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Drag reduction system

The Drag Reduction System (DRS) is a driver-controlled aerodynamic device in (F1) racing designed to temporarily reduce air resistance on the rear wing, enabling higher straight-line speeds to facilitate during races. Introduced at the start of the 2011 F1 season, DRS addressed the persistent challenge of "dirty air"—turbulent airflow from leading cars that causes following vehicles to lose significant and , thereby hindering close racing and passing opportunities. The system was developed by the FIA in collaboration with teams as a targeted aid, rather than a broader redesign of car , to boost on-track action without compromising safety or core racing principles. Since its debut, DRS has transformed race dynamics, significantly increasing the total number of on-track overtakes from approximately 450 in 2010 to around 820 in 2011 and exceeding 1,000 in several subsequent years (such as 2022), though it has faced criticism for making passes feel artificial. Mechanically, DRS functions through a servo-actuated flap on the trailing edge of the rear 's upper element, which the driver activates via a paddle or on the . When engaged, the flap pivots upward to create a maximum gap of 85 millimeters between the wing elements, effectively flattening the wing profile and reducing overall aerodynamic drag by 10-25% while sacrificing some rear . This adjustment yields a straight-line speed gain of 10-20 km/h (6-12 mph) by the end of an activation zone, depending on track layout, car setup, and conditions. The flap automatically closes if the driver brakes or enters a corner to restore for , and the system is powered by hydraulic or pneumatic actuators integrated into the car's rear wing assembly. Under current 2025 regulations, DRS activation is restricted to predefined s on straights—typically one to four per circuit, such as three at the or one at the tight street track—and is only permitted when the pursuing car trails the car ahead by less than one second at a designated detection point 1-2 seconds before the . It is disabled in wet conditions for and freely available during and qualifying sessions within s, but unlimited in use during races as long as criteria are met. Drivers receive visual and audible cues on their steering wheels when is enabled, emphasizing its role as a strategic tool that rewards precise positioning rather than pure driver skill alone. While effective in promoting excitement, DRS's future is set to evolve, with 2026 regulations replacing it with an active system featuring manual override modes for similar overtaking benefits.

Introduction

Definition and Purpose

A Drag Reduction System (DRS) is a driver-controlled aerodynamic consisting of a movable element, most commonly the upper flap of a rear , that can be opened to flatten its angle and thereby reduce aerodynamic drag on a . This adjustment allows air to flow more freely over the rear of the car, minimizing resistance while the system is active. The primary purpose of the is to enable overtaking in competitive by granting the pursuing driver a brief surge in straight-line and top speed, creating opportunities to pass the car ahead without altering the fundamental balance of needed for cornering stability when the system is closed. By temporarily prioritizing speed over on designated track sections, it addresses the challenges posed by turbulent "dirty air" from leading vehicles, which otherwise hinders following cars. When deployed, the reduces the overall (Cd) by up to 25%, which translates to speed gains of 10-30 km/h depending on track layout and vehicle configuration, establishing a critical advantage in high-stakes scenarios. DRS finds its main application in high-speed motorsports such as , where it was first implemented in 2011 to enhance race excitement through increased passing maneuvers, and extends to advanced road vehicles like high-performance supercars that incorporate similar active aerodynamic features for efficiency and performance gains.

Historical Development

The roots of drag reduction systems trace back to the in , where experimental adjustable aerodynamic devices emerged to balance and straight-line speed. In the series, the Chaparral 2E race car, introduced in 1966, featured a pioneering driver-controlled rear that could be adjusted via a foot pedal to reduce drag on straights while maintaining stability in corners. These innovations drew from broader aerodynamic experiments in during the 1960s and 1970s, where variable and flap systems were tested to minimize induced drag at high speeds, laying conceptual groundwork for later automotive applications. In , the modern Drag Reduction System (DRS) debuted in the 2011 season as a direct response to persistent challenges exacerbated by turbulent wake from preceding cars. The FIA's technical proposed the system in 2009–2010, leading to its approval by the World Motor Sport Council as part of the 2011 technical regulations to enhance race spectacle without compromising safety. The first official use occurred at the 2011 , where drivers like employed it to gain up to 10–12 km/h in speed advantage within designated zones. Teams such as , with their advanced aerodynamic expertise under , contributed significantly to early prototyping and refinement, optimizing the single-flap mechanism for reliability. Subsequent milestones refined DRS for greater effectiveness and safety. By , teams had refined multi-element rear wing designs for DRS, achieving drag reductions of around 25% when activated, compared to the initial 10–15% from simpler designs. By 2013, safety concerns over high-speed DRS use in non-race sessions prompted FIA rule changes, restricting activation to designated zones during practice and qualifying to prevent potential loss of control. The 2022 ground-effect regulations presented integration challenges, as the emphasis on underbody reduced overall rear-wing dependency, yet DRS adaptations ensured compatibility, with teams like addressing wake sensitivity issues through targeted wing profiles. Beyond , DRS principles influenced other motorsports and road vehicles, aligning with hybrid-era sustainability goals post-2021 by optimizing efficiency in power-limited scenarios. Series like Formula 2 adopted similar systems from 2015 onward to promote close , while road implementations appeared in the 2013 Turbo S, whose Active (PAA) featured an adaptive rear that adjusted angles to enhance fuel economy at highway speeds. These evolutions underscore DRS's transition from a aid to a versatile tool for performance and environmental balance. In 2025, the FIA issued a technical directive reducing DRS rear wing slot-gap tolerances from 2 mm to 0.5 mm under load to address potential exploitation of mini-DRS designs. DRS is scheduled for replacement starting in the 2026 season by an active system featuring manual override modes for overtaking benefits.

Technical Principles

Aerodynamic Fundamentals

In vehicle aerodynamics, drag is broadly classified into and induced drag. encompasses form drag, arising from pressure differences due to , and , resulting from viscous shear at the surface. Induced drag, on the other hand, is a byproduct of lift or generation, stemming from the creation of that trail behind the aerodynamic surfaces. In Formula 1 cars, the rear wing primarily contributes to for enhanced cornering stability but significantly elevates both induced drag from the downforce and from the wing's bluff profile and wake formation. The fundamental drag force acting on a vehicle is expressed by the equation F_d = \frac{1}{2} \rho v^2 A C_d where \rho denotes air , v is the 's speed, A is the frontal area, and C_d is the dimensionless . The drag reduction system () mitigates this by allowing the upper flap of the rear to pivot open, effectively reducing the wing's and thereby lowering C_d through diminished and streamlined airflow over the wing. This mechanism primarily targets drag by minimizing at the trailing edge, which narrows the wake region and reduces intensity behind the car. Airflow over the rear wing follows , where the curved profile accelerates air over the upper surface, creating a low-pressure region that generates relative to the higher pressure beneath. When the flap opens, it aligns more closely with the oncoming flow, decreasing the velocity differential and across the wing, which in turn weakens the bound vortices and reduces from the trailing edge. This alteration curtails the energy lost to unsteady wake structures, promoting smoother airflow and lower overall drag. A key trade-off of activation is the temporary reduction in rear , typically by about 20%, which boosts straight-line and top speed by 10-20 km/h but compromises rear and increases yaw , particularly in high-speed corners where precise balance is critical. To optimize performance, teams employ testing and (CFD) simulations, iteratively adjusting flap pivot angles—often opening by 10-20 degrees from the closed position—to balance savings against retention while ensuring structural integrity under aerodynamic loads.

Mechanical and Electronic Components

The Drag Reduction System (DRS) in relies on a combination of mechanical actuators and lightweight structural elements to adjust the rear wing's upper element, enabling controlled movement that reduces aerodynamic drag. The core mechanical component is the upper rear wing flap, typically constructed from carbon fiber composites for high strength-to-weight ratio, which pivots via hydraulic actuators mounted on each endplate of the wing assembly. These actuators, powered by the car's central hydraulic system operating at pressures up to 200 bar, extend or retract the flap by a maximum of 85 mm, as specified in FIA regulations to ensure consistent performance across teams. Electronic control systems integrate the DRS with the FIA-standard (ECU), which processes inputs from dedicated sensors to monitor and regulate flap position in . Non-contact position sensors, such as inductive or Hall-effect types, provide on the flap's exact angle and travel, ensuring compliance with operational limits and preventing unintended deployment. The system interfaces with wheel speed sensors for velocity-based safety checks and GPS data relayed via the FIA's timing system to verify activation eligibility, though primary control remains driver-initiated through a steering wheel paddle switch approved by FIA software protocols. Safety mechanisms are embedded to prioritize rapid closure in failure scenarios, including spring-loaded return systems that bias the flap toward the and redundant hydraulic return lines to counter loss. If the flap remains open due to malfunction, FIA protocols mandate immediate black-flagging of the car to mitigate risks from reduced . The entire assembly, including actuators and flap, weighs under 5 kg to minimize impact on the car's overall minimum weight of 800 kg (including driver), utilizing carbon fiber for durability under high aerodynamic loads. Maintenance involves pre-race calibration of actuators and sensors to FIA tolerances, typically performed during each weekend's practice sessions to account for wear from hydraulic cycling and thermal expansion. Since its introduction in 2011 with a single hydraulic actuator per side on a basic upper flap, the system has evolved to dual-element rear wing designs in the 2020s, incorporating advanced ECU mapping for smoother integration with ground-effect chassis while adhering to packaging constraints within the rear impact structure. These evolutions address challenges in balancing the system's 2-3 kg added mass against the FIA's chassis weight distribution rules, ensuring no compromise to crash safety or overall vehicle dynamics.

Applications in Formula One

Functionality and Activation

The Drag Reduction System (DRS) in Formula One is activated manually by the pursuing driver pressing a dedicated on the , but only after passing through a detection point where transponders confirm the trailing car is within one second of the car ahead. This eligibility is signaled to the driver via an audible alert or display upon entering the subsequent activation zone, typically located 100 to 200 meters after a corner exit on designated straights. Once activated, the system's hydraulic or electric opens the upper rear wing flap by up to 85 millimeters, creating a slot that vents and reduces ; the flap deploys in less than one second to provide an immediate straight-line speed boost. Circuits feature up to four DRS activation zones, selected by the FIA to promote on long straights, such as the two zones at including the pit straight and the approach to the Ascari . These zones are positioned exclusively on straight sections to minimize safety risks, with the system automatically or manually required to close the flap before entering braking areas for the next corner, ensuring stable during deceleration. In and qualifying sessions, drivers may use DRS unlimited times within these zones under dry conditions to test performance, without the one-second gap restriction. When deployed, DRS typically yields a speed advantage of 10-20 km/h by the end of the zone, depending on track layout and car setup, enabling the pursuing car to close gaps and attempt passes. A notable example occurred during the 2011 Spanish Grand Prix, the first race with DRS, where it facilitated multiple overtakes, including Lewis Hamilton's bold move on Mark Webber and Jenson Button's recovery through the field via several DRS-assisted passes on the main straight. From 2022 to 2025, the reintroduction of ground-effect aerodynamics has improved airflow management in turbulent "dirty air," allowing cars to follow closer without losing as much downforce, thereby reducing overall reliance on DRS for initial gap-closing while preserving its role in final overtaking surges on straights.

Regulations and Usage Rules

The Drag Reduction System (DRS) in Formula One is regulated under the FIA's Formula One Technical Regulations, where it was first introduced as mandatory driver-adjustable bodywork in Article 3.18 of the 2011 edition, requiring all teams to equip their cars with a standardized rear wing mechanism to open a slot gap for drag reduction. Current regulations, under Article 3.10 of the 2025 Technical Regulations, specify that the rear wing's adjustable upper element must maintain a closed slot gap of 9.4-13 mm, opening to a maximum of 85 mm when activated, with the system integrated into the wing's profile spanning the car's full width. Following the 2024 "mini-DRS" controversy with McLaren's design, the FIA tightened the closed gap to 9.4-13 mm for 2025 to eliminate unintended drag reduction effects. These dimensions ensure uniformity and prevent excessive aerodynamic advantages, with the FIA mandating hydraulic or pneumatic actuation controlled by the driver via a steering wheel button. Usage of DRS is strictly limited by Article 27.6 of the FIA Sporting Regulations, permitting only during races when the pursuing car is detected less than one second behind the car ahead at designated detection points, within predefined zones on each . is prohibited on the first lap of the race (reduced from two laps starting in ), during the lap immediately following a deployment or restart, and in the final lap to avoid unsafe overtakes at the checkered flag. Additionally, DRS is disabled in wet conditions if the race director declares the track wet or mandates wet tires, prioritizing safety by preventing reduced on slippery surfaces. For 2026, the regulations preview a phase-out of DRS in favor of a new active system with manual override modes, aiming to integrate drag reduction more seamlessly into cornering performance. Enforcement involves rigorous scrutineering at every , where FIA technical delegates inspect components for compliance with dimensional and operational limits, with non-conformance resulting in penalties such as fines, grid drops, or disqualifications. Notable examples include a €15,000 fine imposed on Ferrari in for illegal DRS activation on Fernando Alonso's car during the , due to a failure allowing unauthorized use. In cases of modifications, such as ' 2012 double DRS linkage (banned ahead of via technical directive TD011), teams faced redesign mandates without immediate fines but with ongoing compliance checks. Over time, rules have evolved to balance aids with fairness and . In 2013, the FIA banned interconnected "double " systems that linked rear wing adjustments to other bodywork elements, following their debut in 2012, to maintain focus on the primary flap mechanism. By 2019, additional DRS zones were introduced at select circuits like and to enhance opportunities without altering core mechanics. The 2022 ground-effect regulations prompted tweaks, including refined detection tolerances to mitigate porpoising-induced instability during activation, ensuring reliable performance under high-speed bouncing. Safety protocols include a minimum closing speed implicitly enforced via the one-second detection , which ensures the pursuing car maintains a safe distance before gaining the speed boost, reducing collision risks in zones. The FIA also mandates mechanisms, such as automatic closure if the driver brakes or the system detects anomalies, to preserve during critical maneuvers.

Broader Applications

Other Motorsports

In motorsports beyond , drag reduction systems (DRS) or analogous overtaking aids have been adapted to suit series-specific technical constraints, track layouts, and regulatory frameworks, often prioritizing cost control and safety. , the premier all-electric open-wheel championship, does not employ a traditional aerodynamic DRS due to its low-downforce designs and emphasis on performance; instead, it introduced Attack Mode in the 2018–2019 season (Season 5) as a comparable mechanism. Attack Mode activates a temporary power boost—initially to 225 kW from the standard 200 kW race mode—by requiring drivers to enter a designated activation zone on the track, typically off the , which encourages strategic risk-taking similar to DRS deployment. This system uses zones akin to F1's DRS areas but focuses on energy deployment rather than aero adjustment, with a total of eight minutes of activation time per race (mandatory two activations) as of the 2024–2025 season, to balance competition. In the 2024–2025 season (Season 11), the Gen3 Evo car integrates enhanced all-wheel-drive capabilities alongside Attack Mode, allowing up to 350 kW qualifying power and a 600 kW peak, further emphasizing electric-specific without aerodynamic flaps. IndyCar, another open-wheel series, has explored experimental adjustable wing elements since the but has not adopted a full driver-activated , opting instead for the system as its primary overtaking aid. Introduced in a standardized form for road and street courses in 2015, provides a 60-horsepower via an energy recovery system, deployable for up to 200 megajoules per race on road and street courses, providing a power rather than drag reduction, though without a proximity requirement like DRS. Adjustable rear wings in IndyCar are track-specific and fixed during races—for instance, low-drag configurations for ovals like —but testing in the mid- included hybrid-assisted aero tweaks to enhance straight-line speed without ongoing driver control. This approach avoids the complexity of hydraulic actuators, focusing on reliability for high-speed American circuits. Endurance racing series, such as the () and WeatherTech SportsCar Championship, incorporate active aerodynamics in prototypes but with restrictions to maintain across diverse car classes. In 's category, teams like tested radical active aero concepts, exemplified by the 9X8's 2022 wingless debut, which relied on underbody diffusers and ground-effect principles to minimize drag while generating , effectively simulating a passive through optimized management. However, regulatory changes prompted the addition of a rear in 2024 for better on varied tracks. In 's GT classes, active flaps are permitted but heavily restricted—such as limited deformation and fixed positions outside designated modes—to prevent excessive speed advantages, with no full equivalent due to the enclosed-body designs prioritizing endurance over sprint overtaking. Lower formulas like FIA Formula 2 and Formula 3 have integrated DRS since the mid-2010s to foster closer racing and prepare drivers for F1, though with simplified mechanics to control costs. Formula 2 (formerly GP2) introduced DRS in 2015 using the same zones and detection points as F1, with hydraulic actuators opening the rear wing flap for a 10–15 km/h speed gain when within one second of the ahead car. Formula 3 followed in 2017, adopting a similar system with basic hydraulics and no electronic overrides, mirroring F1 functionality but on smaller budgets; the 2025 car refines this with integrated clutch and shifting controls for reliability. In karting, prototypes incorporating DRS-like aero adjustments emerged in the 2020s for youth training series, such as experimental rear flaps on electric karts to teach overtaking dynamics, though not standardized due to the series' focus on mechanical skill over tech aids. These adaptations highlight key differences from F1: electric series like feature shorter activation zones on compact street circuits to suit urban layouts, while cost barriers—such as hydraulic system expenses exceeding $50,000 per car—limit full adoption in regional and junior racing, favoring power-based alternatives like .

Road Vehicle Implementations

Early implementations of active in road vehicles appeared in the through concept cars that explored adjustable elements to optimize drag and stability. The Activa, unveiled in 1988, featured an adjustable aerofoil in the nose section that modified the vehicle's aerodynamic profile based on driving conditions, alongside for enhanced handling. This concept demonstrated early potential for production applications, though 's consumer models like the XM incorporated related height-adjustable suspension to influence ground clearance and aero efficiency. In production luxury sedans, introduced an active rear spoiler on the F01 7 Series starting in 2009, which automatically extended at speeds above 240 km/h or during sudden braking to improve high-speed stability by increasing and reducing . This system, optional on higher trims, marked a shift toward electronically controlled features in mainstream vehicles, prioritizing safety and composure on highways. Modern supercars have adopted -inspired mechanisms for dual-mode operation, balancing drag reduction with . The RS (991 generation, 2015-2019) incorporated a manually adjustable rear wing design influenced by Formula 1's , allowing drivers to optimize angles for track or road use, achieving up to 200 kg of while minimizing drag in high-speed configurations. Similarly, the , launched in 2017, employs an active rear wing that automatically deploys in three modes: low-drag at speeds over 180 km/h (retracting to 30% angle for efficiency), driver-selectable (70-80% deployment), and full airbrake (100% for braking), enhancing stability up to its 341 km/h top speed. Luxury sports cars have integrated speed-activated elements in underbody components for refined performance. The second-generation Audi R8 (2015 onward) features active air management flaps that open at predetermined speeds to balance cooling and , contributing to a 0.30 while maintaining via a fixed rear diffuser. The Lamborghini Huracán, introduced in 2014, includes speed-sensitive rear diffuser elements as part of its initial aero package, with later variants like the 2017 Performante adopting the full (Aerodinamica Lamborghini Attiva) system—active flaps in the front and rear that redirect airflow to reduce drag by up to 10% or increase by 750% on demand. In electric vehicles, active supports range optimization amid growing EV adoption from 2023 to 2025. The integrates active grille shutters and underbody panels that adjust based on speed and load, achieving a class-leading 0.197 to extend EPA-estimated range up to 512 miles in Grand Touring trim by minimizing energy loss from air resistance. For road use, these systems deliver 5-10% drag reduction, translating to 3-5% improvements in or at highway speeds, alongside enhanced high-speed stability without compromising everyday drivability. They comply with EU and UN ECE standards, such as Regulation No. 58 for rear-end devices and broader approval requirements under WP.29, where active elements must be verified for crash safety and non-impairment of visibility or protection systems. Challenges include elevated costs, with active spoiler options adding $5,000 to $20,000 per in models—for instance, McLaren's active rear exceeds $11,000—and demands for reliability in varied conditions, often limiting full functionality to modes to avoid wear in daily commuting.

Impact and Reception

Performance Advantages

The (DRS) delivers a straight-line speed boost of 10-12 km/h on activation zones, primarily by reducing aerodynamic drag on the rear , enabling pursuing drivers to close gaps more effectively during races. This gain, confirmed by FIA assessments, varies slightly by layout and car setup but consistently provides a tactical edge on longer straights, such as those at or Spa-Francorchamps. In qualifying sessions, where DRS usage is unrestricted within zones, drivers can achieve notable lap time reductions on circuits with multiple zones. Strategically, DRS has transformed race dynamics since its 2011 introduction, nearly doubling the average overtakes per race from 23.8 in 2010 to 43.2 in , according to FIA-compiled data. This increase, sustained at 40-50 overtakes per event in subsequent years, influences tire management by encouraging aggressive early-lap pushes and alters pit strategies, as teams position drivers for DRS-assisted passes during critical phases. In the 2023 season, DRS activations contributed to over 800 recorded overtakes across the calendar, correlating with tighter championship battles, exemplified by the 2021 Verstappen-Hamilton duel where multiple DRS-enabled maneuvers decided key outcomes. Quantitatively, DRS lowers the car's overall by 15-25%, from baseline values around 0.9 to approximately 0.7-0.75 during operation, enhancing straight-line performance without permanent aerodynamic compromises. Beyond raw performance, elevates race showmanship by promoting closer, more frequent on-track action, which has boosted global viewer engagement through heightened excitement in broadcasts and live events. Adaptations of mechanics in driver training simulations further amplify its impact, allowing teams to model strategic scenarios with precise aerodynamic data for optimized race preparation. In hybrid-era powertrains, the system's drag reduction improves effective power-to-weight ratios during overtakes, enabling more efficient deployment from the electric components alongside internal output.

Criticisms and Debates

The Drag Reduction System () has faced significant safety scrutiny due to the potential for mechanical failures in the rear mechanism and the inherent risks associated with reduced aerodynamic during activation. Incidents such as Marcus Ericsson's high-impact at the , caused by a DRS malfunction that kept the open, highlighted vulnerabilities in the system's reliability, prompting teams to review interfaces and hydraulic actuators to prevent unintended deployment. Similarly, experienced a rear failure during 2019 pre-season testing, which he attributed to the increased aerodynamic loads from more powerful DRS configurations, leading to debris and session disruptions. When activated, DRS significantly reduces rear —typically by around 20-25%—while boosting straight-line speeds, which can compromise car stability in high-speed zones exceeding 300 km/h and elevate risks if drivers misjudge braking or encounter . Critics have long argued that promotes artificial , diminishing the emphasis on driver skill and strategic purity that defined earlier eras of . Upon its 2011 debut, three-time world champion labeled DRS as "the most stupid element" in the sport, claiming it created overly simplistic passes via a button press rather than rewarding talent and car setup. This sentiment persisted through 2015, with purists decrying how the one-second detection rule enabled predictable "cat-and-mouse" maneuvers, undermining genuine on-track battles and turning races into engineered spectacles. Such debates intensified as DRS skewed statistics, with records like Max Verstappen's 2016 mark of 78 passes largely attributed to the aid rather than pure prowess. Environmental critiques of DRS center on its contribution to mechanical complexity amid Formula One's push for in the hybrid era. The system's actuators, sensors, and adjustable wing elements add weight and intricate processes, potentially increasing emissions from carbon-intensive materials like composites and , which conflict with the sport's 2030 net-zero carbon goals. In the 2022-2026 regulations, this added intricacy has been seen as counterproductive to efforts for lighter, more efficient vehicles. The impending removal of DRS in 2026, to be replaced by simplified active including a Manual Override Mode (MOM) for via energy deployment, underscores these tensions as the FIA prioritizes alignment with broader targets. Public reception to DRS evolved from strong initial opposition to broader acceptance over its lifespan, though debates on its role persist. In , surveys and commentary reflected widespread disapproval, with many viewing it as a gimmicky intervention that compromised racing authenticity, as evidenced by analyses questioning if enhanced passing was "." By the mid-2010s, from polls indicated persistent , with RaceFans reporting in 2017 that had "failed to win over" a , as only a minority fully embraced its boost amid complaints of predictability. However, acceptance has grown over time, though proposals for its 2026 abolition signal ongoing calls for evolution toward less artificial aids. Expert opinions remain divided, with team principals highlighting DRS's dual role as both essential and flawed. Red Bull's has advocated for its necessity in promoting but urged tweaks to the detection rule to curb tactical abuses, stating in 2022 that changes were needed to end "cat-and-mouse games." In contrast, Mercedes' has echoed purist concerns by critiquing artificial elements like DRS in broader discussions on race dynamics, emphasizing the need for regulations that reward genuine performance over mechanical aids. Media outlets such as and have extensively covered these debates, with 's 2015 analysis decrying DRS for failing to foster organic racing and 's 2011 reports framing it as a controversial purity compromise.

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