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Honda NR750 Oval Piston 32 Valve V4
11/15/2025

Honda NR750 Oval Piston 32 Valve V4

The 1993 Gilera 250 GP prototype boxer engine is one of the most unusual and ambitious experiments to emerge from the wo...
11/15/2025

The 1993 Gilera 250 GP prototype boxer engine is one of the most unusual and ambitious experiments to emerge from the world of Grand Prix motorcycle racing. At a time when most manufacturers in the 250cc class relied on conventional inline-two or V-twin two-stroke layouts, Gilera explored a radical flat-twin (boxer) configuration designed to offer smoother power delivery, improved balance, and a much lower center of gravity. Although the project never reached full competition, it remains one of the most intriguing engineering “what-ifs” in modern GP history.

The engine was a 250cc two-stroke boxer twin, with two horizontally opposed cylinders firing outward from a central crankcase. This unusual layout allowed the engine to sit very low in the frame, improving stability and cornering control—important advantages in the ultra-competitive 250cc GP class. The compact shape also created aerodynamic benefits, making it easier to package a narrow, slippery race motorcycle that could slice through the air more efficiently.

Mechanically, the boxer configuration reduced vibration compared to traditional two-stroke twins, thanks to the natural balancing of the opposed pistons. This smoother operation promised better traction, especially under hard acceleration while exiting corners. Gilera engineers also hoped the design would improve cooling efficiency, since the horizontally opposed cylinders were more exposed to airflow than on a vertical or V-shaped engine. These ideas demonstrated Gilera’s willingness to break away from conventional thinking in pursuit of competitive advantage.

Despite its promising qualities, the engine faced multiple challenges. Packaging the expansion chambers—a critical element of two-stroke performance—was difficult due to the wide layout of the cylinders. Getting the pipes to fit properly without compromising ground clearance or chassis geometry proved to be a major obstacle. Additionally, the engine required extensive development time and resources, and by the early 1990s, Gilera’s factory racing program was already under financial strain. As a result, the boxer-engine project remained a prototype and never progressed to full Grand Prix testing.

Today, the 1993 Gilera 250 GP boxer engine is remembered as a bold and innovative concept that showcased the creativity of Italian engineering. Although it never reached the racetrack, the prototype stands as a reminder of how far manufacturers were willing to push boundaries in pursuit of performance. It remains a fascinating chapter in 250cc GP history—an unconventional idea that might have changed racing dynamics had it reached full development.

The 1962 Honda CR72 250cc is one of Honda’s early masterpieces from the golden age of four-stroke Grand Prix racing. Bui...
11/15/2025

The 1962 Honda CR72 250cc is one of Honda’s early masterpieces from the golden age of four-stroke Grand Prix racing. Built as a production-racer version of Honda’s factory 250cc machines, the CR72 allowed privateers to experience the same high-revving, precision-engineered performance that Honda was using to challenge European dominance. By 1962, Honda had already shocked the racing world with its sophisticated multi-cylinder engines, and the CR72 carried that same spirit of innovation on a slightly more accessible platform.

At the heart of the CR72 is a 247cc air-cooled, double overhead cam parallel-twin engine. Featuring four valves per cylinder, a high compression ratio, and gear-driven cams, it was exceptionally advanced for its class and era. The engine was designed to rev past 12,000 rpm, producing around 35 to 38 horsepower depending on tuning. Its smooth, free-revving nature and sharp throttle response made it a standout performer among contemporary 250cc racers, many of which still relied on simpler pushrod or two-stroke designs.

Fueling came through a pair of large Keihin carburetors, and the engine’s internals were built from lightweight, high-quality materials to withstand sustained high-rpm use. The CR72 also used a close-ratio gearbox—typically six speeds—to keep the engine in its narrow but extremely potent powerband. Its mechanical sound was unmistakable: a crisp, metallic scream that became a signature of Honda’s early racing twins.

The chassis was equally well engineered. With its lightweight frame, excellent brakes for the time, and finely tuned suspension, the CR72 handled with agility and precision on tight circuits. Many privateer racers appreciated how balanced the motorcycle felt, allowing them to exploit the engine’s high-revving performance without sacrificing stability. The CR72 proved itself in club racing, national championships, and endurance events, helping establish Honda’s reputation as a serious racing manufacturer.

Today, the 1962 Honda CR72 is regarded as a rare and highly desirable classic racing machine. Its combination of technical sophistication, beautiful engineering, and historical importance makes it a prized possession for collectors and vintage racers. The CR72 represents Honda’s early commitment to engineering excellence and its determination to challenge the world stage—one high-revving, meticulously built racing twin at a time.

Honda RC181 was one of the most powerful and dramatic Grand Prix racing motorcycles of the 1960s, created to compete in ...
11/15/2025

Honda RC181 was one of the most powerful and dramatic Grand Prix racing motorcycles of the 1960s, created to compete in the 500cc class at a time when Honda was pushing the limits of engineering. Introduced in 1966, the RC181 represented Honda’s most aggressive attempt to challenge the dominant MV Agusta machines. It was a masterpiece of precision engineering, an inline-four racing engine built to rev extremely high and deliver explosive performance, showcasing Honda’s determination to win at the very top level of motorcycle racing.

At its heart, the RC181 used a 499cc air-cooled, double overhead cam inline-four with four valves per cylinder. This was a highly advanced layout for its era, designed to produce maximum power at very high rpm. Depending on tuning, the engine produced around 85 to 90 horsepower at over 12,000 rpm—numbers that were extraordinary in the mid-1960s. The RC181’s power delivery was fierce, and its free-revving nature made it one of the fastest 500cc machines ever built at that time, capable of reaching speeds well above 270 km/h on long straights.

The engine was paired with an eight-speed gearbox, allowing riders to keep the motor in its narrow but extremely potent powerband. Its lightweight internals, efficient combustion chamber design, and high-flow carburetion gave the bike its characteristic blend of razor-sharp response and screaming top-end power. The RC181 also featured a stiff chassis and excellent brakes for the period, though riders often described the machine as physically demanding because the engine’s power could easily overwhelm the handling limits of 1960s tire and suspension technology.

On the racetrack, the RC181 achieved legendary status thanks to riders like Mike Hailwood and Jim Redman. In 1966, Honda battled MV Agusta fiercely, with Hailwood and Agostini trading victories in one of the most iconic seasons in GP history. The RC181 won multiple races and came close to securing the world championship, demonstrating Honda’s engineering brilliance and competitive spirit. Even though the bike raced for only two seasons before Honda withdrew from Grand Prix competition, its impact was unforgettable.

Today, the Honda RC181 is remembered as one of the greatest racing motorcycles ever created. Its screaming four-cylinder engine, bold engineering, and fierce rivalry with MV Agusta have cemented it as a true icon of the sport. Surviving examples are extremely rare and considered priceless pieces of racing history. The RC181 represents Honda at its most ambitious—a machine built with one goal in mind: to challenge the world’s best and redefine the limits of 500cc racing performance.

The 1939 Norton 16H is one of the most iconic British single-cylinder motorcycles of the pre-war era, built for durabili...
11/14/2025

The 1939 Norton 16H is one of the most iconic British single-cylinder motorcycles of the pre-war era, built for durability, practicality, and steady everyday performance. Before becoming famous as a military machine during World War II, the 16H already had a strong reputation among civilian riders for its reliability and simple, rugged engineering. By 1939, the model had reached a mature and refined form, representing Norton’s long experience with side-valve singles designed to handle long distances, rough roads, and constant use.

At the heart of the 1939 16H is a 490cc side-valve, air-cooled single-cylinder engine. The side-valve layout, though not as sporty as overhead-valve designs, was chosen for its dependability and ease of maintenance. Producing around 14 to 16 horsepower, the engine delivered a smooth, steady torque curve perfect for touring and military duty. Its quiet operation, mechanical simplicity, and tolerance for poor-quality fuel made it an ideal workhorse in an era when reliability mattered far more than outright speed.

The engine was paired with a four-speed gearbox and Norton's robust dry-sump lubrication system, which helped keep temperatures under control during long runs. The girder front forks and a strong tubular frame gave the 16H excellent handling on both pavement and unpaved roads. Riders often praised its comfortable riding position and predictable behavior, making it a dependable companion for daily travel as well as long-distance journeys across the British countryside.

In 1939, the Norton 16H was already being evaluated for military service, and the same engine later powered thousands of wartime Norton WD16H motorcycles used by the British Army and Commonwealth forces. Its ability to operate in harsh environments—mud, desert heat, freezing conditions, and rough terrain—proved the engine’s resilience. This wartime role would eventually make the 16H one of the most famous British military motorcycles ever built.

Today, the 1939 Norton 16H is cherished by vintage motorcycle enthusiasts for its historical importance and dependable mechanical character. Restored examples showcase the charm of early British singles: the thumping rhythm of the side-valve engine, the straightforward engineering, and the timeless Norton craftsmanship. It remains a beloved classic, representing the era when motorcycles were built simple, strong, and ready for anything.

The Norton CS1 is one of the most significant engines in early British racing history, marking a major leap forward in p...
11/14/2025

The Norton CS1 is one of the most significant engines in early British racing history, marking a major leap forward in performance engineering during the 1920s. Introduced in 1927, the CS1 (CamShaft One) was Norton’s first production overhead-camshaft single—a cutting-edge design at a time when most motorcycles still relied on side-valve or pushrod engines. Built specifically to dominate road racing, the CS1 quickly earned a reputation for speed, refinement, and durability, establishing Norton as a serious force in international competition.

At the heart of the CS1 was its 490cc air-cooled single-cylinder engine with a bevel-drive overhead camshaft. The camshaft sat high in the cylinder head and was driven by a tower shaft and bevel gears—an advanced layout that improved valve control at high rpm. This allowed the engine to rev freely and breathe far better than pushrod machines of the era. With its efficient combustion chamber, big valves, and strong bottom end, the CS1 delivered impressive power for its size and became one of the fastest 500cc singles of its time.

The engine’s precision engineering made it ideal for racing. Riders appreciated its crisp response, reliable high-rpm performance, and smooth torque curve. The bevel-drive system was highly robust, and the valvetrain remained stable even during long-distance events. These strengths helped Norton achieve remarkable results at legendary venues such as the Isle of Man TT, where the CS1 quickly made its mark. The bike won the 1927 Senior TT in its debut year, proving that Norton’s overhead-cam design was a true breakthrough.

Beyond pure racing, the CS1 engine influenced the development of Norton’s famous “cammy singles,” including the later International and Manx models. Its basic layout—high camshaft, bevel-drive tower shaft, and strong top end—became the foundation for decades of racing success. The CS1 also helped establish Norton’s reputation for building motorcycles with both performance and reliability, qualities that attracted racers and enthusiasts around the world.

Today, the Norton CS1 is treasured as a landmark in motorcycle engineering. Its elegant bevel-drive system, early overhead-cam technology, and strong racing pedigree make it one of the most desirable vintage Nortons. Surviving examples are rare and highly sought after, valued not only for their beauty and craftsmanship but also for the important role they played in shaping the future of British high-performance motorcycles.

The 1913 Minneapolis V-Twin (Thiem) Deluxe engine is a rare and historically important piece of early American motorcycl...
11/14/2025

The 1913 Minneapolis V-Twin (Thiem) Deluxe engine is a rare and historically important piece of early American motorcycle engineering. Built during a time when dozens of small manufacturers were experimenting with performance, design, and reliability, the Minneapolis Motorcycle Company stood out for producing well-crafted machines with strong, dependable engines. The Thiem influence refers to Arthur Thiem, an engineer known for developing innovative carburetion and induction systems, and his work helped shape the performance of this early V-twin. By 1913, the company had refined the Deluxe model into a powerful and stylish motorcycle that competed with the likes of Harley-Davidson, Indian, and Excelsior.

At its heart was a beautifully built air-cooled V-twin engine, typically displacing around 7 to 9 horsepower depending on tune—strong output for its era. The design used separate cast cylinders with prominent cooling fins, an exposed valve train, and intake-over-exhaust (IOE or F-head) breathing, which offered better airflow than simple side-valve engines. This configuration gave the Minneapolis V-Twin a smooth, steady delivery of torque, allowing it to climb hills and cruise at speeds that were impressive for the period. Riders often praised the engine for its reliability and its ability to run cleanly even on rough, dusty early American roads.

The Thiem carburetor and fuel system were important features of the 1913 Deluxe engine. Known for precise metering and improved throttle response, the Thiem design helped the Minneapolis V-Twin achieve stronger mid-range power and more efficient fuel use than many competitors. The magneto ignition system delivered a strong and consistent spark, which was crucial in an era when fuel quality varied widely. Combined with a robust crankshaft and carefully machined internals, the engine had the durability needed for long-distance riding.

Visually, the engine is a classic example of pre-World War I motorcycle craftsmanship. The exposed rocker arms, external oil lines, open pushrods, and hand-oiled lubrication system give it a raw, mechanical beauty that enthusiasts admire today. The engine sat in a strong loop frame and often powered motorcycles equipped with deluxe features like spring forks, belt drive, and stylish paintwork—details that made Minneapolis one of the more premium brands in the early 1910s market.

Today, the 1913 Minneapolis V-Twin (Thiem) Deluxe engine is extremely rare and highly valued among collectors of early American motorcycles. Very few examples survive, and those that do are prized for their historical importance and mechanical elegance. It represents a time when American motorcycle design was bold, experimental, and rapidly evolving. The Minneapolis engine stands as a testament to the ingenuity of small manufacturers who helped shape the foundation of motorcycling in the United States.

J*P 770cc engine from around 1915 is a classic example of early British motorcycle engineering, created by J.A. Prestwic...
11/14/2025

J*P 770cc engine from around 1915 is a classic example of early British motorcycle engineering, created by J.A. Prestwich Industries—one of the most influential engine manufacturers of the veteran and vintage eras. J*P engines powered countless motorcycles, record breakers, sidecar rigs, and even aircraft and industrial machines. By 1915, the company’s V-twin engines were already well respected for their combination of strength, reliability, and impressive performance for the time. The 770cc version stood in the sweet spot between compact size and strong power output, making it popular among many early motorcycle builders.

This engine was typically a 50-degree air-cooled V-twin with separate cylinders, exposed valve gear, and large external pushrods, giving it the raw mechanical look that defined the period. With a displacement of around 770cc, it produced enough torque for both solo motorcycles and sidecar outfits. Power output varied depending on the carburetor and valve configuration, but many versions delivered around 6 to 8 horsepower—more than enough to reach speeds of 45–55 mph in the right motorcycle frame. For 1915, this was very capable performance.

The 770cc J*P engine often came in either side-valve or inlet-over-exhaust (F-head) configurations. The latter provided better breathing and more power, and many manufacturers favored it for sportier machines. Its ignition typically relied on a magneto, ensuring consistent spark even at low engine speeds. The separate oiling system, hand controls, and exposed moving parts reflected the mechanical simplicity of early motorcycling but also made the engine remarkably easy to maintain or repair with basic tools.

J*P engines were used by numerous motorcycle brands—including Brough Superior, Zenith, Coventry-Eagle, and many smaller builders—because of their proven reliability. They also earned a strong reputation in competition: hill climbs, endurance trials, and speed races frequently featured J*P-powered machines. Riders appreciated their robust build, smooth torque delivery, and durability on rough, unpaved roads. The 770cc engine, being mid-sized, struck an excellent balance between power and manageable weight.

Today, a J*P 770cc engine from circa 1915 is considered a treasured artifact of early motorcycling. Collectors admire it for its exposed mechanical beauty, historical importance, and connection to the formative years of British motor engineering. Restored examples are highly sought after and often displayed in museums or vintage events, where they continue to demonstrate the craftsmanship and innovative spirit that helped shape the future of motorcycle performance.

The 1927 Ace 1229cc Four is one of the finest and most elegant American motorcycle engines of the early 20th century. Bu...
11/14/2025

The 1927 Ace 1229cc Four is one of the finest and most elegant American motorcycle engines of the early 20th century. Built during a period when smoothness and refinement were becoming just as important as raw power, the Ace Four stood at the top of the performance ladder. It was designed by William G. Henderson, the same engineering pioneer behind the Henderson Four, and it carried forward his vision of a powerful, silky-smooth inline-four motorcycle built for speed, durability, and long-distance travel. By 1927, Ace had established itself as a premium brand known for craftsmanship and engineering excellence.

At the heart of the machine was its beautifully designed 1229cc air-cooled inline-four engine. The long crankcase, exposed valve gear, and polished finned cylinders gave it a distinguished appearance, while its mechanical layout ensured exceptionally smooth running. With a bore and stroke of 67 x 96 mm, the engine delivered strong torque and effortless acceleration. In standard trim, the Ace Four produced around 35 horsepower, allowing the motorcycle to achieve speeds over 100 mph—a stunning achievement in the 1920s and one that earned the Ace a reputation as one of America’s fastest motorcycles.

The engine used a single camshaft located in the crankcase, operating overhead valves through pushrods and rocker arms. This gave it a combination of reliability and performance that few competitors could match. The inline-four layout reduced vibration dramatically compared to the common V-twins of the era, making the Ace a favorite among riders who valued smoothness on long journeys. Its large displacement also provided a steady, flexible power delivery that made it easy to ride at low speeds while still capable of thrilling top-end performance.

In 1927, the Ace Four already had a legendary status thanks to several speed records and endurance accomplishments. Riders and racers used the engine to set impressive benchmarks, proving not only its outright speed but also its durability under harsh conditions. The engine’s robust construction, efficient cooling, and strong bottom end made it ideal for competition, and it inspired great confidence among riders who demanded both speed and reliability.

Today, the 1927 Ace 1229cc Four is regarded as one of the greatest American motorcycle engines ever built. Its engineering brilliance, elegant design, and remarkable performance have made it an icon among collectors and historians. Surviving examples are extremely rare and command enormous respect in the vintage motorcycle world. The Ace Four stands as a testament to William Henderson’s vision—a powerful, smooth, beautifully crafted engine that helped define the golden era of American inline-four motorcycles.

Ford Cross Boss 302 is one of the rarest and most fascinating racing setups Ford ever engineered, created at the height ...
11/14/2025

Ford Cross Boss 302 is one of the rarest and most fascinating racing setups Ford ever engineered, created at the height of the 1970 SCCA Trans-Am war. Ford wanted every possible advantage for the Boss 302 Mustang, and the Cross Boss intake system was designed specifically to outperform the competition at high rpm. Unlike normal four-barrel carburetors, the Cross Boss used a radical inline carburetor system intended to feed all eight cylinders with perfectly straight, unrestricted airflow. It was an experiment in pure racing engineering, built for maximum breathing and maximum horsepower.

At the heart of this system was the Autolite Inline “Cobra” carburetor paired with a very unique long, rectangular intake manifold. Instead of splitting the airflow into two or four separate paths, the Cross Boss intake kept everything aligned in a straight shot toward the ports. This design allowed exceptionally high airflow volume and velocity at high rpm, giving the Boss 302 engine a serious boost in top-end power. On the dyno and in testing, the setup showed tremendous potential, especially at sustained speeds over 7,000 rpm.

The engine underneath was the legendary Boss 302 itself, featuring Cleveland-style canted-valve heads, a solid-lifter camshaft, forged internals, and one of the strongest small-block bottom ends Ford ever built. When combined with the Cross Boss intake, a fully prepared Trans-Am engine could produce well over 450 horsepower—an astonishing figure for a naturally aspirated 5.0-liter V8 in 1970. Throttle response was razor sharp, and airflow efficiency allowed the engine to pull hard all the way to very high rpm, making it ideal for road-racing conditions.

However, the Cross Boss system had limitations. It was complex, expensive, and required careful tuning. SCCA homologation rules also made it difficult to field the system in large numbers, and only a small handful were ever produced. As a result, the setup never saw widespread competition use, even though the few teams who tested it reported exceptional performance. Its rarity today has pushed Cross Boss intakes and Autolite inline carburetors into the world of highly collectible racing parts.

Today, the Ford Cross Boss 302 remains a legendary piece of Trans-Am history. It represents Ford’s most extreme small-block airflow experiment, a bold attempt to beat Chevrolet, AMC, and Mopar with cutting-edge technology. While it never became a mainstream racing setup, its innovation, rarity, and sheer engineering ambition have made it one of the most admired and sought-after performance components ever associated with the Boss 302 Mustang.

Yamaha XT500 engine is one of the most iconic single-cylinder four-stroke engines ever built, famous for its simplicity,...
11/14/2025

Yamaha XT500 engine is one of the most iconic single-cylinder four-stroke engines ever built, famous for its simplicity, ruggedness, and strong torque. Introduced in 1976, the XT500 quickly became a legend in both off-road and adventure riding, and its engine played a major role in shaping Yamaha’s reputation for durable enduro machines. Riders around the world admired the XT500 for its straightforward design and its ability to handle everything from daily commuting to serious off-road terrain.

At its core, the XT500 uses a 499cc air-cooled single-cylinder engine with a two-valve, overhead-cam layout. The big-bore, long-stroke design gives it a deep reservoir of low-end power, making it easy to control on hills, trails, or rough surfaces. With around 27 to 32 horsepower depending on the year, the XT500 was never about high-rpm performance. Instead, its strength came from steady, reliable torque and a smooth, predictable power delivery that made it ideal for both beginners and experienced riders.

One of the XT500’s most notable features is its legendary reliability. The engine uses a simple carburetor, a strong crankshaft, durable valve train components, and a robust dry-sump lubrication system that keeps oil safely stored in the frame for better cooling and efficiency. These engineering choices helped the XT500 withstand extreme conditions in deserts, mountains, and long-distance rallies. Many engines from the 1970s and 1980s still run today with minimal internal work, showing just how durable the design truly is.

The XT500 engine also became famous in motorsport. Yamaha used it as the foundation for the competition-tuned TT500, which dominated early motocross events with its strong torque and lightweight feel. Most importantly, the XT500 played a huge role in early rally history: it won the first two Paris–Dakar Rallies in 1979 and 1980, proving that the engine could endure thousands of kilometers of punishing terrain while remaining smooth and dependable.

Today, the Yamaha XT500 engine is treasured by collectors, restorers, and classic enduro fans. Its sound, mechanical simplicity, and vintage charm make it a beloved piece of motorcycling history. Whether used for off-road exploration or kept as a beautifully restored classic, the XT500 remains a symbol of Yamaha’s engineering excellence and the golden age of rugged, go-anywhere motorcycles.

The Suzuki TR750 engine was one of the wildest and most feared racing powerplants of the 1970s, earning a legendary repu...
11/14/2025

The Suzuki TR750 engine was one of the wildest and most feared racing powerplants of the 1970s, earning a legendary reputation for its incredible speed and equally intimidating handling. Introduced in 1972 for Formula 750 racing, the TR750 was Suzuki’s attempt to dominate the new high-powered two-stroke class. Built on the architecture of the GT750 road bike, the TR engine kept the same basic layout—a liquid-cooled, three-cylinder two-stroke—but was heavily reworked for racing. The result was a machine that combined brutal acceleration with razor-thin margins for control, giving it the nickname “The Flexi-Flyer.”

At its heart, the TR750 engine was a 738cc liquid-cooled inline-three. Unlike air-cooled two-strokes of the era, Suzuki used water cooling to keep temperatures stable under racing stress, allowing the engineers to push the motor harder. With large Mikuni carburetors, revised port timing, high-compression combustion chambers, and tuned expansion chambers, the engine produced an astonishing 120 to 125 horsepower—an incredible figure for the early 1970s. Its powerband was explosive, delivering a violent surge of acceleration that made the bike blisteringly fast on straights.

The crankshaft and internals were strengthened to handle sustained high-rpm running, while the cooling system allowed longer race distances without the risk of overheating. Despite its simplicity as a two-stroke, the TR750 required precise tuning: jetting, exhaust harmonics, and ignition timing all played critical roles in squeezing maximum performance out of the motor. Riders described the engine as both thrilling and punishing, a powerplant that demanded total commitment every time the throttle was opened.

However, the TR750’s legendary speed came with a price. Its brutal engine performance was paired with a relatively flexible frame inherited from the GT750 street bike. This mismatch led to high-speed instability, especially under full throttle or heavy cornering loads. While the engine was capable of extraordinary racing success, many riders feared the chassis’ tendency to wobble at speed. Still, racers who mastered the TR750 often scored impressive results thanks to its unmatched straight-line speed.

Today, the Suzuki TR750 engine is remembered as one of the most dramatic and exciting racing engines ever built. It represents the peak of early big-bore two-stroke engineering, a time when raw power took precedence over refinement. Collectors and racing historians admire it for its outrageous performance, mechanical simplicity, and the bold engineering spirit of Suzuki’s early racing program. The TR750 remains a legend—an engine that terrified riders, amazed crowds, and helped define the wildest era of two-stroke road racing.

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