Suzuki GSX-R250 - первый мотоцикл для будущего гонщика
26.07.08Suzuki GSX-R250 продолжает линейку моделей GSX-R. Как и вся серия GSX-R, модель GSX-R250 характеризируется компактными размерами с присущей им легкой строгостью. Однако строгость замечательно сочетается со спортивным стилем.
Модель GSX-R250 вышла в свет в 1987 году. Она была укомплектована двигателем 4DOHC4. Газораспределение DOHC и 4 клапана на цилиндр придали модели необходимую мощь. Объем двигателя 248 куб.см, а вес составляет всего 138 кг. Предыдущая модель Suzuki GF250 очень похожа с GSX-R250 в том, как сконструирован силовой аппарат. Она не в чем не уступает по своим возможностям тем моделям, которые были выпущены позже и имели показатели куда выше этих. Именно поэтому Suzuki GSX-R250 идеально подходит на роль первого мотоцикла для будущего амбициозного гонщика.
Suzuki GSX-R250 легок в управлении даже для новичка, а бывалый водитель справиться с ним без труда и каких-либо сложностей. Мотоцикл этой модели не доставит проблем, можно надеть всю экипировку и спокойно отправляться в дальнюю дорогу. В дополнение к надежному мотору у него отличные мощные тормоза и регулируемая подвеска. Благодаря этому управление мягкое и легкое.
В 1990 году появились слегка измененные модели этой серии. Изменения не коснулись ходовой части, затронув лишь дизайн. Suzuki GSX-R250 1990 года стал еще более комфортным и стильным. Удобство и стильность - это сказано про него. Технические характеристики нового Suzuki GSX-R250 кардинальных изменений не претерпели, вернее разработчики их даже не трогали. Но общее впечатление и восприятие модели, как и его эксплуатация значительно улучшилось. Модель стала более спортивной. Любители скоростных супербайков по достоинству оценили все изменения. Менее широкое и более низкое седло сделало посадку более удобной. Новые обтекатель стал еще эффектнее, и что самое главное, незаменимым в длительных путешествиях на колесах.
Чтобы обзор Suzuki GSX-R250 был завершенным, следует сказать, что сейчас эта модель и по сей день привлекательна для покупателей. В своем ценовом сегменте (до 2000$) она - одна из лучших. Надежность японской техники, отлаженная ходовая часть и великолепное стилевое решение кузова – это все про GSX-R250. И конечно цветовые решения выглядят отлично и в наши дни - особенно это касается полностью черной модели Suzuki GSX-R250, которая на трассе сморится просто необыкновенно...
Источник: Japancar.ru
SUZUKI GSX-R250
Год выпуска: 1990
Модель кузова: GJ72A
Модель двигателя: GJ72A
Мощность, л.с/об.мин: 45.0/14500
Длина|Ширина|Высота, мм: 2020*700*1105
Колесная база, мм: 1370
Высота по седлу, мм: 730
Снаряженная масса, кг: 138
Кол-во посадочных мест: 2
Расход топлива, загородный цикл, л/100км: 2.04
Объем бензобака, л.: 14.00
Кол-во цилиндров, тип ГБЦ: 4, DOHC
Диаметр*Ход поршня, мм: 49.0*33.0
Объем цилиндров, сс>: 248
Крут. момент, кг*м/об.мин: 2.50/10500
Степень сжатия: 12.50
Тормозной путь, м (км/ч): 14.0 (50)
Шины передние: 100/80-17 52H
Шины задние: 130/70-17 62H
Стоимость в Японии, JPY (без учета налогов): 520000.00
Suzuki GSX-R250 1987
Изготовитель и модель мотоцикла Suzuki GSX-R250
Тип мотоцикла Спорт
Год выпуска мотоцикла 1987
Характеристики двигателя
Liquid cooled, four strike, transverse four cylinder, DOHC, 4 valves per cyclinder
Объем двигателя, кубические сантиметры (куб. см) 248
Диаметр цилиндра 49 x 33 mm
Компрессия 12.51
Система впрыска топлива
Система зажигания / стартер Transistor / electric
Максимальная мощность (лошадиные силы / кол-во оборотов в минуту) 45 hp @ 14000 rpm
Крутящий момент @ кол-во оборотов в минуту 24 Nm 2,5 kg-m @ 10500 rpm
Трансмиссия / привод 6 Speed / chain
Передняя подвеска Telescopic forks
Задняя подвеска Full floater
Передний тип торзмозов 2x 300mm discs 2 piston calipers
Задний тип торзмозов Single 240mm disc
Размер передней покрышки 2.50 -17
Размер задней покрышки 3.50 -17
Seat Height 770 mm
Dry-Weight 138 kg
Объем бензобака, литры 16 Litres
Основная информация
Модель: Suzuki GSX-R 250
Год: 1988
Тип: Спортбайк
Двигатель и привод
Рабочий объем: 248см3
Тип: In-line four
Тактов: 4
Мощность: 45.00 л.с. (32.8 кВт)) @ 15000 об./мин.
Компрессия: 12.5:1
Диаметр х Ход поршня: 49.0 x 33.0 мм (1.9 x 1.3 дюймов)
Крутящий момент: 24.00 Нм (2.4 kgf-m / 17.7 ft.lbs) @ 10500 об./мин.
Топливная система: Carburettor. Twin Mikuni BSW 27
Клапанов: 4
Диаметр х Ход поршня: 49.0 x 33.0 мм (1.9 x 1.3 дюймов)
Контроль топлива: DOHC
Запуск двигателя: Электростартер
Зажигание: Full transistor
Охлаждение: Жидкостное
Коробка передач: 6 скорости
Привод: Цепь
Сцепление: Wet multi-plate type
Размеры
Вес: 138 кг
Высота: 1105 мм
Длина: 2000 мм
Ширина: 700 мм
Дорожный просвет: 125 мм
Высота по седлу: 770 мм
Ходовая
Колесная база: 1370 мм
Угол наклона вилки: 26.0°
Trail: 103 мм
Передний амортизатор: Телескопическая вилка
Задний амортизатор: Full Floater, single shock, swingarm
Скорость и ускорение
Макс. скорость: 180.0 (111.8 mph)
Мощность/Вес: 0.3261 л.с./кг
Прочее
Потребление топлива: 4.00 litres (1.06 gallons)
Передняя покрышка: 100/80-17
Задняя покрышка: 130/70-17
Передний тормоз: Double disc. 2-piston calipers
Диаметр переднего тормоза: 275 мм
Задний тормоз: Single disc. 1-piston caliper
Диаметр заднего тормоза: 210 мм
Выхлоп: ґSuzuki Power Up Exhaustґ
Suzuki GSX-R 250R-SP 1994
Make Model Suzuki GSX-R 250R-SP
Year 1994
Engine Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valves per cylinder
Capacity 248
Bore x Stroke 49 x 33 mm
Compression Ratio 12.51
Induction 4x 32mm Mikuni carbs
Ignition / Starting CDI / electric
Transmission / Drive 6 Speed / chain
Front Suspension 41mm Telescopic forks, preload compression and rebound damping adjustable.
Rear Suspension Full-floater, preload compression and rebound damping adjustable.
Front Brakes 2x 290mm disc 4 piston calipers
Rear Brakes Single 210mm disc 2 piston caliper
Front Tyre 110/70-17
Rear Tyre 140/60-18
Dry-Weight 143 kg
Fuel Capacity 13 Litres
Manual ursa.irk.ru/manual/files/Suzuki_GSX-R250_Owners_Manual.zip
Suzuki's GSX-R250RKSP and Yamaha's FZR250R Exup Grey Imports: lesser versions of the real things or screamingly insane in their own right? To find out, Hargreaves and Smith take mindless, head-down, no-nonsense boogie at 18,000rpm to Exmoor National Park on the Devon and Somerset border.
Suzuki's GSX-R250RKSP
A damp, deserted moorland road jiggles left and right into the distance across tussockv fiekls and windswept hedges. Smiffy, in front, hits the gas on the FZR and darts away so I chase him, flying backwards and forwards across both sides of the road, straightlining and redlining, skimming verges and scaring sheep. The GSX-R revs to infinity, howling in and out of harmony with the FZR. Life's a scream at 18 000rpm.
It's also a scream at 50mph, 'coz that's how fast we were going most of the time. Big, GSX-Rs are stifled by their exhausted riders trying to contain the overwhelming power and weight, but the 250 is fun without intimidation. Once you gel over the disappointment of 39bhp to play with it's a giggle, hurtling around Devonshire's hills, bouncing off roadside verges, pinning the GSX-R's front end down on cold, sodden tarmac, teetering into corners expecting a front-end washout, and wailing out the other side searching for another horsepower or two to scrabble the back tyre.
"These hikes are fun... for about five minutes," said Kevin after riding the FZR for five minutes. A day later he changed his mind: "Actually, once you forget about big horsepower they're all right really. Neither would stand a chance in a Ministock race — my TZR125 was faster — but they 're good fun in their own way."
It's astonishing that the tiny motor's rinky-dink 62.25cc pistons, micro valves and minuscule cams can take this sort of abuse without going, pop. The Suzuki is impossible to treat gently; to go faster than a restricted moped you have to bounce the needle off the redline in every gear. To get up Devon's 1:3 gradients you have to bounce it off the limiter in every gear.
Sometimes all these revs are good: the shrieking cacophony from a surprisingly loud exhaust makes you think you're doing a million miles an hour when you're only doing 50. Good for the ego and licence. Sometimes they're bad: when you're trying desperately to tip-toe through a quiet Somerset village without having pitchfork-waving locals chase you down the road, or trying not to rouse a rotund Devonshire traffic cop from his in-car slumbers.
At 50mph the GSX-R is spinning at 7,500rpm, and by 70mph it's at a fit-to-bust 9,500. Sounds painful, but doesn't feel it thanks to the super smooth engine. The vibes are probably there somewhere, but they're so high pitched even a dog wouldn't feel them. On the long M4/5 drag to Bridgewater the only part of my body that went numb was my brain, but that was down to boredom. Or an accident at birth. Eventually the endless drone gets tiring, but a full to reserve tank range of 100 miles offers plenty of opportunities for recovery.
The transmission is less slick. The close ratio box is miles better than the FZR's, but knackered cush rubbers on this particular bike made it difficult to ride smoothly.
And smoothly is the only way to ride the bugger. It's peakier than a two-stroke, and the slightest lapse of concentration when an incline steepens or an exit suddenly appears means you've had it; the bloke on the pushbike will be zooming off into the sunset while you're pumping on the gear lever like a man trying to stub out a tab with bare feet. Even when you get the right gear, the long haul back into the power takes an eternity.
The geezer on the pushbike stands a good chance away from the lights as well. 14 seconds over the standing quarter could be bettered with complete disregard for the clutch and by turning a blind ear to the torture being heaped upon the engine, but three runs were all we could stand.
The GSX-R250 is still fast enough to be scary. At least, it is if you're tailing a manic Kev Smith on the FZR across the blustery roof of Exmoor in the dark. That evening, relaxing over a slow game of pool and a long pint of Guinness in Porlock's Castle Hotel bar, I said, "Nice ride today, Kev. You were tramping on a bit."
"Plenty in hand," he replied tersely. Well bugger that. I didn't have plenty in hand. I had plenty in my undergarments though, and it's not often I can say that.
The 250 isn't quite a perfect replica of its bigger brothers, despite fully adjustable suspension and oil/aircooling. A pair of Spondon-lookalike alloy beams wrap around the engine instead of the GSX-R's trademark double cradle looping over the top. It's tempting to say Suzuki should've gone this way with all GSX-Rs, but the 250 shares the same handling characteristics as the 1100 and, to a lesser extent, the 750 so it doesn't make any difference.
My first balls-out ride on the Suzuki came in the photo session. I found a corner we'd used on the 600s test in '92, and was happily grinding the FZR away when photographer Kenny called a break. Kev didn't think much of the corner: "It's crap. It's got a huge bump halfway round and the GSX-R steps out and slides over it." I berated him gently: "You great Scottish poofta." "You 'kin try it then."
I did. I never got the FZR back. The GSX-R steers exactly like the 1100 — reluctant to change direction, needs strong countersteer to turn, stands up dramatically if the brakes are stroked mid-corner, and feels for all the world like the tyres are flat or the head bearings are too tight. They aren't on both counts.
After a quick ride at Bruntingthorpe, Editor Roop was convinced the frame was bent. Il isn't because the GSX-R steers straight with hands off the bars, and tracks events over white lines and camber changes, I reckon the problem stems from the grippy-but-suspiciously-wide Yokohama tyres and Kev agrees! "It feels like it's got an oversized front. I know what it's like 'coz my CBR used millions of tyres I'd nicked from race slips and none of 'em matched. You just get used to it."
And you do. It only bothers you when you first get on the bike, and then only if you've just jumped off something that steers normally, like the FZR. After the first ten miles the feelings go away'
The Suzuki's suspension is multi adjustable, and a good job too. On the motorway down to Porlock the GSX-R rattled around over bumps and beat up my wrists and kidneys (too much compression damping front and rear), and during the photo session the rear end squirmed around over the aforementioned bump (not enough rear rebound). At least, that's what I thought. I backed off the rear compression, upped the rebound and behold, it was exactly the same as before. Well it was a bit better, but that may equally have been me getting used to the GSX-R's quirky handling. At least you get a choice, but how come Yamaha's engineers can get it right on the FZR and don't need to add all the adjustment strews and collars?
There are several things that are without doubt on the Suzuki: the mirrors are the worst I've encountered and the front of the fairing is ugly. "I he lights are good, the indicators illegal and beautiful with it, and the clocks are calibrated in kph
The riding position is pure racing crought; anything else feels silly, but it's bearable on the straight bits. The seat is soft, the pegs high, and the bars well forward, low and splayed apart. As with all sports bikes, it's possible to find a comfortable riding position eventually. 350 miles in one hit is no problem, and it's not inconceivable that the GSX-R could go all the way to the South of France without too much discomfort. For the rider anyway. Dunno of the engine would make it....
The Suzuki's brakes feel exactly like their 1100 counterpart's: not much initial bite but rapidly building to eyeball-poppers. Some people like 'em like this, some don't. I do; really progressive with loads of sensitivity. They pull great stoppies too.
Apart from the fairing nose, the GSX-R is an exquisite, beautiful little gem. It's so cute it's a shame to ride it around at all, let alone in the middle of winter. But to sit back and admire it would be a waste: this baby exists to be thrashed stupid over and over again. It's nut last enough to be serious competition to a bigger bike on 90% of roads, but somewhere out there is one twisty enough for the GSX-R to beat anything. Apart from an FZR250, that is...
Yamaha FZR250R Exup
Conservation of momentum is the name of the game: wind 'er up to a flat out and don't back off for anything.
Overtaking must be planned carefully 'coz there ain't no surplus power to rely on. Measure the distance with your senses, weigh it up, make imperceptible changes to throttle position to keep speed constant, drop back to wind up...now...full throttle, suck up behind the car, whip out of its slipstream and past. And onto the next one.
It's a rewarding way of riding and it makes you a better rider too: you learn to read traffic and anticipate its movements.
More than the Suzuki, the Yam encourages hedonistic lunacy. Maybe it's because it revs even harder that the GSX-R - 10,500rpm at 70mph and redline at 18,500rpm. Maybe it's because it's more of a proper motorbike than the toy-like GSX-R - heavier, larger and rougher. Or maybe it's because the FSR's got a better engine.
Performance figures don't tell the whole story. At the top end both bikes are roughly equal, and absolute top speed has more to do with which rider had the museli and which the fry-up breakfast. What counts is the ways the Yam's throttle response and roll-on power romper-stomps on the Suzuki. From low down the FZR eggs all over the GSX-R only pulls it back at the very top end. On the road, the Yam's more flexible and less rev-critical - the difference between going down three gears to accelerate instead of going down one.
Just as well, because this FZR's box is sloppier than a bowl full of runny porridge. False neutrals lurk behind every change (particularly nasty on a bike that revs so high, and none too pleasant changing down into a corner either) apart from the one between first and second.
But what and engine. No ride is ever an easy dwadle; every trip turns into a mad, headlong dash for oblivion. Never before has the reason for travelling been so much for the journey and so little for the arrival. It's breathless and exhausting stuff.
Sweeping comers are taken flat oot fer the lads with the throttle wide open — none of this big bike on/off/on nervousness. Just get yer head down and go for it. The featherweight FZR skittles about, bars giving the occasional twitch over bigger bumps, but always in control and always fun. The Yam's unadjustable suspension manages to be supple and taut at the same time; soft enough to soak up the bumps and well-damped enough to let the rider know they're there and that the bike is doing something about them. The GSX-R is vague in comparison.
Tight corners are a chance for some demon late braking before flicking the Yam in so fast your knee's on the deck before you remember to hang off. In fact the FZR is so immensely capable of high turn-in and cornering speeds that overreacting is a real problem. The wailing exhaust and silly figures on the tacho make you think you're going much faster than you really are. At the first hint of a bend you bang it down a couple and lunge at the brakes, then wobble round the corner at a fraction of the speed you could. With a red face you get back on the power and hope no one from Team Roberts was watching. Which they're unlikely to be in the pissing rain in the middle of winter on some Godforsaken moor in Devon, but you never know. I could've sworn the sheep were laughing. Again the FZR teaches about riding; reading the road and watching for vanishing points through corners is vital to maintain maximum speed and avoid those shoulda-gone-faster blues. And to avoid having to wade through piles of revs to get back up to flat-out again.
The baby Exup's motor is rougher than the Suzuki's. This one is much rougher, needing a good lean on the starter button before it deigns to fire up, hot or cold, racing at 4,000rpm before a quick fiddle with the fairing-mounted choke knocks it back, then slapping away to itself on tickover as the camchain flaps around. The Suzuki starts and idles more easily, and runs cleaner on the bar-mounted choke. Life can survive in the most inhospitable climates, but how long an engine can last at 18,000rpm is anybody's guess. Probably as long as a man can survive on a diet of Guinness and cream teas, which turns out to be not much more than three days judging by the time Kev spent on the loo.
The Yamaha looks more like big brother Exup than the Suzuki does the 1100. While Kenny was fussing over the photos in sunny (not) Lynmouth, Mr and Mrs Matching Honda Paddock Jacket sauntered past. Eager to impress his other half, Mr MHPJ nodded wisely at the GSX-R and said, "That's a Grey Import 400, isn't it?" then, "And what's that? An Exup?"
I can forgive him his errors, if not his choice of apparel: the GSX-R looks small where the FZR looks... bigger. They both look dated: the five year old Suzuki wears its years better than the younger Yamaha in terms of looks, but both have suffered minor chips, knocks and dints.
The Yam's mirrors are only marginally less useless than the Suzuki's; it takes a tilt of the head and a tuck of the elbows to see anything behind. The FZR's riding position is less comfortable over long distance mainly because its seat is so bloody hard, otherwise there's nothing in it. Or the seat, har har. The pillion seat is a joke until you sit on it, but it's not as funny as the Suzuki which has pillion pegs and no pillion seat.
Odd that anyone bothered to build a 250 four stroke in the first place. Who buys them? They're nowhere against a KR-1S or RGV in handling, torque or power. But they are a few years old, so maybe a comparison with the TZR250 would be more appropriate. But then five-year-old TZRs don't cost two and a half grand.
The FZR and GSX-R's appeal must be very specific. You'd have to hate two strokes, love regular valve clearance checks, have impossibly high insurance, 11 points on your licence and the mechanical sympathy of a bike journalist to be able to put up with them for long and remain sane.
The FZR is the best choice. It hasn't the trick suspension of the GSX-R, but it doesn't need it. It doesn't look as cute or as trick as the Suzuki either, but its engine is much better. And when you're only packing 40bhp, you need all the engine you can get.
Source Simon Hargrevious Bodily Odours - Performance Bike 1994
Suzuki GSX-R250/R/R SP 1987—1991
GSX-R 250-400 models 1987—1993, from a Japanese Auto-by magazine. Click to enlarge. The original magazine with just about every motorcycle model Suzuki made from early 60's to 2001 was kindly sent to me by Tatsuo Sato, Japan.
Suzuki model year code: H
A couple of years after the presentation of the GSX-R750 a little brother with a 250cc engine was born. Like its big brother, the GSX-R250 had a box-frame (steel, not aluminum), full fairing, Full-floater rear swing and a four-cylinder four-stroke engine. But while the GSX-R750 engine was air and oil-cooled, the baby brother had a liquid-cooled engine. Not many examples are seen outside Japan. 17-inch cast wheels and 300 mm twin disc brake at the front.
GSX-R 250 1987
Overall Length: 2 000 mm (78.7 in)
Overall Width: 700 mm (27.6 in)
Overall Height: 1 105 mm (43.5 in)
Wheelbase: 1 370 mm (53.9 in)
Dry Weight: 138 kg (304 lbs)
Engine type: Water-cooled 248 cc inline-4, DOHC, 16 valves. 45 hp/ 14,000 rpm, 24 Nm (2,5 kg-m)/ 10,500 rpm.
Click on the image for larger format.
Suzuki model year code: J
In 1988 the GXR-R250 got new graphics put mechanically it remained unchanged. GSX-R250R, a super-sports model, was released. Unfortunately I don't have pictures or information of the '88 RR model.
GSX-R 250 1988
Overall Length: 2 000 mm (78.7 in)
Overall Width: 700 mm (27.6 in)
Overall Height: 1 105 mm (43.5 in)
Wheelbase: 1 370 mm (53.9 in)
Dry Weight: 138 kg (304 lbs)
Engine type: Water-cooled 248 cc inline-4, DOHC, 16 valves. 45 hp/ 14,000 rpm, 24 Nm (2,5 kg-m)/ 10,500 rpm.
Click on the image for larger format.
Suzuki model year code: K
The 1989 year's GSX-R250R (GJ73A) had a welded aluminum twin tube frame, 18-inch rear wheel and larger front brakes. The SP version (pure street-legal racing model) had even full adjustable suspension etc.
GSX-R 250 R 1989
Overall Length: 1 990 mm (78.3 in)
Overall Width: 695 mm (27.4 in)
Overall Height: 1 080 mm (42.5 in)
Seat Height: 770 mm (30.3 in)
Dry Weight: 143 kg (315 lbs)
Engine type: Water-cooled 248 cc inline-4, DOHC, 16 valves. 45 hp/ 15,000 rpm, 25 Nm (2,6 kg-m)/ 10,500 rpm.
Click on the image for larger format.
GSX-R 250 R SP 1989
Overall Length: 1 990 mm (78.3 in)
Overall Width: 695 mm (27.4 in)
Overall Height: 1 080 mm (42.5 in)
Seat Height: 770 mm (30.3 in)
Dry Weight: 143 kg (315 lbs)
Engine type: Water-cooled 248 cc inline-4, DOHC, 16 valves. 45 hp/ 15,000 rpm, 25 Nm (2,6 kg-m)/ 10,500 rpm.
Click on the image for larger format.
Suzuki model year code: L
New graphics.
GSX-R 250 1990
Overall Length: 2 000 mm (78.7 in)
Overall Width: 700 mm (27.6 in)
Overall Height: 1 105 mm (43.5 in)
Wheelbase: 1 370 mm (53.9 in)
Dry Weight: 138 kg (304 lbs)
Engine type: Water-cooled 248 cc inline-4, DOHC, 16 valves. 45 hp/ 14,000 rpm, 24 Nm (2,5 kg-m)/ 10,500 rpm.
Click on the image for larger format.
1989 Suzuki GSX-R250 (GJ72A) specifications (Japan)
Engine Type: Water-cooled inline-4 DOHC 4-stroke, 16 valves
Cylinder Volume: 248 cc
Bore x Stroke: 49,0 x 33,0 mm (1.929 x 1.299 in.)
Compression Ratio: ?
Power output: 45 ps (32,6 kW)/ 15,000 rpm
Torque: 24 Nm (2,5 kg-m)/ 10,500 rpm
Fuel tank capacity: 16,0 liter
Starting System: Electric start
Ignition type: Full transistor
Transmission type: 6-speed constant mesh
Gearshift pattern: 1-down, 5-up
Secondary drive type: Chain
Gear ratios: ?
Clutch type: Wet multi-plate type
Frame type: Steel box type
Front suspension: Telescopic
Rear suspension: Full-Floater
Overall Length: 2 000 mm (78.7 in)
Overall Width: 700 mm (27.6 in)
Overall Height: 1 105 mm (43.5 in)
Wheelbase: 1 370 mm (53.9 in)
Seat Height: 770 mm (30.3 in)
Ground Clearance: ?
Dry Weight: 138 kg (304 lbs)
Front tire size: 100/80-17
Rear tire size: 130/70-17
Front wheel size: 2.50 x 17 inch
Rear wheel size: 3.50 x 17 inch
Front brake: Dual piston twin disc, diameter 300 mm (11.81 in)
Rear brake: Single disc, diameter 250 mm (9.84 in)
