DJA20013-AUTOMOTIVE TECHNOLOGY

REPORT
TOYOTA HILUX ROGUE

LECTURE MOHD ZULKAFLI BIN MOHAMED

NAME WAN MUHAMAD HATEEMI BIN HASSAN
NOM. PEND. 04DAD21F1053
CLASS DAD2A
 KANDUNGAN
INTRODUCTION
1
SPEC ENGINE AND IMPROVEMENT 2-4
o PICTURE

ENGINE MECHANICALS
CYLINDER BLOCK
CONNECTING ROAD
5-20
PISTON AND RINGS
CRANKSHAFT
FLYWHEEL
ENGINE VALVE
INTAKE AND EXHAUST VALVE
AIR FILTER
OIL FILTER
SPARK PLUG

CONCLUSION 20

REFERRENCE 20

INTRODUCTION:
The Toyota Hilux (Japanese: トヨタ・ハイラックス, Hepburn: Toyota
Hairakkusu); stylized as HiLux and historically as Hi-Lux, is a series of pickup
trucks produced and marketed by the Japanese automobile manufacturer
Toyota. The majority of these vehicles are sold as pickup truck or cab chassis
variants, although they could be configured in a variety of body styles.
The pickup truck was sold with the HiLux name in most markets, but in North
America, the Hilux name was retired in 1976 in favor of Truck, Pickup Truck, or
Compact Truck. In North America, the popular option package, the SR5 (Sport
Runabout 5-Speed), was colloquially used as a model name for the truck, even
though the option package was also used on other Toyota models, like the
1972 to 1979 Corolla. In 1984, the Trekker, the wagon version of the Hilux, was
renamed the 4Runner in Venezuela, Australia and North America, and the
Hilux Surf in Japan. In 1992, Toyota introduced a newer pickup model, the mid-
size T100 in North America, necessitating distinct names for each vehicle other
than Truck and Pickup Truck. Since 1995, the 4Runner is a standalone SUV, and
the more recent models of the Hilux are separate in appearance from the
Tacoma.
In June 2020, Toyota unveiled the second facelift of the AN120/130 series Hilux
for Asia, Europe and South America. The second facelift model received revised
front and rear with LED headlamps and tail-lamps and front LED indicators, a
first for the Hilux, and redesigned 18-inch alloy wheels. For some Southeast
Asian markets, the Hilux is equipped with Toyota Safety Sense. This facelift of
the Hilux was introduced in Japan in August 2020 and is offered in base X and Z
trim levels. The power and torque figures for 2.8-litre 1GD-FTV engine has
been upgraded to 204 PS (150 kW; 201 hp) and 500 N⋅m (369 lbf⋅ft) (in
automatic transmission).
The facelift model GR Sport version was released in Thailand on 25 August
2021,[78][79] in Japan on 8 October 2021,[80] in the Philippines on 23 October
2021,[81] and in Europe on 4 January 2022.[82] The model will also be
released in South Africa in May 2022, with the 1GD-FTV engine is further
upgraded to produce 224 PS (165 kW; 221 hp) and 550 N⋅m (406 lbf⋅ft).

SPECIFICATION ENGINE AND THE IMPROVEMENT:

ENGINE NAME 1GD-FTV
 Num. of cylinders Inline 4
Engine size 2755 cm3
Stroke 92.0 x 103.6 mm
Num. of valve 16
Compression ratio 15.6
Maximum power - Output 148 bhp @ 3400 rpm
Horsepower
Maximum torque 400 Nm @ 1600 rpm
Fuel type Diesel

While Toyota’s updated 2021 HiLux, LandCruiser Prado and Fortuner still carry
over the same 2.8-litre turbo-diesel engine as the respective outgoing models,
there have been a lot of mechanical changes for the new models. And Toyota
Australia is adamant the worst of its diesel particulate filter dramas are behind
them. This new iteration engine has more power and torque, and claims to be
more efficient at the same time.
Still called the 1GD-FTV, this new engine now makes 150kW at 3400rpm and
500Nm at 1600-2800rpm when running through the automatic transmission.
With a manual transmission, the torque output is capped at 420Nm at 1400-
3400rpm.
This is an improvement over the outgoing engine, which made 130kW at
3400rpm and 450Nm at 1600-2400rpm with an automatic transmission, or
420Nm at 1400-2600rpm with a manual transmission. While peak torque has
improved only for the automatic transmission, the torque curve is both wider
and flatter for both variants.
A new variable nozzle ball-bearing turbocharger, which is larger, is mainly
responsible for the gains in power and torque. This new turbo hangs off a
redesigned exhaust manifold. The common-rail fuel injection system has also
been updated, with changes to the injector flow rate.
The new cylinder head has a redesigned water jacket to improve cooling, and
the cylinder block has been made more rigid to accommodate the higher
engine performance. Pistons and piston rings have been redesigned, and there
is a new cooling fan and coupling.
There’s also a new head gasket for this more powerful engine, presumably
done to handle the increased amount of boost that this engine develops.
Toyota says the diesel particulate filter system (DPF) for this new engine has
also been reworked, with software and hardware changes implemented on the
facelifted model.
The design of the air filtration system in the new HiLux has been left
untouched. While Toyota concedes that "minute dust particles in fact can pass
through the filter" in extremely dusty conditions, Mr Hanley said "this is not
known to cause any engine damage, based upon the very thorough evaluations
and assessments we have done… in quite incredible driving conditions."
While the manual transmission has been left unchanged, the automatic
transmission has been recalibrated for faster and more frequent torque
converter lockup, which allows the driveline to run cooler.
These changes, along with the improved cooling capability of the engine, has
been an instrumental part of increasing the towing capacity to 3.5 tonnes for
all HiLux 4x4 models. The Toyota Fortuner now has a towing capacity of
3100kg and diesel-powered 4x2 HiLux variants can tow 2800kg.
PICTURE OF THE ENGINE:
ENGINE MECHANICALS:

-CYLINDER BLOCK

The engine block - also known as a cylinder block - contains all of the major
components that make up the bottom end of a motor. This is where the
crankshaft spins, and the pistons move up and down in the cylinder bores,
fired by the fuel combusting. On some engine designs, it also holds the
camshaft.
Usually made from an aluminum alloy on modern cars, on older vehicles and
trucks it was commonly cast iron. Its metal construction gives it strength and
the ability to transmit heat from the combustion processes to the integral
cooling system in an efficient manner. Aluminum block typically have an iron
sleeve pressed into them for the piston bores, or a special hard plating applied
to the bores after machining.
The block was originally just a block of metal holding the cylinder bores, the
water cooling jacket, oil passages, and the crankcase. This water jacket, as it’s
sometimes known, is an empty system of passages, circulating coolant in the
engine block. The water jacket surrounds the engine’s cylinders, of which there
are usually four, six or eight and which contain the pistons. 
When the cylinder head is in place secured to the top of the engine block, the
pistons move up and down within the cylinders and turn the crankshaft, which
ultimately drives the wheels. The oil pan sits at the base of the engine block,
providing a reservoir of oil for the oil pump to pull from, and supply the oil
passages and moving parts.
-CONNECTING ROAD
A connecting rod is the part of a piston engine that connects
the piston to the crankshaft. Together with the crank, the
connecting rod converts the reciprocating motion of the
piston into the rotation of the crankshaft.
The connecting rod is required to transmit the compressive
and tensile forces from the piston. In its most common form,
in an internal combustion engine, it allows pivoting on the
piston end and rotation on the shaft end.
The predecessor to the connecting rod is a mechanical
linkage used by water mills to convert the rotating motion of
the water wheel into reciprocating motion. The most
common usage of connecting rods is in internal combustion
engines or on steam engines.

o PART OF CONNECTING ROD

 Small End: The end at which the connecting rod is attached to
the face of the piston pin is known as the small end of the
connecting rod.
 Big End: The end at which the connecting rod is attached to
the side of the crank pin is known as big end of the connecting
rod.
 Bush Bearing: Both ends of the connecting rod are fixed with a
bush bearing. A phosphor bronze bush is fitted with the solid
eye is attached to the small end of the connecting rod. The Big
end is attached to the crankpin. The end is divided into two
parts and is supported over the crank bearing shell.
 Bearing Insert: In the big end of the connecting rod, there is a
bearing insert that is connected to the bearing cap, it is known
as a bearing insert. These are made in two parts that fit
together on the crankshaft. This is the position where the
connecting rod travels along the reverse direction.
 Bolt and Nut: After the connecting rod is fitted with the crank
at the bottom, both sides of the big ends are fastened by
some bolts and nuts. Thus, by combining these all components
the connecting rod is ready to use.
 Shank: Furthermore, each of the bolt and nuts are employed to
connect both the connecting rod and bearing cap. And a
section beam is applied it is known as shank. The section of the
rod may be rectangular, tubular, and a circular section.
 Wrist Pin: The engine piston is connected to the connecting
rod with the help of a hollow hardened steel tube called wrist
pin. It is also known as gudgeon pin. Wrist pin goes through
the short end of the connecting rod and pivots on the engaged
piston.
 Piston: The piston is connected to the crankshaft with the help
of a connecting rod, which is usually shortened to the rod or
Conrod. The purpose of the piston is to work as a movable plug
in the cylinder, which forms the bottom of the combustion
chamber.
 Bearing Cap: Shell bearings have an adjustment for wear, but it
controls the running and the side clearance allows the bearing
cap to be tightened correctly.
-PISTON AND RINGS
A piston  is a cylindrical engine component that slides back and forth in the
cylinder bore by forces produced during the combustion process. The piston
acts as a movable end of the combustion chamber. The stationary end of the
combustion chamber is the cylinder head. Pistons are commonly made of a
cast aluminum alloy for excellent and lightweight thermal
conductivity. Thermal conductivity is the ability of a material to conduct and
transfer heat. Aluminum expands when heated, and proper clearance must be
provided to maintain free piston movement in the cylinder bore. Insufficient
clearance can cause the piston to seize in the cylinder. Excessive clearance can
cause a loss of compression and an increase in piston noise.
Piston features include the piston head, piston pin bore, piston pin, skirt, ring
grooves, ring lands, and piston rings. The piston head is the top surface (closest
to the cylinder head) of the piston which is subjected to tremendous forces
and heat during normal engine operation.
A piston pin bore is a through hole in the side of the piston perpendicular to
piston travel that receives the piston pin. A piston pin is a hollow shaft that
connects the small end of the connecting rod to the piston. The skirt of a
piston is the portion of the piston closest to the crankshaft that helps align the
piston as it moves in the cylinder bore. Some skirts have profiles cut into them
to reduce piston mass and to provide clearance for the rotating crankshaft
counterweights.
A ring groove is a recessed area located around the perimeter of the piston
that is used to retain a piston ring. Ring lands are the two parallel surfaces of
the ring groove which function as the sealing surface for the piston ring.
A piston ring is an expandable split ring used to provide a seal between the
piston an the cylinder wall. Piston rings are commonly made from cast iron.
Cast iron retains the integrity of its original shape under heat, load, and other
dynamic forces. Piston rings seal the combustion chamber, conduct heat from
the piston to the cylinder wall, and return oil to the crankcase. Piston ring size
and configuration vary depending on engine design and cylinder material.
Piston rings commonly used on small engines include the compression ring,
wiper ring, and oil ring. A compression ring is the piston ring located in the ring
groove closest to the piston head. The compression ring seals the combustion
chamber from any leakage during the combustion process. When the air-fuel
mixture is ignited, pressure from combustion gases is applied to the piston
head, forcing the piston toward the crankshaft. The pressurized gases travel
through the gap between the cylinder wall and the piston and into the piston
ring groove. Combustion gas pressure forces the piston ring against the
cylinder wall to form a seal. Pressure applied to the piston ring is
approximately proportional to the combustion gas pressure.
A wiper ring is the piston ring with a tapered face located in the ring groove
between the compression ring and the oil ring. The wiper ring is used to
further seal the combustion chamber and to wipe the cylinder wall clean of
excess oil. Combustion gases that pass by the compression ring are stopped by
the wiper ring.
An oil ring is the piston ring located in the ring groove closest to the crankcase.
The oil ring is used to wipe excess oil from the cylinder wall during piston
movement. Excess oil is returned through ring openings to the oil reservoir in
the engine block. Two-stroke cycle engines do not require oil rings because
lubrication is supplied by mixing oil in the gasoline, and an oil reservoir is not
required.
Piston rings seal the combustion chamber, transferring heat to the cylinder wall and
controlling oil consumption. A piston ring seals the combustion chamber through inherent
and applied pressure. Inherent pressure is the internal spring force that expands a piston ring
based on the design and properties of the material used. Inherent pressure requires a
significant force needed to compress a piston ring to a smaller diameter. Inherent pressure is
determined by the uncompressed or free piston ring gap. Free piston ring gap is the distance
between the two ends of a piston ring in an uncompressed state. Typically, the greater the free
piston ring gap, the more force the piston ring applies when compressed in the cylinder bore.

A piston ring must provide a predictable and positive radial fit between the cylinder wall and
the running surface of the piston ring for an efficient seal. The radial fit is achieved by the
inherent pressure of the piston ring. The piston ring must also maintain a seal on the piston
ring lands.

In addition to inherent pressure, a piston ring seals the combustion chamber through applied
pressure. Applied pressure is pressure applied from combustion gases to the piston ring,
causing it to expand. Some piston rings have a chamfered edge opposite the running surface.
This chamfered edge causes the piston ring to twist when not affected by combustion gas
pressures.

Another piston ring design consideration is cylinder wall contact pressure. This pressure is
usually dependent on the elasticity of the piston ring material, free piston ring gap, and
exposure to combustion gases. All piston rings used by Briggs & Stratton engines are made
of cast iron. Cast iron easily conforms to the cylinder wall. In addition, cast iron is easily
coated with other materials to enhance its durability. Care must be exercised when handling
piston rings, as cast iron is easily distorted. Piston rings commonly used on small engines
include the compression ring, wiper ring, and oil ring.

Compression Ring

The compression ring is the top or closest ring to combustion gases and is exposed to the
greatest amount of chemical corrosion and the highest operating temperature. The
compression ring transfers 70% of the combustion chamber heat from the piston to the
cylinder wall. Most Briggs & Stratton engines use either taper-faced or barrel-faced
compression rings. A taper faced compression ring is a piston ring that has approximately a
1° taper angle on the running surface. This taper provides a mild wiping action to prevent any
excess oil from reaching the combustion chamber.

A barrel faced compression ring is a piston ring that has a curved running surface to provide
consistent lubrication of the piston ring and cylinder wall. This also provides a wedge effect
to optimize oil distribution throughout the full stroke of the piston. In addition, the curved
running surface reduced the possibility of an oil film breakdown due to excess pressure at the
ring edge or excessive piston tilt during operation.

Wiper Ring

The wiper ring, sometimes called the scraper ring, Napier ring, or back-up compression ring,
is the next ring away from the cylinder head on the piston. The wiper ring provides a
consistent thickness of oil film to lubricate the running surface of the compression ring. Most
wiper rings in Briggs & Stratton engines have a taper angle face. The tapered angle is
positioned toward the oil reservoir and provides a wiping action as the piston moves toward
the crankshaft.

The taper angle provides contact that routes excess oil on the cylinder wall to the oil ring for
return to the oil reservoir. A wiper ring incorrectly installed with the tapered angle closest to
the compression ring results in excessive oil consumption. This is caused by the wiper ring
wiping excess oil toward the combustion chamber.

Oil Ring

An oil ring includes two thin rails or running surfaces. Holes or slots cut into the radial center
of the ring allow the flow of excess oil back to the oil reservoir. Oil rings are commonly one
piece, incorporating all of these features. Some on-piece oil rings utilize a spring expander to
apply additional radial pressure to the piston ring. This increases the unit (measured amount
of force and running surface size) pressure applied at the cylinder wall.

The oil ring has the highest inherent pressure of the three rings on the piston. Some Briggs &
Stratton engines use a tree-piece oil ring consisting of two rails and an expander. The oil
rings are located on each side of the expander. The expander usually contains multiple slots
or windows to return oil to the piston ring groove. The oil ring uses inherent piston ring
pressure, expander pressure, and the high unit pressure provided by the small running surface
of the thin rails.

The piston acts as the movable end of the combustion chamber and must withstand pressure
fluctuations, thermal stress, and mechanical load. Piston material and design contribute to the
overall durability and performance of an engine. Most pistons are made from die- or gravity-
cast aluminum alloy. Cast aluminum alloy is lightweight and has good structural integrity and
low manufacturing costs. The light weight of aluminum reduces the overall mass and force
necessary to initiate and maintain acceleration of the piston. This allows the piston to utilize
more of the force produced by combustion to power the application. Piston designs are based
on benefits and compromises for optimum overall engine performance.

-CRANKSHAFT
An engine crankshaft runs inside the bottom end of a car's motor and
converts the vertical movement of the pistons into horizontal rotational
movement, which ultimately drives the wheels via the gearbox.

Crankshafts have existed for hundreds of years, having been used

in water mills and sawmills. They eventually became prominent in paddle
boats, turning the energy from steam-powered pistons into rotational
energy for the paddle wheels.

In today's cars, the crankshaft consists of evenly spaced ‘throws’ (there

are four in a four-cylinder engine, as shown below), which are attached
to the bottom of the pistons by connecting rods. These ‘throws’ are offset
from the axis of the crankshaft, which is what creates the rotational
energy.

The crankshaft is attached to the engine by large bearings at

either end. It connects to the flywheel, and through that, the
clutch.

When the clutch is engaged, the rotational energy of the

crankshaft is transmitted through the gearbox and on through
the differential to the driveshafts, which are attached to the
wheels, hence creating the car’s ability to move.

-FLYWHEEL

A flywheel is a heavy disc attached to the end of a rotating shaft that

helps smooth out the engine’s power pulses and store energy
through rotational momentum.

Although a flywheel can take other forms — such as a cylinder or an

outside ring with spokes like a wagon wheel — in automotive uses,
it’s usually a solid, metal disc that’s about an inch thick, a foot in
diameter and around 10 to 40 pounds (depending largely on
material, from lightweight aluminum to heavy cast iron). It is
attached to the end of the engine’s crankshaft where it bolts to the
transmission

Why Is It Important?

The compression stroke coming right before it (where the rising

piston compresses the air-fuel mixture) adds a load — or resistance
to turning — to the crankshaft, while the crankshaft kind of coasts
through the exhaust and intake strokes. Thus, without a flywheel to
smooth things out, the crankshaft would slow down during the
compression stroke; then accelerate rapidly during the power stroke,
coast through exhaust and intake strokes; then repeat the process.
This would result in an uneven flow of power and a decent amount
of vibration.

Think of it this way: If you were turning a rotating shaft with a crank
handle, you’d likely be able to apply more muscle at some points
during a full revolution than at others. But if there was a heavy
flywheel at the end of the shaft, the rotating momentum of the
flywheel would help you rotate the shaft at a more consistent speed.
Its momentum would also keep the shaft turning even after you let
go of the handle.

-ENGINE VALVE

Engine valves are mechanical components used in internal combustion engines to allow or
restrict the flow of fluid or gas to and from the combustion chambers or cylinders during
engine operation. Functionally, they perform similarly to many other types of valves in that
they block or pass flow, however, they are a purely mechanical device that interfaces with
other engine components such as rocker arms in order to open and close in the correct
sequence and with the correct timing.

Engine valves are located in the cylinder head. The main function of the engine
valves is to let air in and out of the cylinders. That air is used to help ignite the
fuel which will drive the pistons up and down.
There are two types of engine valves; intake and exhaust valves.

-INTAKE VLAVE AND EXHAUST VALVE

Pistons travel up and down inside cylinders. At the top of the pistons journey are the
valves. There are a varying number of valves depending on the manufacturer. As the
piston is at the bottom of the cylinder, the intake valve opens to let air in, it then closes
so the cylinder is air tight to build compression. Once the piston goes through the
compression and firing stroke, the exhaust valve will open and let the exhaust out. It
then closes immediately after. But you may ask how do the valves open and close?
There is a shaft that pushes on the all the valves called a cam shaft. Be sure to check
out the cam shaft link for more information on the camshaft.

An exhaust valve is a valve that releases burned gases from a

cylinder. The exhaust valve closes during the initial part of the
induction stroke. The inlet valve usually opens a little before top dead
center and the exhaust valve remains open a little after top dead
center. When the fuel and air mixture has been ignited in the cylinder,
the spent gasses are sent out of the engine through this valve.
Then,the gasses is through the catalytic converter to convert toxins
into less harmful byproducts, such as water vapor and carbon dioxide.
Without this component, your vehicle will no longer be filtering and
reducing harmful emissions, including hydrocarbons, nitrogen oxides,
and carbon monoxide.

The catalyst inside a catalytic converter is made typically from

platinum or a similar metal, such as rhodium or palladium. Gases flow
through a ceramic honeycomb structure located within the cat
housing. This is lined with metals that have specific jobs that play a
role in reducing emissions. There are two main types of catalysts that
might be featured in a car:
Reduction catalysts: Help reduce nitrogen oxide pollution by
removing oxygen. Nitrogen oxides are broken up into nitrogen and
oxygen gases, which on their own are harmless. Oxidation catalysts:
Used to change carbon monoxide into carbon dioxide through an
opposite process of adding oxygen.
Also located near the catalytic converter is an oxygen (O2) sensor,
which works to tell a car’s electronic control unit (ECU) how much
oxygen is found in the exhaust gases. This helps a vehicle run on a
more efficient air/fuel ratio, allowing the engine to supply the
converter with enough oxygen to complete the oxidation process.

-AIR FILTER

Just as humans need oxygen to breathe, a car needs

oxygen for the combustion process. The air filter
prevents any insects, dust, particles, sand or debris
reaching the engine and ensures a good mixture of air
and fuel to support performance. Car air filters come in
different shapes:
panels, circular or cylindrical. They are made of a
pleated material which filters the air and may be made
of cotton, synthetic paper or foam.
-OIL FILTER
An oil filter is typically encased in a small capsule with
various components inside that are used to filter out
contaminants within the oil. The filter’s job is to cycle
the clean oil back through the engine parts to keep the
components running as smoothly as possible.

The oil itself has several purposes. The first is to keep

all of the moving components inside the engine well
lubricated in order to prevent them from grinding
against each other. The second purpose is to help keep
the engine cool by transferring the heat from the rapidly
moving components. Finally, the oil will also capture
and move harmful particles out of the engine space. The
oil filter aids in all of this is to keep the oil clean so that
the oil can do its job of keeping the engine running
smoothly.

-SPARK PLUG

A spark plug (sometimes, in British English, a sparking

plug, and, colloquially, a plug) is a device for delivering
electric current from an ignition system to the
combustion chamber of a spark-ignition engine to ignite
the compressed fuel/air mixture by an electric spark,
while containing combustion pressure within the
engine. A spark plug has a metal threaded shell,
electrically isolated from a central electrode by a
ceramic insulator. The central electrode, which may
contain a resistor, is connected by a heavily insulated
wire to the output terminal of an ignition coil or
magneto. The spark plug's metal shell is screwed into
the engine's cylinder head and thus electrically
grounded. The central electrode protrudes through the
porcelain insulator into the combustion chamber,
forming one or more spark gaps between the inner end
of the central electrode and usually one or more
protuberances or structures attached to the inner end of
the threaded shell and designated the side, earth, or
ground electrode(s).
The engine cycle is what makes this process happen. In
your engine cycle, your valves fill your cylinder with a
mixture of air and fuel, which are highly-explosive
when combined. As the piston in your engine moves
upward, it compresses this mixture until it’s in an
extremely small space, creating even more potential
energy. At the peak of this compression, your engine
ignites this mixture with a small spark, creating an
explosion that forces the piston back downward, turning
the crankshaft in your engine and creating the power
which makes your car move forward.
A multiple spark ignition ensures that the air/fuel
mixture is ignited in the cylinder and, more importantly,
that it is completely burned. In a high-performance
application, cylinder pressures increase due to higher
compression ratios, turbochargers. All of these factors
make it more difficult for the ignition to ignite the
air/fuel mixture. The multiple sparks provide repeated
opportunities for the ignition to start and complete the
combustion process.

-Fuel injector
The fuel injector is an electronically controlled valve that is
supplied with pressurized fuel by the fuel pump and when
energized atomizes the fuel into a fine mist so that it can
burn easily in the vehicle's engine. The engine uses a long
body injector to optimise fuel spray shape and minimize fuel
atomization to realize rapid combustion. Fuel injectors are
responsible for spraying a mist of fuel into the engine. The
finer and more controlled the spray, the better the fuel
economy.

CONCLUSION
Toyota Hilux is a nice looking pickup and with all that
specification and futuristics modern system powered by
engine 1GD 2.8-litre 4 cylinders turbo diesel engine is
the best car to choose in this category so far.

REFFERENCE
https://toyota.com.my/vehicles/pickup/hilux?
gclid=CjwKCAjwve2TBhByEiwAaktM1KRJBxC-
3_MpP6r1IHlmT3tg1BjoqRMLj77ADeA6Hjds1vGFLEExFhoC6wU
QAvD_BwE
https://haynes.com/en-gb/