GM - Modifiche 2007-2010 ai motori ECOTEC II e V6 H.F.

[simonepietro]

maggiori notizie sull' ultima versione del 4 cilindri ECOTEC II. NIente DI per il momento.

ECOTEC 2.2L I-4 (LAP) CAR ENGINE

2009 Model Year Features and Benefits Summary

Gen II Engine Block

New XFE models for Chevrolet Cobalt and Pontiac G5

Cylinder Head Improvements

E37 Engine Control Module

Piston features

Oil Pump NVH improvement

Front Cover enhancement

Intake manifold

Secondary Air Injection ( S.A.I. ) for SULEV applications

Variable Valve Timing

Split Catalytic Converter

Full Description of Features and Benefits for 2009 model year.

New Engine for 2009 Chevrolet Cobalt and Pontiac G5 and Cobalt XFE and G5 XFE

The Ecotec 2.2L I-4 VVT (LAP) powers the Chevrolet Cobalt and Pontiac G5 for 2009 model year. This Ecotec engine is installed transversely, and equipped with either a Hydra-Matic 4T45 (MN5) FWD automatic or a Getrag F23/5 (M86) manual transmission. Horsepower improvements of up to seven horsepower gain will be realized in these applications and consistent with all new GM Powertrain engine rpo’s, the (LAP) will be SAE Certified for 2009 model year. Additionally, the XFE models are now available which incorporate mechanical, aerodynamic, and mass reducing enhancements to deliver improved fuel economy.

Gen II Engine Block

The Ecotec 2.2L starts with a refined engine block, introduced for 2006 with the Ecotec 2.4L VVT (RPO LE5). The Gen II block was developed with data acquired in racing programs and the latest math-based tools. Both the bore walls and bulkheads, or the structural elements that support the crank bearings, have been strengthened, with only a minimal weight increase (approximately 2.5 pounds). The coolant jackets have been expanded, allowing more precise bore roundness and improving the block’s ability to dissipate heat. Coolant capacity increases approximately .5 liter.

The cylinder block is the engine’s foundation, and crucial to its durability, output and smooth operation. For GM, the common Gen II Ecotec block increases assembly efficiency. For the customer, the result is more efficient cooling, more strength to accommodate additional power, and better noise, vibration and harshness control.

Cylinder Head Improvements

The Ecotec 2.2L VVT I-4 also benefits from cylinder head refinements introduced on the 2.4L VVT. The exhaust ports have been enlarged slightly to expel exhaust gas more efficiently. The improvements to the cylinder head increase Ecotec 2.2L horsepower slightly in most applications (see specs). A semi –permanent mold (SPM), casting process with improved material properties was selected for these new heads. Upgraded valve seats on both the intake and exhaust ports improve durability and allow the flex fuel version of the LAP (RPO LE8) to run on E85 fuel. Both engines share a common High Silicon Molybdenum cast nodular iron exhaust manifold, chosen for its durability and sound-deadening properties.

E37 Engine Control Module

An advanced controller manages the multitude of operations that occur within the Ecotec 2.2L every split second. The E37 is the S-3 Controller within GM’s new family of three engine control modules (ECM) that will direct nearly all the engines in Powertrain’s line-up. The E37 is the high-value variant, yet it’s anything but basic. It features 32-bit processing, compared to the conventional 16-bit processing in previous Ecotec 2.2Ls. It operates at 59 MHz, with 32 megabytes of flash memory, 128 kilobytes of RAM and a high-speed CAN bus, and it synchronizes several dozen functions, from spark timing to cruise control operation to traction control calculations. The E37 works roughly 50 times faster than the first computers used on internal combustion engines in the late 1970s, which managed five or six functions.

The family strategy behind GM’s new ECMs allows engineers to apply standard manufacturing, software and service procedures to all powertrains, and quickly upgrade certain engine technologies and calibration capabilities while leaving others alone. It creates both assembly and procurement efficiencies, as well as volume sourcing. In short, it creates a solid, flexible, efficient foundation, allowing engineers to focus on innovations and get them to market more quickly. The family of controllers means the ECM and corresponding connectors can be packaged and mounted identically in virtually every GM vehicle. Powertrain creates all the software for the three ECMs, which share a common language and hardware interface that’s tailored to each vehicle.

The E37 also applies a new, rate-based monitoring protocol sometimes known as run-at-rate diagnostics. Rate-based diagnostics improve the robustness of the Onboard Diagnostics System (OBD II) and ensure optimal performance of emissions control systems. The new software increases the frequency at which the ECM checks various Ecotec 2.2L systems, and particularly emissions-control systems such as the catalytic converter and oxygen sensors. Rate-based diagnostics more reliably monitor real-world operation of these systems, and allow regulatory agencies to more easily measure and certify emissions compliance.

New Piston Features

The 2009 LAP pistons have valve pockets to allow full use of the variable cam phaser and an anodized upper ring groove for improved durability. The oil control ring has lower tension for reduced friction and the upper compression ring is made of a new, more durable material, compatible with E85 fuel.

Front Cover Enhancements

For 2009, all Ecotec engine front covers incorporate a more efficient “Goosehead" port oil pump design, reducing cavitation at higher engine speeds and results in a measurable reduction in noise at the customer's ear, especially in cold-start and drive-away operation. The oil pump also includes a pressure-balanced oil relief valve, further improving the durability and reliability of the lubrication system, as well as a lower friction crank seal.

Intake manifold

The (LAP) intake manifold features a LE5 style welded seam composite manifold which contributes to engine mass reduction and NVH improvements while maintaining the

improved flow characteristics for improved engine performance numbers.

Secondary Air Injection ( S.A.I. ) for SULEV applications

The secondary air injection system for the Ecotec 2.2L I-4 VVT ( LAP ) is common with the LE5 hardware and will contribute to reduced emissions for those designated SULEV applications.

Variable Valve Timing

Variable Valve Timing (VVT) is included in these applications, and allows the powertrain system to take advantage of dual independent continuously variable valve timing for greater efficiency. Dual Independent VVT eliminates the compromise inherent in conventional fixed valve timing and allows a previously unattainable mix of low-rpm torque, even torque delivery over a broad range of engines speeds, and free-breathing high-rev horsepower.

The dual-independent cam phasers adjust intake and exhaust camshaft timing independent from one another for both intake and exhaust valves. A vane-type phaser is installed on the cam sprocket of both the intake and exhaust camshafts to turn these camshafts relative to the sprockets, thereby adjusting the timing of the valve operation. The vane phaser is actuated by hydraulic pressure from engine oil, and managed by a solenoid that controls oil pressure on the phaser. The phaser uses a wheel or rotor with five vanes (like a propeller) to turn the camshaft relative to the cam sprocket, which turns at a fixed rate via chain from the crankshaft. The solenoid directs oil to pressure ports on either side of the five phaser vanes; the vanes, and camshaft, turn as directed by this pressure. The more pressure, the more the phaser and camshaft turn. The engine control module directs the phaser to advance or retard cam timing, depending on driving demands. The dual-independent phasers can turn their respective camshafts over a range of 25 degrees relative to the cam sprocket, or 50 cam degrees from their parked positions.

The benefits are considerable. The cam phasers change valve timing on the fly, maximizing engine performance for given demands and conditions. At idle, for example, the intake cam is retarded and the exhaust cam is advanced which minimizes valve overlap, and allows for exceptionally smooth idling. Under other operating demands, the phasers adjust to deliver optimal valve timing for performance, drivability and fuel economy. At high rpm, the intake phaser might retard intake timing to maximize airflow through the engine and increase horsepower. At low rpm, the intake phaser advances to increase torque. Under a light load (say, casual everyday driving), the phasers are calibrated to select the optimum valve centerlines to maximize fuel economy. Without cam phasing, a cam design and valve timing must be biased toward one strength or another—high-end horsepower or low-end torque, for example—or profiled at some median level that maximizes neither.

The cam phaser is timed to hold the intake valve open a short time longer than a normal engine, allowing a reverse flow into the intake manifold. This reduces the effective compression ratio, allowing the expansion ratio to increase while retaining normal combustion pressures. Efficiency is gained because the high expansion ratio delivers a longer power stroke and reduces the heat wasted in the exhaust. This increase in efficiency comes at the expense of some power from the lower effective compression ratio, but that can be compensated for by the overall higher mechanical compression ratio.

Variable valve timing allows linear delivery of torque, with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response, or drivability. It also provides another effective tool for controlling exhaust emissions because it manages valve overlap at optimum levels.

Split Catalytic Converter (Improved Emissions Performance)

The Ecotec 2.2L I-4 VVT (LAP) engine mates up with a split converter architecture system in order to meet emission / diagnostic requirements. Ecotec engines meet BIN5 tailpipe emissions mandates in all applications. Bin 4 emissions levels in E85 equipped packages, and SULEV emissions levels in certain select applications for California. To achieve this standard, the mix of precious metals in the catalytic converter has been reformulated. Metals such as platinum, palladium and rhodium in the converter’s catalytic substrate create the chemical reaction that turns the majority of exhaust emissions into harmless gases and water vapor. The 2.2L also meets PZEV (Partial Zero Emission Vehicle) Enhanced Evaporation standards.

Overview

The 2009 model year engine is a continuation of improvements realized from the upgrades in 2008 and point out an ongoing theme for the Ecotec 2.2L I-4 VVT engines: continuous improvement to a ground-breaking engine from a company with a long history of other ground-breaking engines and transmissions.

Since the model year 2000 launch of the Ecotec 2.2L, the innovative strategy behind its versatile design has been validated by successful variants like the Ecotec 2.4L VVT (RPO LE5) and the ultra-high performance 2.0L direct-injection Turbo (RPO LNF). The 2.2L laid the foundation for a line of engines that share core components with minimal casting changes, yet deliver unique performance and market characteristics with a range of displacements, induction and fuel-delivery systems, and front and rear drive applications in both cars and trucks.

Introduced in 2000, the Ecotec 2.2L is often referred to as the Global Four Cylinder. It has leveraged GM Powertrain’s worldwide design and engineering capability by drawing on the best practices of technical centers in North America and Europe. It also created a template for subsequent global powertrain development and laid the groundwork for engines such as Powertrain’s global V-6 VVT.

At 305 pounds fully dressed, the 2.2L is the lightest engine GM has produced in its displacement class, and one of the most compact four-cylinders in the world. It features durability enhancements and technology familiar in premium V-type engines, including low-friction hydraulic roller finger valve operation and electronic “drive-by-wire” throttle in most applications. A hydraulic tensioner keeps the timing chain adjusted for life, and extended-life spark plugs deliver 100,000 miles of service. Routine maintenance is limited to oil and filter changes, and even those are made as easy as possible with a paper filter replacement cartridge and GM’s industry-leading Oil Life Monitoring System, which determines oil-change intervals according to real-world operation rather than a predetermined mileage interval.

Every engine in the Ecotec line has aluminum-intensive construction, with dual overhead camshafts (DOHC) and four valves per cylinder. Twin counter-rotating balance shafts cancel the second-order vibration inherent in four-cylinder inline engines, while direct mounting of accessories like the alternator and compressor eliminate common sources of noise, vibration and harshness. Full-circle transmission attachment and a structural oil pan improve powertrain rigidity.

The 2.2L has undergone the toughest and most comprehensive validation process in GM history, passing all of the dynamometer and vehicle tests traditionally run by various GM organizations worldwide. Validation included thousands of miles of real-world road testing in an extreme range of climates. Since the 2.2L’s introduction, virtually every system or component has been reviewed for improvement. Continual development has included optimized rod and main bearing material and shape changes, polymer coated pistons, and a new piston profile that reduces noise. Refinements such as an electrically operated power steering pump have been added to most Ecotec applications. The timing chain tensioner has also been redesigned for quieter operation

For all its design and production efficiencies and multitude of applications, the Ecotec 2.2L succeeds for one reason. It’s a world-class four cylinder engine that delivers excellent performance without sacrificing durability, economy or smooth, quiet operation.

The Ecotec engine variants are built at plants in Tonawanda, N.Y., Spring Hill, Tenn., and Kaiserslautern, Germany.

BY GM powertrain

Modificato 21 Ottobre 2008 da simonepietro

[simonepietro]

voci da confermare danno per imminente il lancio di un altra versione del v6 H.F, si tratta di un 3 litri a iniezione diretta da oltre 250 cv . Se in USA non viene erroneamente confuso con il v6 diesel della VM ,la famiglia v6 H.F spazierà da 2,8 litri fino a 3,6 litri. Mancherebbe all'appello il solo 4 litri, peraltro previsto nel progetto.

Ulteriori rumors parlano di una versione sovralimentata da oltre 300 cv in arrivo più avanti.

Ci sono pure notizie di un 2.2 -2.3 ecotec con doppio vvt, finale up grade mediante iniezione diretta dell'ultimo ECOTEC LAP ? Potenza stimata circa 210cv (sovralimentato ?) .

Tutto questo è da confermare ma pare che sia uscito da LUTZ in persona.

Modificato 2 Novembre 2008 da simonepietro

[simonepietro]

coppia delle versioni del 2.4 ecotec II, futura turbo e turbo ibrida, confrontate con il primo o secondo step(siamo al terzo grazie all'iniezione diretta) di uno dei v6 H.F disponibili in USA

Modificato 4 Novembre 2008 da simonepietro

[simonepietro]

In arrivo il v6 3 litri H.F e il 2.4 vvt DI ECOTEC II

Il 3 litri v6 ha 258cv e 290 Nm di coppia (stimati)

il 2.4 vvt DI ha 182cv e 232 Nm di coppia

.

PRESS RELEASE

GENERAL MOTORS' NEWEST ENGINES HELP SAVE FUEL AND MONEY

New technologies and vehicle enhancements will enable GM's 2009 domestic car and light truck lineups to save 700 million gallons of fuel over vehicle life as compared to the 2008 GM fleet Chevy Equinox four-cylinder model to offer class-leading highway fuel economy

PONTIAC, Mich. – Owners of the 2010 Chevrolet Equinox crossover will hit the streets next summer in a vehicle equipped with a highly efficient, all-new engine that will help save both fuel and money.

The 2010 Equinox will be offered with a choice of two new direct injected (DI) engines that use less fuel yet make more power – a 2.4L four-cylinder and a 3.0L V-6. The 2.4L engine delivers an estimated 30 mpg in highway driving (EPA certification pending), placing the Equinox at the top of its segment in highway mileage. Consumers who drive the 2.4L-equipped Equinox 15,000 miles per year will save 134 gallons of fuel or about $270 to $400 annually (assuming gas prices of $2 or $3 per gallon as compared to 2009MY Equinox).

The Equinox will join a growing roster of direct injected vehicles from GM, including the all-new 2010 Cadillac SRX crossover and 2010 Buick LaCrosse sedan, which, along with the Equinox, debut in January at the North American International Auto Show in Detroit. In fact, for the 2010 model year, GM will offer more DI models in North America than any other manufacturer.

"We first introduced direct injection in North America in the 2007 Saturn Sky Red Line and the Pontiac Solstice GXP," said Tom Stephens, executive vice president, GM Global Powertrain and Global Quality. "We've been rolling out the technology across our portfolio as quickly as we can so that our customers will have additional fuel savings options. Direct injection is a state-of-the art engineering solution because it enables improved fuel economy and lower emissions without sacrificing power."

In the 2009 model year, GM offers six engines in 18 models globally with direct injection. By 2010, GM will have eight direct injected engines in 38 vehicle models, covering 10 percent of its global volume. In North America alone, GM will offer 18 models with direct injection.

GM's fuel-saving lineup

GM's direct injection push is part of a larger effort to implement multiple fuel-saving technologies across its 2009 portfolio. The all-new 2009 Chevy Traverse crossover, for example, enjoys best-in-class highway fuel economy (24 mpg for FWD models) of any eight-passenger SUV, thanks in part to its 3.6L direct injected V-6 engine with variable valve timing. In 2009, GM expects to sell 500,000 vehicles with gasoline direct injection.

Here are additional fuel-saving facts about GM vehicles:

Twenty models in GM's 2009 lineup deliver EPA-rated highway fuel economy of 30 mpg or more – more than any other automaker. GM's non-hybrid models rank first in highway fuel economy in both the midsize sedan and subcompact segments. (Chevrolet Malibu, Saturn Aura with 33 highway mpg; and Chevrolet Colbalt XFE and Pontiac G5 XFE at 37 highway mpg.) GM's 2009 domestic car and light truck lineups will use 700 million fewer gallons of fuel than the 2008 lineup, during the life of the vehicles, saving $1.4 to $2.1 billion in fuel costs, assuming gas prices of $2 to $3 per gallon. It's estimated that GM's 2010 lineup will add another 1.1 billion gallons of fuel savings and $2.2 to $3.3 billion, relative to the 2008 lineup.

GM's advanced engine technologies are already saving fuel today in vehicles on the road or expected to be sold in 2009. They include:

More than 3.7 million vehicles with variable valve timing (VVT) 700,000 vehicles with direct injection 600,000 vehicles with Active Fuel Management cylinder deactivation technology, which automatically lets the engine run on half of its cylinders when full power is not needed 200,000 vehicles with turbocharged gas engines 42,000 vehicles with both direct injection and turbocharging More than 2 million vehicles with fuel-saving six-speed transmissions

2.4L DI details

The new 2.4L DI engine delivers an estimated 180 horsepower (134 kW) @ 6700 rpm and 172 lb.-ft. of torque (232 Nm) @4900 rpm. It uses technology based on GM's other four-cylinder direct injection applications, but with unique features designed for its specific application. This includes an 11.4:1 compression ratio that helps build power, slightly dished pistons that increase combustion efficiency and injectors with an application-specific flow rate.

GM benchmarked the best fuel system and noise attenuation products to provide customers with quiet operation.

3.0L DI details

The new 3.0L DI engine is a variant of GM's family of high-feature DOHC V-6 engines that also includes GM's 3.6L DI engine in the Cadillac CTS – an engine named to Ward's AutoWorld's 2009 "Ten Best Engines" list for North America, for the second consecutive year.

The 3.0L is rated at an estimated 255 horsepower (187 kW) and 214 lb.-ft. of torque (290 Nm), for an impressive power-to-displacement ratio of 85 hp per liter. (Output will vary by model.) The 3.0L DI features an isolated fuel injector system that reduces the direct injection high-pressure fuel system pulses for quieter operation. Rubber isolators are used with the fuel rail to eliminate metal-to-metal contact that would otherwise transmit noise and vibration from the high-pressure fuel system.

Along with direct injection technology, both the 3.0L DI and 2.4L DI engines use variable valve timing to optimize power and fuel efficiency across the rpm band, as well as reduce emissions.

How DI works

In a conventionally port fuel injected engine, air and fuel are mixed before they enter the combustion chamber. With GM's DI engines, fuel is sprayed directly into the cylinder where it is mixed with air. As the piston approaches top-dead center, the mixture is ignited by the spark plug; and when the fuel vaporizes in the cylinder, the air and fuel mixture is cooled. This enables the use of a higher compression ratio in the combustion chamber, which improves the engine's power and efficiency.

On cold starts, direct injection can be controlled to create a richer air/fuel mixture around the spark plug, making it easier to ignite in a cold engine. This results in a smoother operation of the engine and lower emissions during the cold start and warm-up, when most harmful tailpipe emissions are typically created. GM's direct injected engines reduce cold-start vehicle emissions by 25 percent.

Because the fuel is injected directly into the combustion chamber, direct injection uses higher fuel pressure than conventional fuel injected engines. This is enabled by a special high pressure pump driven by one of the engine's camshafts.

.

Modificato 18 Dicembre 2008 da simonepietro

[simonepietro]

[simonepietro]

[simonepietro]

Circa 2 anni fa ,sull'onda del Downsizing, parevano destinati a morte certa una volta terminata l'introduzione di tutte le tecnologie previste dal progetto ,eventualmente sostituiti dagli europei Ecotec family 0 -1 ( 1.4 turbo ,1.6, 1.8) . Invece , nonostante le note difficoltà, La GM ha deciso di investire sulla prossima generazione

GM To Invest $494 Million In U.S. Manufacturing For Next-Generation Ecotec Engines

o Three plants involved in project: Tonawanda, NY; Defiance, OH and Bay City, MI

o Project results in nearly 550 jobs

o Next generation Ecotec engines will continue to provide the right combination of fuel efficiency and performance to meet customer expectations

DETROIT – General Motors will invest more than $494 million and create nearly 550 jobs in three U.S. plants to produce the next generation fuel efficient Ecotec engine. The project consists of the following:

* Tonawanda -- $425 million site investment will add capacity for the next generation Ecotec engine at 370,000 per year and bring about 470 jobs to that community

* Defiance – $59 million site investment will support precision sand cast block at a capacity of 188,000 annually and result in about 80 jobs to that community

* Bay City – $10.5 million site investment will bring new product to the plant (Ecotec connecting rod) and will create about 15 jobs for that plant.

The investment includes facility renovation, new machinery, equipment and special tooling to support this engine program at the three plants.

"GM is transforming its product portfolio to reduce fuel consumption and emissions, and the next generation Ecotec engine is an integral part of that transformation," said Denise Johnson, vice president – labor relations. "The investment in state-of-the-art four-cylinder engines is another example of GM's commitment to replace larger-displacement engines with more compact, advanced four-cylinder engines that optimize fuel savings and performance. We look forward to working with our union partners at these three plants to make this investment a success."

The investment in Tonawanda, supported by the investments at Defiance and Bay City, will go toward producing two next-generation Ecotec engines. The new engines will have additional capabilities to improve fuel efficiency and improve performance through advanced design and by adding technology.

The Ecotec engine family is known for its reliability, fuel efficiency and performance. GM Ecotec engines have been on the forefront of delivering leading edge technology including direct injection, variable valve timing and turbocharging. Direct fuel injection, a hallmark of many Ecotec engines since 2007, is just now becoming mainstream technology in the industry.

The current Ecotec 2.4L with direct injection and variable valve timing in the Buick LaCrosse, Chevrolet Equinox and GMC Terrain was recently recognized as one of Ward's Auto World magazine's 2010 "Ten Best Engines" for North America based on several factors, including power, fuel efficiency and new technology. The Ecotec is currently available in 2.0L, 2.2L and 2.4L displacements.

"This investment is important because it supports manufacturing in the United States," said Cal Rapson, vice president and director, UAW International Union. "All three plants have a strong reputation for building quality and focusing on the needs of our customers."

For competitive reasons, specifics about the engine capabilities as well as product applications will be shared at a later date.

About General Motors: General Motors, one of the world's largest automakers, traces its roots back to 1908. With its global headquarters in Detroit, GM employs 204,000 people in every major region of the world and does business in some 140 countries. GM and its strategic partners produce cars and trucks in 34 countries, and sell and service these vehicles through the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, Opel, Vauxhall and Wuling. GM's largest national market is the United States, followed by China, Brazil, Germany, the United Kingdom, Canada, and Italy. GM's OnStar subsidiary is the industry leader in vehicle safety, security and information services. General Motors acquired operations from General Motors Corporation on July 10, 2009, and references to prior periods in this and other press materials refer to operations of the old General Motors Corporation.

Modificato 18 Febbraio 2010 da simonepietro

[simonepietro]

Sì mormora che sia in sviluppo un ulteriore versione del 3.0 v6 LF-1, la sua sigla sarà LF-3 e disporrà di sovralimentazione a gas di scarico. Sarà a doppia turbina come i v6 ford oppure monoturbo con collettore di ammissione gas di scarico sdoppiato ( twin scroll) ? I modeli interessati pare possano essere le caddy XTS e ATS e la chevy camaro

Modificato 25 Marzo 2010 da simonepietro

[simonepietro]

Confermato lo sviluppo dei v6 H.F Bi-turbo , il primo prototipo fu visto anni fa sull'Holden tourana TT 3.6, e la sua sigla interna è LF-3 come scritto sopra . Molto probabilmente comparirà sull'ATS dato che dovrebbe essere un tre litri.In rete sono presenti dei muletti caddy con il passo molto corto e ridotto sbalzo frontale

Modificato 23 Giugno 2010 da simonepietro

[simonepietro]

Modifiche 2011 al v6 H.F 3.6 double vvt / I.D. : Nuovo disegno delle testate, nuovi condotti interni all'aspirazione con maggiorazione del diametro delle relative valvole , il tutto accoppiato ad un diverso albero a camme. Ulteriore alleggerimento del propulsore grazie a bielle e nuovo carter coprimotore più leggeri ( - 9,3 Kg) ,collettori di scarico integrati con le testate (- 5,9 KG ),nuovo collettore d'aspirazione in materiali compositi (-2,26 KG).

La potenza sale a 303 hp con coppia a 358 Nm.

http://mediasuite.multicastmedia.com/player.php?video_uuid=kd7v1d12&v=kd7v1d12&aid=684040

Modificato 22 Giugno 2011 da simonepietro