I put on him, lost the race when Jim came roaring past me right before the finish line.

This is when we all decided it was time to build a new race car. We bought a chassis that had been sitting around and accumulating dust for fifteen years. It had been originally constructed by Arnold Chaves to handle a Chrysler block but probably not a nitro motor. This would be the dragster I called the "red car", one fashioned to look like the Kent Fuller dragster I drove in 1962. We had it lengthened twice; once to 150" and later to 170". I drove this car for about five years and we got it down into the 6.50s. I quit driving after experiencing a moment of sublime clarity after a run at Bakersfield. The engine hung an intake valve that exploded the blower which precipitated a really bad fire. I was OK, but felt "someone" was sending me a message to step aside and do something else.

Jim, Bobby, and the Champion SS team had a number of drivers after I quit driving, the first of which was Harry Hoffman. At the time, Bobby also had enlisted the help of Mike Demerest of "The Groundshakers" to advise him with the tune up. The car was very competitive with Hoffman behind the wheel, but the chemistry between Mike and Harry was not the best and Hoffman left after a year or so. Gary Read, another "Groundshaker", replaced Hoffman, and he, later by Scott Hesselgrave. All this time I continued to go to the drags and work with the team. I reasoned, or rationalized, that if I was going to devote all this time to the team, I might as well get back into the car. But, the "red car" had been changed so much I couldn't drive it. So, Bobby ordered a brand new car from Stirling, the one I called the "black car." It was the epitome of simplicity-nothing on it except what was needed to go quick. It was definitely a "learn as you go" process, and in the beginning the car wanted to switch lanes. Stirling discovered that the chassis was too flexy and added some cross members. We also repositioned the location of the fuel tank to make it lighter up front. It took a little time for us to understand what the car wanted, but when we did, it hauled ass. I drove again from 1996 through 1999, and during that last season, we were low qualifier most of the time. We were definitely on to something, but lacked the consistency to back up the times with big wins. By now, the grind was starting to wear on me. I was 58 years old and had been through two or three bad incidents that year. My last run for Jim, Bobby, and Champion Speed Shop was at the '99 CHRR. In the first round of eliminations we were paired against Larry Gotelli Jr. We did not have the slicks on the car matched correctly, and at about 600', the race car became totally unmanageable. I thought it was going to flip over but somehow I saved it; just another frustrating way to lose a drag race.


"Gotelli's Speed Shop" vs. "Champion Speed Shop" - CHRR, 1999 - This first round race in Top Fuel alone was worth the price of admission. Larry Gotelli (grandson of Ted Gotelli) and Sammy Hale (who was driving fuelers before Larry was born) squared off for NoCal bragging rights and a ticket into round two. To say it was exciting would be an understatement.


"The titanic first round battle royal between the two bay area speed merchants was breath taking. This had all the drama and intensity of any final round. In the near lane, Larry Gotelli, grandson of famed racer Terrible Ted Gotelli. In the opposite lane, the worlds fastest small block Chevy being displayed to the crowd compliments of the man with "Juevos Grande", Sammy Hale. Gotelli advanced to the second round where he smoked the tires against eventual runner-up, Jim Murphy."
Photo & Commentary by Mark Hovsepian


"….. Looking back, I'm a little sorry I did not have a continuous drag racing career, But, I learned ten fold the second time around what I previously knew about being a driver. And, I got to meet some extremely talented people like Mike Demerest and Kenny Crawford and renew friendships with many of the sport's greats. Kenny was instrumental in putting us on the right path to get that Chevy dragster to perform. Was it a "grenade" as it has been so often called? Not if you have all your ducks in a row; we proved that. There was a steep learning curve, but after time, all the big mistakes had been made. What hurt us was not the concept, but all the stupid little stuff that got ignored or forgotten from time to time. We did crack the whip pretty hard, but I was far more radical than most on the team regarding our tune up. With the "black car" we wanted to shoot it down the drag strip like a bullet. We accomplished that by, first, making the car as light as possible-it weighed only 1675 lbs. with me in it. Then, we needed to get the right amount of weight to the rear tires so that the front tires floated dead still for one hundred feet or so. To accomplish that, we set up the motor to give us 20/21 lbs. of boost "at the hit." I told Bobby I wasn't interested in driving the car if we didn't run the engine on lots of nitro. With the low compression we ran, we could put 92%-94% in the tank and 60 degrees lead in the mag to obtain the desired 7000 rpms when the blades slapped open. I think our best '60 time was around 1.03, but from 200' to about 900', the "black car" was a missile".


"For me, I like lots of power and lots of "bite". The ideal small block Chevy engine would be around 383 cid with AJ heads and a "stout" blower. The compression would be 6.5:1 with 92% to 94% nitro in the tank. I would make the race car as light as possible to make it easier to move the weight. Also, parts for all the rotating mass would be as light as possible to allow the engine to be as efficient as possible."

Bobby showed up for this final round of a Nitronic Research Shootout packing his gun belt; nice touch with the piston pistol and plugs for bullets; CSS beat 'Wild' Bill Alexander for the bucks.


Sammy at Sears Point-must be springtime as the hills around Sonoma are still green.


Andy Brizio, Jim McLennan, & the late Jack Williams.


Andy, Jim, Gas Rhonda, and Tony Waters.


Art Chrisman, Chico Breschini, and Jim.


Tom Homer, Ed Riggins, Sammy, Bobby, and Ed Cortopassi (of Glass Slipper fame) at Bakersfield in 1998.


Pat and Don Garlits with Jim.


Two drag racing legends - Ted Gotelli and Jim McLennan. We have lost them both.


Adam Sorokin with Sammy as his "shade".


Jim & Mike

Jim & Bobby


The Smilin' Irishman


Champion Speed Shop Part 1




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