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Jensen Interceptor

The Jensen Interceptor is a British grand tourer automobile manufactured by Jensen Motors from 1966 to 1976, renowned for its blend of Italian-inspired styling and powerful American V8 performance. Styled by Carrozzeria Touring Superleggera of Milan under the direction of Federico Formenti, the Interceptor featured a sleek fastback coupe body constructed primarily from mild steel panels over a chassis derived from the earlier Jensen C-V8, with later models incorporating updated interiors and mechanical refinements across three main marks (Mk I, II, and III). Powered exclusively by Chrysler-sourced overhead-valve V8 engines, it debuted with a 6.3-litre (383 cu in) unit producing 325 bhp at 4,600 rpm and 425 lb ft of torque at 2,800 rpm, paired standard with a three-speed TorqueFlite automatic transmission, though a four-speed manual was optionally available; later variants from 1971 included a larger 7.2-litre (440 cu in) engine rated at up to 330 bhp in high-performance SP guise. With a top speed of approximately 133 mph and 0-60 mph acceleration in around 7.5 seconds for the standard model, the Interceptor offered impressive grand touring capabilities, though its handling was limited by a live rear axle and heavy weight exceeding 3,500 pounds. A total of 6,407 units of the standard Interceptor (including coupes and convertibles) were produced, in addition to 320 units of the related four-wheel-drive Jensen FF variant, marking it as Jensen's best-selling model before the company's bankruptcy in 1976.

Origins and Development

Company Background

Jensen Motors traces its origins to 1922, when W.J. Smith & Sons Limited was established in , , as a coachbuilding firm specializing in commercial vehicle bodies. In 1931, brothers Alan and Richard Jensen, who had been apprenticed in the automotive trade and built custom bodies since the late 1920s, joined the firm following the death of its founder, William John Smith. They revitalized the business, leading to its renaming as Limited in 1934, under which it continued as a bodybuilder while beginning to produce complete vehicles. During , the company shifted to manufacturing military vehicles and components, including trailers and armored bodies, which honed its engineering expertise. Postwar, in 1946, Jensen transitioned to full automobile production with the Jensen PW, a luxury saloon, marking its entry into the passenger car market. By the mid-1950s, Jensen had established itself in the luxury grand tourer segment with models like the 541S, produced from 1960 to 1963, which featured innovative fiberglass construction and positioned the brand as a builder of sophisticated, handcrafted GT cars. This was followed by the C-V8 from 1962 to 1966, Jensen's first model with an American V8 engine, emphasizing performance and exclusivity in the growing luxury car sector. These vehicles highlighted Jensen's evolution from bodybuilding roots to a niche producer of high-end British sports cars, though production volumes remained low, typically under 200 units annually for such models. Entering the , Jensen faced intensifying financial pressures amid a turbulent motor , including the loss of a key contract to build bodies for the in 1963, which strained cash flow and exacerbated internal tensions. To secure stability, the company was acquired by the Norcros Group in , providing essential capital but leading to the of the Jensen brothers in . Heightened competition from established luxury marques like and , which offered greater production scale and brand prestige, underscored the need for a modern flagship to revitalize sales and market position. Key figures such as Richard Graves, who joined as marketing director in and later became managing director in 1973, played pivotal roles in steering strategy during this period. Additionally, Jensen acquired steel body production capabilities in the early through a major contract to manufacture bodies for the starting in 1960, enabling in-house fabrication and reducing reliance on external suppliers. This groundwork, combined with a push toward contemporary European design influences, set the stage for Jensen's next major project.

Design Process

The design process for the Jensen Interceptor was initiated in 1964 as Jensen Motors aimed to develop a successor to their C-V8 , drawing briefly on the company's established expertise in building luxury GT cars. Prior to commissioning external designers, Jensen developed the in-house P66 prototype, an aluminum-bodied with a , which was exhibited at the 1965 London Motor Show but ultimately rejected by the Norcros Group in favor of a more stylish design. To infuse the new model with contemporary Italian styling flair, Jensen commissioned the Milan-based coachbuilder Carrozzeria Touring Superleggera to create the body ; Touring delivered initial sketches that emphasized a sleek, aerodynamic form suited for high-speed touring. These designs were then adapted for practical production by Jensen's in-house team, ensuring compatibility with the company's manufacturing capabilities. A key engineering decision involved shifting from an initially planned aluminum body—reminiscent of prior Jensen models—to a more cost-effective construction, which allowed for greater production efficiency while maintaining structural integrity. This resulted in a distinctive silhouette with a 105-inch , providing balanced proportions for both performance and passenger comfort. The overall aesthetic blended elegance with robustness, featuring smooth lines, a long hood, and a large wraparound rear window that contributed to the car's iconic profile. The interior was conceptualized to appeal to the luxury market, incorporating high-end materials such as a polished for a sense of traditional craftsmanship and supple for seating, creating an opulent cabin environment. In 1966, the first prototypes were constructed in by based on the Touring designs. Concurrently, the team opted for Chrysler-sourced V8 engines, prioritizing their established reliability and availability over less dependable V8 options that were plagued by supply issues during the period.

Production History

Manufacturing Process

The Jensen Interceptor's steel bodies were initially produced by in following the wind-up of , which had designed the body but proved financially unstable for full-scale manufacturing. These bodyshells were stamped out, painted, and partially trimmed in before being shipped across to ' Kelvin Way factory in , , where final took place. This British-Italian collaboration allowed Jensen to leverage specialized coachbuilding expertise while handling integration of mechanical components domestically. At the facility, the Interceptor was hand-built by skilled craftsmen, a process that emphasized meticulous attention to detail in a low-volume environment. frames, derived from modified Austin 2300 designs, were welded on-site, followed by the installation of the V8 engines and automatic transmissions. Trim fitting, including walnut dashboards and leather upholstery, was completed manually, contributing to the car's bespoke character. At its peak during the Mark III series, reached nearly 30 cars per week, with an average exceeding 20 units, reflecting efficient yet labor-intensive operations. The supply chain highlighted the Interceptor's multinational nature, with key powertrain components imported from the . Chrysler 383 and later 440 cubic-inch V8 engines were sourced directly from factories in , , ensuring reliable high-performance output while adding to logistics costs. In contrast, interiors relied on local British suppliers for materials like and burr walnut veneers, which were fitted at to maintain quality consistency and support domestic craftsmanship. Despite these strengths, the manufacturing process encountered quality challenges, particularly with the Italian-sourced bodies prone to due to inadequate and exposure during shipping. Early models also suffered from electrical , including unreliable wiring harnesses exacerbated by the integration of American and British systems. These issues were progressively addressed through mid-production refinements, such as improved treatments starting in 1971 and revised wiring layouts to enhance durability and reduce faults.

Sales and Decline

The Jensen Interceptor was produced from 1966 to 1976, with a total of 6,407 units built across its series. The Mark I (1966–1969) accounted for 1,024 examples, the Mark II (1969–1971) for 1,128, and the Mark III (1971–1976) for the majority at 4,255 units. Production peaked in the late 1960s and early 1970s, with annual output reaching 644 units in 1969 and climbing to 1,253 by 1973, driven largely by strong demand in export markets. A significant portion of Interceptors were exported to the , reflecting Jensen's strategic pivot toward American buyers who appreciated the car's V8 power and grand touring style. Right-hand-drive models were primarily destined for the and , while left-hand-drive variants catered to the . The base price in the started at £3,742 in 1966 (equivalent to approximately £80,000 in 2025 terms, adjusted for inflation), positioning it as a premium offering compared to contemporaries like the . Sales began to decline in the mid-1970s due to the , which spiked fuel prices and deterred buyers from the Interceptor's thirsty 7.2-liter , rated at just 10–11 . Compounding this were broader economic challenges, including high and recessions, alongside labor strikes that disrupted manufacturing. By 1976, these pressures led to ' bankruptcy, halting production in September and resulting in the liquidation of remaining Interceptor stock, with incomplete vehicles sold off to clear assets.

Technical Specifications

Chassis and Body

The Jensen Interceptor utilized a derived from the earlier C-V8 model, designed and developed at Jensen's facility, consisting of sheet welded into sturdy box-sections for enhanced rigidity. This platform supported independent front via MacPherson struts with coil springs, paired with a live rear featuring parallel leaf springs and a for stability. The measured 105 inches (2,667 mm), contributing to an overall length of 188 inches (4,775 mm), width of 69.1 inches (1,756 mm), and height of 53 inches (1,346 mm). The body was constructed from steel panels, hand-built initially by Carrozzeria in before production shifted in-house to in 1968, forming a conventional structure rather than a full . This design achieved a curb weight of approximately 3,500 pounds (1,588 kg) and an aerodynamic of around 0.5, balancing luxury with grand touring practicality. Exterior styling emphasized a sleek roofline inspired by principles from Carrozzeria Touring, with a low beltline, expansive rear glass for improved visibility, and chrome accents on the grille, bumpers, and window surrounds. Early models featured pop-up hidden headlights integrated into the fenders, which were revised to fixed units in later series for simplified production. Available color options included elegant shades such as and metallic silvers, with custom two-tone schemes offered for personalization. Inside, the Interceptor offered 2+2 seating configured for front comfort and modest rear space, upholstered in with walnut wood veneers on the dashboard and door panels for a refined aesthetic. Amenities were straightforward for the era, including a standard AM/ radio, manual window winders, and optional manual four-speed transmission alongside the automatic. Safety provisions were basic, primarily consisting of three-point front seatbelts added to meet evolving regulations, without advanced features like airbags or reinforced structures.

Powertrain

The Jensen Interceptor's powertrain centered on robust Chrysler-sourced s, reflecting the manufacturer's reliance on components for and reliability. Early models, produced from 1966, utilized a 383 (6.3 ) rated at 325 gross horsepower at 4,600 rpm and 425 lb-ft of torque at 2,800 rpm, paired with a carbureted featuring a single four-barrel . This setup provided strong low-end torque suitable for grand touring, though economy typically ranged from 10 to 12 under mixed driving conditions. With the introduction of the in 1969 and the Mark III in 1971, the powertrain was upgraded to a larger (7.2 ) V8, delivering 305 gross horsepower at 4,000 rpm and 410 lb-ft of at 2,400 rpm, with a standard single four-barrel ; the high-performance SP variant featured a three two-barrel Holley setup. To comply with tightening emissions standards after 1972, particularly , later models used detuned versions of the V8 rated at approximately 220-230 net horsepower. The 360 cubic inch (5.9 ) V8 was introduced in the 1975 S4 series, rated at 230 net horsepower. All variants employed as standard. Transmission choices included the three-speed automatic as the most common option, known for its smooth shifts and durability under high torque loads, or a rarer four-speed gearbox with fully synchronized gears available primarily on early models. The fuel system, reliant on mechanical pumps and inline filters, was straightforward but prone to in hot conditions due to the engine's location in a relatively compact bay. Common maintenance challenges involved overheating from the large V8's heat output, often addressed by retrofitting external oil coolers and auxiliary transmission coolers to improve and longevity.

Performance Figures

The Jensen Interceptor equipped with the 383 cubic-inch V8 delivered 0-60 mph acceleration in approximately 7.0 seconds, while the subsequent 440 cubic-inch V8 variant improved this to around 6.9 seconds. Top speeds varied by engine and gearing, reaching about 135 mph with the 383 and up to 143 mph with the 440. Four-wheel disc brakes were standard from the model's introduction, achieving a stopping distance of roughly 140 feet from 60 mph in period road tests. Handling was characterized by a heavy feel and a pronounced understeer tendency attributable to the live rear design, with contemporary evaluations highlighting its emphasis on grand touring comfort and stability over outright sportiness. The 23-gallon provided an estimated range of 250 miles, based on typical consumption of 10-12 in mixed conditions. Following 1972 emissions regulations, engine modifications detuned output to approximately 220-230 hp for compliance in key markets.

Model Variants

Series I, II, and III

The Jensen Interceptor's standard two-door coupe variants evolved through three series, each introducing incremental refinements to styling, comfort, and compliance with emerging regulations, while retaining the core grand touring character powered by V8 engines. The , produced from 1966 to mid-1969, established the model's signature Italianate body designed by and initially built by before production transitioned to Jensen's factory in 1967, with approximately 1,024 units built. Early examples were prone to rust, particularly around the wheel arches and sills, due to inadequate in the initial body construction process. The standard powerplant was the 383 cubic-inch (6.3-liter) V8, available with a four-speed manual or three-speed automatic transmission, emphasizing the car's blend of luxury and performance. The series, spanning late 1969 to 1971 with around 1,128 examples produced, featured subtle exterior updates including revised quad headlights, a new front grille, slimmer chrome bumpers, and flatter rear light clusters without chrome surrounds. Interior enhancements focused on improved through additional dashboard eyeball vents and dedicated rear-seat air flows, alongside upgraded seats and a restyled center console for greater comfort on long drives. The 383 V8 remained the base engine, but the larger 440 cubic-inch (7.2-liter) V8 became an option starting in 1970, offering enhanced power while maintaining choices and four-wheel disc brakes as standard. Introduced in 1971 and continuing until 1976, the Mark III represented the longest-running series, with approximately 4,255 units assembled, reflecting its role in sustaining production amid market shifts like the 1973 oil crisis. Key changes included integrated bumpers to meet evolving safety standards, standard alloy wheels, and power steering fitted across all models for improved handling. The 440 V8 became standard, detuned to around 230 net horsepower in U.S.-spec versions to comply with emissions regulations through lower compression and restricted carburetion, though non-U.S. cars retained higher output. Minor interior upgrades, such as revised door panels and enhanced upholstery, contributed to a more refined cabin, while the manual and automatic transmission options persisted. Across all three series, the Interceptor coupe prioritized a spacious 2+2 layout with leather-trimmed seats and wood accents, evolving from a bold 1960s statement to a more compliant 1970s grand tourer.

Jensen FF

The Jensen FF, introduced in 1966, marked a significant milestone as the world's first production car to feature both and an (ABS). Developed by in collaboration with Research, the model was designed to provide exceptional all-weather traction and safety in a format, building on the Interceptor platform with dedicated engineering for its advanced . Production spanned from 1966 to 1971, resulting in just 320 units across three series, underscoring its exclusivity and the challenges of bringing such innovative technology to market. At the heart of the FF's engineering was the full-time system, which utilized a in the center to deliver a standard 37:63 torque split (front to rear) under normal conditions, dynamically shifting up to 100% to the front wheels when slip was detected for enhanced grip. This setup was seamlessly integrated with a four-channel , originally adapted from aviation technology, to prevent wheel lockup during braking and maintain stability, particularly in adverse conditions. The system was powered by Chrysler's robust V8 engines—initially the 383 cubic inch (6.3 L) unit producing 325 horsepower, later upgraded to the 440 cubic inch (7.2 L) version—both paired with a three-speed for smooth power delivery. Distinctive body modifications distinguished the FF from the rear-wheel-drive Interceptor, including enlarged wheel arches to fit wider tires for superior roadholding and a revised geometry to optimize traction and handling with the added components. These changes, combined with the Ferguson's all-weather focus, positioned the FF as a in and performance. However, its premium pricing—around £5,300 at launch, significantly higher than the standard Interceptor's £3,600—reflected the costly advanced features and limited production scale, contributing to subdued sales despite positive acclaim for its capabilities. With the 440 V8, the FF achieved a top speed of 124 mph and accelerated from in 8.8 seconds, balancing potent straight-line performance with the added weight and complexity of its four-wheel-drive hardware. This made it a sophisticated all-season performer, though its rarity and cost ensured it remained a niche offering for discerning buyers seeking cutting-edge engineering.

Interceptor SP

The Jensen Interceptor SP was launched in 1971 as the flagship high-performance variant of the Interceptor lineup, debuting at the London Motor Show in October of that year. Designed to compete with American muscle cars by leveraging Chrysler's potent V8 technology, it featured a modified 440 cubic inch (7.2-liter) engine equipped with a "Six Pack" induction system comprising three two-barrel carburetors, delivering 385 horsepower. This upgrade from the base 440 V8 provided significantly more power while maintaining the Interceptor's grand touring character. A total of 232 units were produced between 1971 and 1973. Performance-oriented enhancements included a stiffened for improved handling and uprated to manage the increased speed potential, enabling acceleration from 0-60 mph in 6.7 seconds and a top speed of approximately 150 mph. Exterior distinctions comprised a blacked-out grille, prominent badging, and optional wheels, complemented by a standard and a fully louvered for better cooling. Inside, the SP offered sports-oriented '8' track seating system with blue badging accents, emphasizing its sporting intent. Production of the ceased in 1973, curtailed by stringent U.S. emissions regulations that led to discontinue the engine after it failed certification tests, leaving Jensen without its high-output powerplant. Despite stockpiling engines to extend the run, the variant's short lifespan underscored the challenges of adapting American muscle car hardware to evolving global environmental standards.

Convertible and Other Bodies

The Jensen Interceptor , introduced in March 1974, represented a glamorous open-top variant aimed primarily at the North American market, where demand for drop-head grand tourers remained strong amid the . Production ran until 1976, with a total of around 500 units assembled at the Kelvin Way factory in , , though some sources cite 456 examples. Approximately 80 percent of these were exported to the , underscoring the model's appeal in convertible-loving regions. The design retained the iconic silhouette of the fixed-roof Interceptor but featured a power-operated fabric roof that folded beneath a cover, enhancing its luxurious, open-air character. To accommodate the open-top configuration, the underwent reinforcements to mitigate torsional weakness and noted in early prototypes, ensuring structural rigidity comparable to the while adding roughly 200 pounds to the curb weight—bringing it to about 4,215 pounds. This extra mass, derived from the reinforced frame and folding mechanism, slightly compromised handling responsiveness despite sharing the same 440 cubic-inch V8 powertrain options, typically detuned to 215 horsepower to meet emerging emissions standards. Early models suffered from reliability issues with the power top mechanism, including failures during operation, as exemplified by a malfunction on the first customer delivery to novelist . Hand-built roofs, crafted to fit the car's unique lines, occasionally led to leaks over time, though later refinements improved weatherproofing. The commanded a pricing premium over the standard , often around £200 extra in the UK market, reflecting its engineering and rarity. Production challenges, including escalating manufacturing costs and stringent U.S. emissions regulations that necessitated engine modifications, limited output and contributed to ' financial difficulties, culminating in the company's in 1976. As a result, the remains one of the scarcest Interceptor variants today. Among other body styles, Jensen explored unproduced proposals for a four-door to broaden appeal, though none advanced beyond conceptual stages due to resource constraints. Shooting brake concepts also surfaced, evolving into the short-lived , a two-door with extended rear cargo space produced from to in 511 units, offering practical versatility while sharing the Interceptor's mechanical underpinnings. Jensen produced both left- and right-hand-drive versions to suit international markets, including as a key RHD export destination.

Reception and Legacy

Contemporary Reviews

Upon its debut in 1966, the Jensen Interceptor garnered praise from automotive publications for its potent V8 and striking Italian-inspired styling, positioning it as a compelling . Autocar described it as feeling "fully mature and extremely well built" for a new model, highlighting its refined engineering and luxurious interior that rivaled more established competitors. Reviewers appreciated the smooth delivery of power from the V8, which enabled effortless high-speed cruising, with noting in a 1973 test of the updated Interceptor III that it excelled as a "luxury personal car" for long-distance travel. The car's value proposition was also commended, offering Ferrari-like exoticism at a fraction of the cost, thanks to its handcrafted body by and robust American mechanicals. Motor magazine's 1967 road test emphasized its status as a top-tier GT, praising the combination of performance and practicality that made it accessible to discerning buyers seeking an to pricier exotics. Criticisms focused on the Interceptor's substantial weight, which dulled handling responsiveness compared to lighter sports cars, and its voracious fuel consumption amid the 1970s oil crises. Motor's 1974 evaluation of the Interceptor III recorded just 12.5 overall, deeming it "horrific" for . Build quality concerns emerged over time, with reports of rust-prone bodywork—particularly on early -built examples—and unreliable electrics, as noted in period tests by Autocar. , pre-1972 models faced scrutiny for failing stringent emissions standards, prompting Jensen to detune engines and adopt smaller-displacement units from 1973 onward, which some American reviewers felt compromised the car's character. Despite these drawbacks, the Interceptor appealed to celebrities and image-conscious buyers, with actor purchasing a 1969 example that underscored its glamorous market positioning. Sales were bolstered by this celebrity cachet, even as reliability issues tempered long-term enthusiasm. While it earned no major awards, the model's recognition in Motor magazine's 1967 road test as an elite GT affirmed its standing among British performance cars of the era.

Collectibility

The Jensen Interceptor has established itself as a desirable classic in the 21st century, appealing to enthusiasts for its blend of British craftsmanship, Italian styling by , with bodies handcrafted by , and American V8 power. Well-preserved examples, particularly the later Mk III series, command premium prices at auctions and private sales, reflecting growing appreciation among collectors. In 2025, concours-condition Mk III models typically range from £80,000 to £120,000, driven by their rarity and restored authenticity. Convertibles, limited to around 500 units produced, are even scarcer and often exceed £100,000 due to their open-top allure and meticulous restorations. The pioneering variant, with its all-wheel-drive system, fetches up to around £70,000 for pristine survivors, underscoring its status as a technological milestone. Restoring an Interceptor presents notable challenges, primarily due to parts scarcity for the Vignale-bodied chassis and exterior panels, which often require custom fabrication by specialists like Martin Robey. While Chrysler-sourced engines and transmissions remain relatively available through aftermarket suppliers, bodywork demands expertise to combat common issues in sills, wheel arches, and door bottoms. The Jensen Owners' Club, founded in 1971, plays a vital role in the enthusiast community by offering , a dedicated for , and access to shared resources for restorations. This network has helped sustain interest, with club members frequently collaborating on projects to source or reproduce elusive components. Interceptor models actively participate in prestigious events, enhancing their collectible profile. Modified examples, such as the 3,000-hp GTR variant, have appeared at the in 2025, captivating audiences with high-performance demonstrations. Stock classics compete in , including class wins at the 2025 Huntington Beach . The model's cultural footprint bolsters its appeal, notably through its prominent role in the 1971-1972 series The Persuaders!, where Tony Curtis's character drove a 1970 Mk II, cementing the Interceptor's image as a suave icon. Auction records from the highlight steady value appreciation, with notable sales including a 1976 Mk III convertible at $38,500 (£30,000 equivalent) during Mecum's Monterey auction in August 2025, and a standard 1975 Interceptor fetching £33,767 at Brightwells Online in October 2025. Among common modifications embraced by owners to improve drivability, electronic fuel injection (EFI) conversions for the V8—using systems like Holley Sniper or custom Edelbrock setups—address issues and enhance reliability without altering the car's classic character. These updates, supported by club advice, allow modern usability while preserving the Interceptor's collectible integrity.

Modern Revival

Following the bankruptcy of Jensen Motors in 1976, efforts to revive the Interceptor persisted through unofficial channels and later official restomod programs. During the and , independent coachbuilders produced limited replicas of the Interceptor, often adapting or V8 engines to the original Touring Superleggera body design for improved reliability, though these remained niche and unauthorized by the brand. In the late 2000s, the Jensen Group acquired the brand rights and announced plans for a full relaunch, including a new Interceptor successor slated for 2016, but the project collapsed due to financial and developmental hurdles, marking a failed attempt to reintroduce the model as a contemporary grand tourer. Simultaneously, Jensen International Automotive (JIA), founded in 2010, emerged as the primary steward of the Interceptor's legacy through restomod conversions. JIA's Interceptor R, first delivered in 2011, faithfully recreates the original's Touring Superleggera styling using restored donor chassis, paired with modern General Motors LS-series V8 engines offering up to 650 horsepower in supercharged configurations, along with upgraded suspension, braking, and electronics for enhanced drivability. These vehicles, hand-built in limited numbers at JIA's Oxfordshire facility, start at approximately £300,000 and emphasize the Interceptor's blend of British craftsmanship and American muscle. Building on this foundation, JIA unveiled a variant of the Interceptor in February 2024, reviving the model's pioneering all-wheel-drive heritage with a . The setup integrates a supercharged 6.2-liter LT4 V8 (producing around 650 horsepower) at the rear with dual 120 YASA electric motors driving the front wheels, yielding a combined 781 and seamless AWD capability derived from JIA's Chieftain platform. Performance targets include 0-60 in under 4 seconds and a top speed exceeding 180 , with electric-only range for short journeys, all while preserving the 's distinctive . Priced from around £400,000 and limited to a small run, the addresses emissions regulations while honoring the original's innovative spirit. These revival projects have faced significant challenges, including global disruptions for vintage components and stringent regulatory approvals for integrations in vehicles, delaying timelines amid rising material costs. As of late 2025, JIA reports ongoing refinements to the FF, with initial customer deliveries anticipated in early 2026, positioning the Interceptor as a bridge between classic aesthetics and sustainable performance.

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