{"id":5727,"date":"2025-12-31T21:21:29","date_gmt":"2025-12-31T13:21:29","guid":{"rendered":"https:\/\/zentramo.com\/?p=5727"},"modified":"2026-02-08T22:54:43","modified_gmt":"2026-02-08T14:54:43","slug":"ultimate-guide-to-truck-engines-and-belaz-shipping-essentials","status":"publish","type":"post","link":"https:\/\/zentramo.com\/it\/ultimate-guide-to-truck-engines-and-belaz-shipping-essentials\/","title":{"rendered":"Guida definitiva ai motori per autocarri e agli elementi essenziali della spedizione BelAZ"},"content":{"rendered":"<p>How much oil does a&nbsp;<a href=\"https:\/\/en.wikipedia.org\/wiki\/BelAZ_75710\" target=\"_blank\" rel=\"noreferrer noopener\">Belaz 75710<\/a>&nbsp;hold?<br>Total engine oil is roughly 440\u2013520 liters (two&nbsp;<a href=\"https:\/\/www.mtu-solutions.com\/global\/en\/products\/series-4000.html\" target=\"_blank\" rel=\"noreferrer noopener\">MTU 16V4000<\/a>&nbsp;V16s at about 220\u2013260 liters each). The truck\u2019s hydraulics add approximately 1,000\u20131,500 liters, with more in hubs\/gearboxes. Exact capacities depend on the specific engine rating and hydraulic package.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Engine architecture and systems<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Powertrain: Two MTU 16V4000 diesel engines drive generators for electric wheel motors; each engine\u2019s sump defines lubricating oil volume.<\/li>\n\n\n\n<li>Hydraulics: Steering, braking, and body hoist circuits draw from a large hydraulic reservoir.<\/li>\n\n\n\n<li>Other fluids: Final drives, wheel hubs, and cooling systems add significant volumes beyond engine oil.<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Typical capacities by subsystem<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Engine oil per 16V4000: 220\u2013260 L (model\/rating dependent)<\/li>\n\n\n\n<li>Total engine oil (two engines): 440\u2013520 L<\/li>\n\n\n\n<li>Hydraulic reservoir: 1,000\u20131,500 L<\/li>\n\n\n\n<li>Final drives\/hubs\/gearboxes: 100\u2013300 L combined<\/li>\n\n\n\n<li>Coolant per engine: 200\u2013300 L<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Verification steps<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Confirm engine oil capacity from MTU\/Detroit Diesel 16V4000 datasheet for the exact rating installed.<\/li>\n\n\n\n<li>Check BelAZ build sheet for hydraulic tank option size and auxiliary circuits.<\/li>\n\n\n\n<li>Measure actual fill at maintenance to account for filters, lines, and inclines.<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">What Ford truck has the 7.3 Godzilla engine?<\/h2>\n\n\n\n<p>Ford\u2019s\u00a0<a href=\"https:\/\/performanceparts.ford.com\/part\/M-6007-73\" target=\"_blank\" rel=\"noreferrer noopener\">7.3L \u201cGodzilla\u201d gasoline V8<\/a>\u00a0is factory-offered in Super Duty F-250, F-350, and F-450 (since 2020), medium-duty F-650\/F-750, E-350\/E-450 cutaway vans, and the F-53\/F-59 commercial chassis. It\u2019s also available as a crate engine for swaps.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Model availability overview<\/h3>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Light\/Heavy pickups: F-250, F-350, F-450 Super Duty<\/li>\n\n\n\n<li>Medium-duty: F-650, F-750<\/li>\n\n\n\n<li>Commercial cutaway: E-350, E-450<\/li>\n\n\n\n<li>Motorhome\/strip chassis: F-53 (motorhome), F-59 (commercial)<\/li>\n\n\n\n<li>Aftermarket: Crate engine for performance and fleet conversions<\/li>\n<\/ul>\n\n\n\n<h3 class=\"wp-block-heading\">Why fleets pick 7.3 Godzilla<\/h3>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Simpler maintenance vs. diesel for certain duty cycles<\/li>\n\n\n\n<li>Strong low-end torque for towing<\/li>\n\n\n\n<li>Lower acquisition cost and emissions equipment complexity than HD diesels<\/li>\n\n\n\n<li>Broad parts support across Ford\u2019s commercial lineup<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Is there a V12 pickup truck?<\/h2>\n\n\n\n<p>No automaker has released a factory-production V12 pickup truck. V12 pickups exist only as custom builds or exhibition trucks using swapped car\/marine\/industrial V12 engines. Production high-cylinder pickups have peaked at V10 (e.g., Ram SRT-10, Ford Triton V10).<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Context and examples<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Production: No OEM V12 pickups; V10s were the highest cylinder-count in mainstream models.<\/li>\n\n\n\n<li>Customs: Hobbyist or demonstrations may swap BMW\/Mercedes\/Toyota V12s or marine V12s into pickups; not street-legal or warrantied.<\/li>\n\n\n\n<li>Alternatives: Modern turbocharged V8 diesels and big gasoline V8s cover torque needs with better packaging and reliability.<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Does International use Cummins engines?<\/h2>\n\n\n\n<p>Yes. International (Navistar) offers Cummins engines across many models alongside its A26 engine. Common Cummins options include B6.7, L9, X12, and X15, depending on chassis and duty class.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Model-to-engine availability<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>MV Series (Class 6\u20137): Cummins B6.7, Cummins L9<\/li>\n\n\n\n<li>HV Series (vocational): International A26; Cummins L9 options<\/li>\n\n\n\n<li>HX Series (heavy vocational): International A26; Cummins X15 options<\/li>\n\n\n\n<li>LT Series (on-highway): International A26; Cummins X15 options<\/li>\n\n\n\n<li>RH Series (regional): International A26; Cummins X15 options<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Why mixed engine sourcing<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Application fit: Match displacement\/torque to duty cycle (regional haul, vocational, long-haul)<\/li>\n\n\n\n<li>Service network: Cummins\u2019 broad support aids uptime<\/li>\n\n\n\n<li>Emissions and reliability: Post-MaxxForce era pushed wider Cummins availability while A26 serves efficiency niches<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Il camion Mack \u00e8 di propriet\u00e0 della Cina?<\/h2>\n\n\n\n<p>No. Mack Trucks is owned by Volvo Group (Sweden) and has been since 2000. Volvo Group is separate from Volvo Cars (owned by Geely). Mack\u2019s headquarters remain in North America, with manufacturing and R&amp;D integrated within Volvo Group\u2019s global commercial vehicle operations.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Ownership clarity<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Parent:\u00a0<a href=\"https:\/\/www.volvogroup.com\/en\/about-us\/our-brands\/mack.html\" target=\"_blank\" rel=\"noreferrer noopener\">Volvo Group AB<\/a>\u00a0(Gothenburg, Sweden), publicly traded<\/li>\n\n\n\n<li>Brand separation: Volvo Group (trucks, buses, construction) vs. Volvo Cars (Geely ownership)<\/li>\n\n\n\n<li>North American footprint: Mack operations in Pennsylvania and other US locations<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Why was Bigfoot 8 banned?<\/h2>\n\n\n\n<p>Bigfoot 8 was effectively banned by USHRA in the early 1990s due to its radical lightweight tube-frame chassis and advanced long-travel suspension, which created an outsized performance advantage and raised safety concerns under then-current rules. The team shifted to other series after rule changes.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Key factors behind the ban<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Chassis: Purpose-built tubular frame reduced weight dramatically<\/li>\n\n\n\n<li>Suspension: Long-travel, coil-over\/cantilever design improved speed and control<\/li>\n\n\n\n<li>Competitive balance: Considered an unfair advantage versus leaf-spring trucks<\/li>\n\n\n\n<li>Safety and regulation: Event organizers updated rules disallowing Bigfoot 8\u2019s configuration<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Impact on the sport<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Sanctioning split: Bigfoot focused on alternative series (e.g., PENDA)<\/li>\n\n\n\n<li>Technology cascade: Eventually the sport standardized on safer, engineered tube frames under new regulations<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Qual \u00e8 il motore per camion pi\u00f9 potente?<\/h2>\n\n\n\n<p>On-highway:\u00a0<a href=\"https:\/\/www.volvotrucks.com\/en-en\/news-stories\/press-releases\/2024\/oct\/volvo-fh16-780.html\" target=\"_blank\" rel=\"noreferrer noopener\">Volvo FH16\u2019s D17<\/a>\u00a0(780 hp, about 3,800 Nm) is currently the most powerful production road truck engine. Off-highway haul trucks use far larger engines; Cummins QSK60 and MTU 16V4000 variants reach 2,300\u20132,700 hp per engine.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Power leaders by application<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>On-highway (EU): Volvo D17 (FH16 780) \u2248 780 hp, ~3,800 Nm<\/li>\n\n\n\n<li>On-highway (EU): Scania DC16 770 \u2248 770 hp, 3,700 Nm<\/li>\n\n\n\n<li>On-highway (US): Cummins X15 \u2248 up to 605 hp, 2,050 lb-ft<\/li>\n\n\n\n<li>Off-highway (mining): Cummins QSK60 up to ~2,700 hp; MTU 16V4000 ~2,300 hp per engine<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">How \u201cmost powerful\u201d varies<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Road-legal limits: Emissions, fuel economy, and drivetrain longevity cap power<\/li>\n\n\n\n<li>Off-road: Power is dictated by payload, gradeability, and generator\/e-drive systems on ultra-class trucks (e.g., BelAZ, Caterpillar, Komatsu)<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">BelAZ Engine Shipping, Packaging &amp; Customs Clearance Guide<\/h2>\n\n\n\n<p>Ship BelAZ 75710 engines as hazardous heavy machinery with robust crating, correct\u00a0<a href=\"https:\/\/www.wcoomd.org\/en\/topics\/nomenclature\/instrument-and-tools\/hs_nomenclature.aspx\" target=\"_blank\" rel=\"noreferrer noopener\">HS<\/a>\u00a0classification, and destination-specific compliance. Use engineered skids, corrosion control, and certified lifting plans; prepare emissions and safety paperwork; choose\u00a0<a href=\"https:\/\/iccwbo.org\/resources-for-business\/incoterms-rules\/incoterms-2020\/\" target=\"_blank\" rel=\"noreferrer noopener\">Incoterms<\/a>\u00a0and insurance aligned to risk tolerance.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Shipment anatomy and planning<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Contents: Two diesel-generator engines (e.g., MTU 16V4000), alternators, control cabinets, cooling modules, spares, tooling<\/li>\n\n\n\n<li>Mode: Ocean (flat rack\/open-top or breakbulk), occasionally rail; air is impractical due to weight<\/li>\n\n\n\n<li>Schedule: Coordinate with mine shutdowns and onsite cranes<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Typical packaging specs<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Skid\/crate: Steel-reinforced base,\u00a0<a href=\"https:\/\/www.ippc.int\/en\/standards\/ISPM_15\/\" target=\"_blank\" rel=\"noreferrer noopener\">ISPM-15<\/a>\u00a0compliant wood, shock indicators<\/li>\n\n\n\n<li>Corrosion: VCI wraps, desiccants, humidity indicator cards, oil-film preservation where permitted<\/li>\n\n\n\n<li>Restraint: Cross-bracing, engine cradle, blocked on COG; lift via OEM lugs only<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Dimensional and weight planning<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Engine (single 16V4000): 6,500\u20137,500 kg dry; add 500\u20131,000 kg crating<\/li>\n\n\n\n<li>Crate footprint (each): ~3.0\u20133.5 m L \u00d7 1.8\u20132.2 m W \u00d7 2.0\u20132.4 m H<\/li>\n\n\n\n<li>Ancillary modules: Radiators, alternators, cabinets often ship separately to optimize handling<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Document checklist by destination<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Core docs: Commercial invoice, packing list, sales contract, certificate of origin<\/li>\n\n\n\n<li>Emissions (US):\u00a0<a href=\"https:\/\/www.epa.gov\/importing-vehicles-and-engines\/forms-vehicles-and-engines\" target=\"_blank\" rel=\"noreferrer noopener\">EPA Form 3520-21<\/a>\u00a0for nonroad CI engines; EPA certificate of conformity (40 CFR Part 1039)<\/li>\n\n\n\n<li>Emissions (EU): Declaration of conformity for Stage V (where applicable)<\/li>\n\n\n\n<li>Dangerous goods: If fuel\/oil retained, declare\u00a0<a href=\"https:\/\/www.ecfr.gov\/current\/title-49\/chapter-I\/subchapter-C\/part-172\/subpart-B\/section-172.101\" target=\"_blank\" rel=\"noreferrer noopener\">UN3528<\/a>\u00a0\u201cEngines, internal combustion, flammable liquid powered\u201d (Class 9); SDS<\/li>\n\n\n\n<li>Insurance: Cargo policy with \u201cAll Risks,\u201d include project-specific clauses (<a href=\"https:\/\/www.lmalloyds.com\/LMA\/Underwriting\/Marine\/Institute_Clauses\/LMA_Underwriting_Marine_Institute_Clauses.aspx\" target=\"_blank\" rel=\"noreferrer noopener\">Institute Cargo Clauses (A)<\/a>)<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Customs classification and regulatory matrix<\/h2>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><thead><tr><th>Item<\/th><th><a href=\"https:\/\/www.wcoomd.org\/en\/topics\/nomenclature\/instrument-and-tools\/hs_nomenclature.aspx\" target=\"_blank\" rel=\"noreferrer noopener\">HS Code<\/a>&nbsp;(suggested)<\/th><th>Note<\/th><\/tr><\/thead><tbody><tr><td>Compression-ignition diesel engine<\/td><td>8408.90<\/td><td>Verify subheading with broker based on displacement\/use<\/td><\/tr><tr><td>Generator\/alternator (industrial)<\/td><td>8501.53 \/ 8501.61<\/td><td>Depends on kVA rating<\/td><\/tr><tr><td>Radiator\/cooling modules<\/td><td>8419.89<\/td><td>Heat-exchange equipment<\/td><\/tr><tr><td>Control cabinets\/electrical panels<\/td><td>8537.10<\/td><td>Boards\/panels for control\/distribution<\/td><\/tr><tr><td>Spare filters\/gaskets<\/td><td>8421.23 \/ 4016.93<\/td><td>By part type<\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n<h2 class=\"wp-block-heading\">Incoterms selection<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>FCA\/FOB: Buyer controls main carriage; good for experienced shippers<\/li>\n\n\n\n<li>CIP\/CIF: Seller covers carriage and minimum insurance; clarify war\/strike clauses<\/li>\n\n\n\n<li>DAP\/DDP: Door delivery; DDP adds tax and compliance burden to seller<\/li>\n\n\n\n<li>Recommendation: Use FCA or CIP with explicit risk transfer and packaging responsibilities<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Handling and lifting plan<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Tools: Spreader bars sized to lift points; certified slings\/shackles<\/li>\n\n\n\n<li>Procedure: Lift to vertical, no side-loading on lugs; keep engines dry and sealed<\/li>\n\n\n\n<li>Records: Photos, lift certificates, weigh tickets, shock\/tilt monitor logs<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Risk controls<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Moisture: Maintain &lt;50% RH in crate; change desiccants per transit duration<\/li>\n\n\n\n<li>Shock: Use impact indicators; reject handling if G exceeds OEM limit<\/li>\n\n\n\n<li>Theft\/substitution: Seal logs, GPS trackers on high-value crates<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Port and carrier selection<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Vessel: Prefer direct call ports, low transshipment risk<\/li>\n\n\n\n<li>Stowage: Under-deck for weather; avoid lash-up near corrosive cargo<\/li>\n\n\n\n<li>Carrier terms: Heavy-lift surcharges, breakbulk booking windows, stow plan approval<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Insurance and liability<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Valuation: Include engine, spares, packaging, freight<\/li>\n\n\n\n<li>Clauses: Institute Cargo Clauses (A), Delay in Start-Up (if tied to project timeline)<\/li>\n\n\n\n<li>Claims: Pre-shipment survey and outturn survey to document condition<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Onsite receipt and commissioning<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Inspection: Check humidity cards, impact indicators, seals; document anomalies<\/li>\n\n\n\n<li>Preservation removal: VCI and preservative oil removed per OEM procedure<\/li>\n\n\n\n<li>Pre-lubrificazione: Far girare le pompe dell'olio, adescare il carburante, verificare le configurazioni dell'ECU prima dell'avvio.<\/li>\n\n\n\n<li>Conformit\u00e0: Conservare i documenti relativi alle emissioni e alle importazioni per i controlli.<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Le insidie pi\u00f9 comuni e come evitarle<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Errata classificazione: Rivolgersi tempestivamente a uno spedizioniere doganale autorizzato; preclassificare ogni voce di bilancio.<\/li>\n\n\n\n<li>Residui di olio\/carburante: Drenare entro i limiti consentiti per evitare la classificazione DG quando possibile.<\/li>\n\n\n\n<li>Legno non conforme: Utilizzare materiali timbrati ISPM-15; conservare i certificati di trattamento.<\/li>\n\n\n\n<li>Mancano i documenti EPA (USA): Assicurare i certificati e i moduli prima della partenza<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Modello di calendario (settimane)<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>0-1: Specifiche finali, preclassificazione HS, approvazione del progetto della cassa<\/li>\n\n\n\n<li>2-3: Fabbricazione, conservazione, imballaggio; recipiente del libro<\/li>\n\n\n\n<li>4-6: Transito marittimo; presentazione del broker; pre-sdoganamento doganale<\/li>\n\n\n\n<li>6-7: Esito del porto, trasporto interno, consegna del sito, preparazione alla messa in servizio<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Punti di contatto<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>OEM: costruttore del motore per le istruzioni di conservazione e di sollevamento<\/li>\n\n\n\n<li>Spedizioniere: Specialista in trasporti pesanti con esperienza di project cargo<\/li>\n\n\n\n<li>Intermediario doganale: Consulente per le emissioni specifiche della destinazione e per la conformit\u00e0 al SA<\/li>\n\n\n\n<li>Assicuratore\/indagatore: Documentazione sulle condizioni prima e dopo la spedizione<\/li>\n<\/ul>\n\n\n\n<p><\/p>","protected":false},"excerpt":{"rendered":"<p>How much oil does a&nbsp;Belaz 75710&nbsp;hold?Total engine oil is roughly 440\u2013520 liters (two&nbsp;MTU 16V4000&nbsp;V16s at about 220\u2013260 liters each). The truck\u2019s hydraulics add approximately 1,000\u20131,500 liters, with more in hubs\/gearboxes. Exact capacities depend on the specific engine rating and hydraulic package. Engine architecture and systems Typical capacities by subsystem Verification steps What Ford truck has [&hellip;]<\/p>","protected":false},"author":4,"featured_media":3932,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_seopress_robots_primary_cat":"none","_seopress_titles_title":"Ultimate Guide to Truck Engines and BelAZ Shipping Essentials","_seopress_titles_desc":"A practical guide to truck engines and BelAZ shipping, covering engine types, logistics basics, transport risks, and what buyers should prepare before delivery.","_seopress_robots_index":"","footnotes":""},"categories":[65],"tags":[],"class_list":["post-5727","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-belaz-engine"],"_links":{"self":[{"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/posts\/5727","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/users\/4"}],"replies":[{"embeddable":true,"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/comments?post=5727"}],"version-history":[{"count":7,"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/posts\/5727\/revisions"}],"predecessor-version":[{"id":5740,"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/posts\/5727\/revisions\/5740"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/media\/3932"}],"wp:attachment":[{"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/media?parent=5727"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/categories?post=5727"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/zentramo.com\/it\/wp-json\/wp\/v2\/tags?post=5727"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}